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This meticulously crafted CORGI Aviation Archive 1:72 scale diecast model brings the legendary Fairey Swordfish MkI to life, perfect for collectors of World War Two aviation history. Ready to display straight from the box with no assembly required, this model captures the iconic biplane torpedo bomber that achieved one of the Royal Navy's most daring raids. Premium diecast construction ensures authentic detailing throughout, from the distinctive biplane configuration to the historically accurate markings of P4154 / 4M. Key Features Ready to display straight from the box - no assembly required Authentic 1:72 scale diecast construction Historically accurate Battle of Taranto markings Premium painted finish with fine details Includes display stand Represents Lt(A) H. Swayne's aircraft from Operation Judgement History On the night of 11th/12th November 1940, the Fleet Air Arm launched one of the most audacious naval air strikes of the Second World War. With Italy's powerful navy threatening British forces across the Mediterranean, 'Operation Judgement' was conceived as a bold solution, send ageing Fairey Swordfish biplanes against the Italian Fleet moored in Taranto Harbour. Twenty Swordfish attacked in two waves, armed with torpedoes and bombs. Swordfish L4M, crewed by Lt(A) H. Swayne RN and Sub Lt(A) J. Buscall, formed part of the first wave's torpedo attack. Flying at extremely low level, they lined up on the Battleship Littorio and released their torpedo from just 400 yards, passing through the ship's masts during their daring pullout. The torpedo struck home, causing serious damage to the Italian warship. The raid proved devastatingly effective, demonstrating that even the most powerful battleships were vulnerable to air attack. This successful operation showed that the aircraft carrier and its aircraft would now dominate naval warfare. The tactical lessons learnt at Taranto were studied intensively by Japanese naval commanders, directly influencing their planning for the Pearl Harbor attack the following year.

Swordfish aircraft used during 'Operation Torch' were assigned to provide anti-submarine patrols to protect the invasion force from enemy attack, with patrol operations commencing on 30th October whilst the task force was on approach to Gibraltar. An extremely busy period then followed for Swordfish crews, however, not everything went to plan during this time, with HMS Biter losing three of its Swordfish to landing accidents in just a few days, whilst aircraft were attempting to recover onto the carrier in rough seas. Indeed, two of these aircraft were so badly damaged that they were unceremoniously pushed over the side of the vessel into the angry seas which had caused their demise. On 7th November 1942, the Swordfish of both A and B flights of No 833 Squadron FAA put ashore at Gibraltar and commenced anti-submarine patrol operations from the island, as the work to finalise the huge assault groups began in earnest. HMS Biter was assigned to the Central Naval Task Force aimed at Oran, and whilst her Swordfish continued to protect force vessels from U-boat attack, her complement of Sea Hurricanes would be required to provide fighter top cover for other fighter attack aircraft tasked with taking out Axis airfields following the commencement of operations. Although enemy submarine activity posed a very real threat to the sizeable Allied assault force, the Swordfish screen helped deter any futile attacks by enemy units.

Feltham Tram London Transport, 2079, Croydon, 7th April 1951. In 1929, Union Construction Company (U.C.C), located in Feltham in Middlesex trialled their first tram, known as the ‘Feltham’. 100 of these were built and in 1931, 54 of them were used by Metropolitan Electric Tramways, the other 46 being used by London United Transport. All 100 were transferred to London Transport in 1933. Between 1949 and 1951 the Feltham tram was phased out due to the arrival of the Trolleybus. As depicted here, the last run of a Feltham Tram in London was given to 2079 on the 7th April 1951, a commemorative last day tour of the Croydon route(the last of the routes to close). It give passengers that one last time to ride these iconic trams. Just two days later, 2079 left for a new life at Leeds Corporation Tramways along with 91 other Felthams, where it served there until the tramway closure in 1959. There are just 3 Feltham Trams that survive today, No’s 331, 341 and 355, all ex-Metropolitan Electric Tramways.

Three of the most famous aircraft flying in UK skies are now available in this amazing Flying Aces Collection, featuring the legendary Supermarine Spitfire and Avro Lancaster and the latest RAF fighter jet - the F35 Lightning II. Perfect for young collectors starting their aviation journey!

The son of a farmer, Otto Kittel didn’t conform to most people’s opinion of a successful Luftwaffe fighter ace, being more reserved and modest than brash and boastful, going about his duties in a ruthlessly effective manner. Initially posted as wingman to a more experienced pilot, Kittel eventually took part in the opening exchanges of Operation Barbarossa with his unit JG54, where it became one of the most successful on the Eastern Front. Otto Kittel was credited with 267 aerial victories during the Second World War, with his final victory being his 94th against an Il-2 Sturmovik attack aircraft on 16th February 1945, his 583rd combat sortie of the war. Unfortunately, moments after dispatching his latest victim, the hunter became the hunted, as another Sturmovik attacked Kittel’s Focke Wulf from below, scoring hits on the German fighter which almost immediately crashed into a forest below. The unassuming and well-liked Otto Kittel stands as the fourth most successful air ace of all time, achieved in less than four years of operational flying over the Eastern Front. He was also the most successful Focke Wulf FW190 ace, and, with 94 victories against the excellent Il-2 Sturmovik, the most successful ‘Sturmovik Hunter’. Scoring all his victories over the Eastern Front, Kittel was the most successful fighter ace to be lost during combat.

Fokker Dr.1 545/17, Ltn Hans Weiss, Jasta 11, Jagdgeschwader 1, Cappy Aerodrome, France, 21st April 1918 - Last combat sortie of the Red Baron At 10am on 21st April 1918, six Fokker Dr.1 fighter aircraft of Jasta 11 took off from Cappy aerodrome to embark on an offensive patrol over the Somme Valley region. Led by their inspirational commander, Manfred von Richthofen, this was an elite unit where only the finest fighter pilots were invited to join the squadron - the ‘Best of the Best’. Hans Weiss has joined Jasta 11 with a reputation as being something of a balloon specialist, but by this date, he was credited with an impressive ten combat victories. As the formation approached Le Hamel, they spotted a pair of Allied reconnaissance aircraft over the town and dived in to attack. As the battle commenced, an unseen flight of Sopwith Camels joined the melee to protect the reconnaissance aircraft and just minutes later, the infamous reign of the Red Baron would be over. The distinctive white coloured Fokker Dr.1 flown by Weiss had been hit by return fire from the British reconnaissance aircraft, severing one of his rudder cables and forcing an immediate return to Cappy. Nursing his damaged aircraft back to his home airfield, Weiss would live to fight another day, however, his Commanding Officer would not be quite so lucky. Weiss would later command Jasta 11 himself, but only for a three week period, before he also fell in combat, the victim of Canadian ace Merrill Taylor

Fokker Dr.1 564/17, Ltn Werner Steinhauser, Jasta 11, Jagdgeschwader 1, Cappy Aerodrome, France, 21st April 1918 - Last combat sortie of the Red Baron Flying one of the six Jasta 11 Fokker Dr.1 fighters which climbed away from Cappy Aerodrome in the mid-morning of Sunday 21st April 1918, Werner Steinhauser was beginning to develop into an extremely gifted aviator under the guidance of his inspirational Commanding Officer, Manfred von Richthofen. When he initially joined the unit in early 1918, he only had a solitary observation balloon victory to his name, but now that he found himself in the company of some of the Luftstreitkräfte’s most gifted fighter pilots, he began to show real skill and poise during combat situations and as a consequence, his victory tally was increasing. Flying alongside von Richthofen in his own distinctively marked personal Fokker Dr.1 fighter on the morning of the 21st April, Steinhauser would be involved in the intense fighting with the Sopwith Camels of RAF No.209 Squadron which ultimately resulted in the death of his mentor. The famed ‘Flying Circus’ never really recovered from the loss of von Richthofen and from this date, an ever increasing number of Allied fighters in the air at any one time would result in the loss of the majority of their most successful pilots. Going on to score a further six aerial victories after this fateful day, Werner Steinhauser would himself be shot down and killed near Neuilly on the 26th June, just three days before he would have celebrated his 22nd birthday

Fokker DR.1 Triplane, Wolfram Freiherr von Richthofen, 21st April 1918, Death of the Red Baron - Special Edition As he prepared for his first combat patrol, novice fighter pilot Wolfram von Richthofen was keen to impress his famous cousin, the famed 'Red Baron'and the flight leader for the mission. Although suffering from fatigue and combat stress, Manfred von Richthofen was the consummate professional and the safety of his fellow airmen was of paramount importance to him. As the Fokker DR.1 fighters of Jasta 11 climbed away from Cappy aerodrome on 21st April 1918, Wolfram had been given strict instructions to stay out of trouble should the formation encounter the enemy, staying on the periphery of the action and experiencing what the melee of a dogfight looked like. As his comrades later engaged in combat with the Sopwith Camels of RAF No.209 Squadron, Wolfram did as instructed, but found himself under attack by one of the Camels, which had also been loitering on the edge of the fighting, an aircraft which was flown by the similarly inexperienced Wilfred 'Wop' May. Taking immediate evasive action, the Camel sped past his Triplane and with the incident attracting the attention of his famous cousin, Manfred von Richthofen pursued the Camel which seemed destined to become his 81st victim. Wolfram von Richthofen would survive the encounter to become a fighter ace in his own right, however, this meeting of two novice pilots over the trenches of the Western Front would ultimately claim the life of the world's most famous airman. Having just led an attack against two British RE8 reconnaissance aircraft above the Somme battlefield, Manfred von Richthofen re-joined the rest of Jasta 11's Fokker Triplane fighters, in time to lead a further attack against a formation of Sopwith Camels from No.209 Squadron RAF. Displaying all his legendary flying skills, the Red Baron attacked the enemy aircraft, whilst at the same time keeping an eye on his cousin Wolfram, a novice pilot who had been instructed not to engage in combat. On seeing that one of the Camels had attacked Wolfram's Triplane, he broke away from the dogfight and went to his aid, quickly positioning himself on the tail of the Sopwith fighter. Clearly flown by an inexperienced pilot, the Camel was the mount of young Canadian airman Wilfred 'Wop' May, who realising his error, dived at high speed for the ground and the safety of Allied lines. Flying perilously close to the ground and narrowly missing the church steeple at Vaux-sur-Somme, May knew that if he pulled up, he would fall to the guns of the ace pilot behind him, but as the high ground of Morlancourt Ridge approached, he had no option. Miraculously, his aircraft was not peppered with bullets and the Triplane giving chase was seen to rear up and make a forced landing in a nearby field although he didn't know it at the time, May was being hunted by Manfred von Richthofen and whilst he had managed to escape with his life, the famous Red Baron had not been so fortunate and lay dead in the cockpit of his red Fokker Triplane.

Undoubtedly one of the finest fighting aeroplanes of the Great War and definitely the most capable fighter to ever see Deutsche Luftstreitkrfte service, the Fokker D.VII was developed in response to the introduction of several new Allied fighter types, aircraft which gained a hard fought superiority of the skies over the Germans. Aircraft such as the Sopwith Camel and Royal Aircraft Factory SE5a had managed to turn the tables on the Luftstreitkrfte in the skies over the Western Front and the Germans knew something had to be done. The Military Aviation Bureau decided to hold a major competition to find a new fighter to redress this imbalance, inviting all the major aviation manufacturers, plus a few smaller companies, to send their aircraft for evaluation by current air aces, with the victorious aircraft almost certain to go into immediate production. Famous Dutch designer Anthony Fokker was sure that a design he had been working on was capable of winning this competition and instructed his talented lead designer Reinhold Platz to head the project, using all means at his disposal to have the aircraft ready in time. The new aircraft incorporated everything he had learned whilst designing combat aeroplanes, in addition to including some innovations never seen on an aircraft to this point, ensuring this machine had the best chance of success. Crucially, although initially intended to be powered by a rotary engine, the availability of the Mercedes D.IIIa engine gave the Fokker team access to a powerful, proven engine, which would allow for trouble free operation, something which would be crucial if this aircraft was to be introduced in large numbers and to have a combat impact. The prototype aircraft was delivered to the Adlershof airfield near Berlin for the trials in January 1918, where it was pitted against around thirty other competing aircraft, which interestingly included several other Fokker designs. Flown by some of the leading air aces of the day, including the Red Baron himself, Manfred von Richthofen, their D.VII design emerged victorious, after receiving enthusiastic support from von Richthofen and an initial order for 400 machines was placed immediately. With the aircraft proving to be everything the Luftstreitkrfte had been hoping for, the Fokker company were simply incapable of manufacturing the number of fighters required, so a deal was struck to allow their long-time competitor, Albatros Flugzeugwerke, to build the Fokker D.VII under licence. Eventually, three factories would be employed in producing this magnificent fighting aeroplane, Fokker at Schwerin and Albatros at Johannisthal and their subsidiary factory at Schneidemhl in Poland (OAW - Osterdeutsche Albatros Werke). On making its combat introduction, the Fokker D.VII came as an unpleasant surprize for Allied airmen. With an appearance which was neither as streamlined as the Albatros D.Va nor as menacing as the Fokker Dr.1, the new fighter looked almost agricultural in comparison, with its thick wings and boxlike fuselage. This appearance was extremely deceptive, as the D.VII was a thoroughbred fighting machine and Allied airmen quickly learned to respect their new aerial adversary. Possessing ample power and exceptional low speed performance, reports started to circulate that the D.VII could almost hang vertically on its propeller, firing at Allied aircraft from below, then diving away to build up speed for its next attack run. As greater numbers of this capable new aircraft began to appear over the Western Front, so German victory tallies began to increase and Allied airmen were once more forced into an attritional battle for aerial superiority above the trenches. In August 1918 alone, Fokker D.VIIs accounted for no fewer than 565 Allied aircraft destroyed, quickly earning such a fearsome reputation that it would later become a specific requirement of the armistice terms delivered by the Allies - all remaining Fokker D.VIIs must be surrendered to the Allies. In contrast to the relatively drab presentation of many Allied aircraft operating over the Western Front during the Great War, Luftstreitkrfte units routinely presented their aircraft in brightly coloured and highly distinctive markings, mainly for reasons of combat recognition, but also in part to highlight their confidence and fighting prowess. It is, however, sobering to think that these markings were applied on to nothing more than doped linen and how these intrepid airmen had absolutely no protection from gunfire or explosion whatsoever. Indeed, during the melee of a swirling dogfight, a pilot was in as much danger of being hit by a stray bullet from a friendly machine gun, as he was of being struck by the enemy. In what was rather an unusual occurrence, Royal Prussian Jasta 18 went through an unprecedented change in March 1918, when the unit's commander Rudolf Berthold took all of the pilots under his command with him, when he was transferred to another unit. This left new commander August Raben with a collection of relatively inexperienced pilots and a posting to the heavy fighting near Lille, but despite some early setbacks, soon saw their victory tally increasing. Jasta 18 were known as the 'Red Noses' for obvious reasons, but under Raben's command, he changed the colour of his aircraft from the previous blue to predominantly red and white. The unit's insignia of a black raven was retained, as this was strikingly similar to the personal emblem he carried on his own aircraft (after his surname) - most of the fighters of Jasta 18 would carry the black raven on either side of their fuselage. In addition to carrying the black raven on the side of his aircraft, Hamburg native Kurt Monnington also painted a sinister skull and crossbones on his aircraft, a personal emblem which was related to the Army unit with which he began his military career and where he won the Iron Cross 2nd class. Embarking on his flying service with a reconnaissance unit, Monnington would not score his first aerial victory until joining Jasta 18 and 'Staffel Raben' in March 1918, but would end the war with eight confirmed victories, the majority of which were scored over British bombers. Initially flying the Albatros D.V on joining Jasta 18, he took delivery of his new Fokker D.VII fighter during the following May and would use this aircraft to score all his aerial victories. Surviving the war, Monnington passed away in his native Hamburg in February 1939 aged 47, however, his name was circulated once more many years later, when his great nephew made a request for information relating to his pilot relative on various enthusiast websites. It appears that all his great granduncle's records, photographs and wartime memorabilia had been destroyed during an RAF bombing raid in 1944 and he was hoping that historians and enthusiasts could help him in the production a record of his Great War flying service. Hopefully, he found what he was looking for and that this model might make for a fitting addition.

Few aeroplanes have had such a dramatic impact on the history of aerial warfare as the Fokker Eindecker series of monoplanes, aircraft which are regarded as the first true fighter aircraft in the history of aviation. It was not that these single-wing aircraft were such advanced aeronautical designs, as many of the world s successful early aircraft were monoplanes (such as the Bleriot XI which crossed the English Channel in 1909), however, they did make use of a particularly sinister innovation. The introduction of interrupter gear synchronised the aircraft s machine-gun to fire through the arc of the propeller, only allowing it to operate once the blade was clear and crucially, in the pilot s direct line of sight. For the first time, an aeroplane had been specifically introduced to hunt and destroy other aircraft â‚ ¬Ã¢â‚¬ÂÃ…“ the day of the fighter aeroplane had arrived. Despite having a dramatic impact on the Western Front, the Eindecker was still a relatively primitive aircraft and required an immense amount of skill in order to be flown well. This was illustrated by eager young Luftstreitkräfte pilot Baron Kurt von Crailsheim, who on being posted to FFA 53 in the summer of 1915, had his and the unit s first aerial victory by 22nd September. Just a few days later, he crashed the twitchy Eindecker whilst attempting a landing at Monthois airfield, which resulted in his fighter being written off. He later received a new replacement aircraft, which he once again painted in his personal colours, but was to be the machine which claimed his life. Suffering a similar landing accident on 30th December 1915, his injuries would prove so severe that he died in hospital five days later.

Fokker E.III Eindecker, 105/15, Vfw. Ernst Udet, Germany, March 1916. As the savage fighting on the Western Front revealed its insatiable appetite for consuming the lives of young men from all nationalities, a new war being waged in the skies above was about to take a similarly sinister turn. With their understanding of the absolute necessity to gain a control of the air and the wider implications this would have for the future of the entire conflict, the German High Command instructed its aircraft manufacturers to develop a new kind of aeroplane, one which was intended to hunt other aeroplanes and claim superiority of the skies. The result of that search was the Fokker Eindecker, a mono wing fighter aircraft which represented the very pinnacle of aviation technology at that time, incorporating all the flight research data designers had managed to amass and utilising all the very latest technological advances in aviation. With the ability to fire its machine gun through the arc of the propeller by using a clever interrupter gear mechanism, all the pilot of an Eindecker had to do was to aim the nose of his aircraft in the direction of his target and fire, something of a revolutionary concept in aviation, but one which wasn't as simple as this description suggests. It has to be remembered that the aeroplane was still in its relative infancy at that time and even though it was a technological marvel, the Eindecker was still rather primitive and relatively underpowered, making their pilots true pioneers in their craft. If they were competent enough to manoeuvre their aircraft into an attack position behind an enemy aircraft, the rudimentary wing warping flight control method could soon have them in trouble. If they let the thrill of combat overtake their judgement, a tight turn to stay on the tail of their intended victim could see them entering a dangerous spin, at best losing valuable altitude and the chance of gaining a victory and at worst, not stopping until the aircraft hit the ground. Early Eindecker pilots were effectively writing the rules of aerial combat as they attempted to control the skies and with each hunting unit only usually being allocated three or four of the new fighters, they were still quite an exclusive group of airmen. Armed with their capable new aircraft, they learned quickly and Allied aircrews soon began to feel like they were nothing more than airborne prey. With its position as the first true fighter aircraft in the world, the Eindecker is widely regarded by historians as the most influential military aircraft in the history of flight and even though the period referred to by the Allies as the 'Fokker Scourge' only lasted for a relatively short period of the war, the Eindecker had already made its significant contribution to aviation history. Relegated to non-combat and reserve roles by 1917, the Fokker Eindecker would also be used by the first fighter pilots of the Austro-Hungarian and Turkish air forces during the Great War. Growing up in Munich, a young Ernst Udet was fascinated by the subject of aviation from an early age and would spend much of his free time doing whatever jobs he could at the local aircraft manufacturing company, whilst also helping to establish the Munich Aero-club. He was finally able to make his first powered flight with a test pilot from the aerodrome where he used to help out, but not before he had almost killed himself attempting to fly a glider he and his friends had built themselves. Following the start of WWI, Udet applied to join the German Army, but standing just 5ft 3 ins tall was told that he didn't qualify. He would later use his motorcycle riding skills to gain a position in a military dispatch riding unit, but following an accident where he was thrown from the motorcycle as it ran over a shell crater, required a period of extensive recouperation. During his return to health, Udet befriended some men who were assigned to a flying unit and convinced him to apply for pilot training, but after a couple of disappointments, discovered that the only way to guarantee acceptance in the Imperial German Air Service was to hold a civilian pilots licence. Immediately returning home and to the aerodrome where he had spent so many happy hours, a test pilot there agreed to teach him, but at his own expense and on receipt of his licence was finally successful with his application to join the Air Force. His initial posting was as pilot in a reconnaissance squadron, flying spotting and artillery ranging missions with his assigned observer and to say his service introduction was eventful would be something of an understatement. He would be awarded the Iron Cross 2nd class for flying his damaged aircraft back to his home airfield following the failure of a wing brace anchor and with his observer on the wing, holding the wing together, but was later placed under arrest for recklessly overloading his aircraft with fuel and bombs when attempting to attack the enemy. When asked to observe an early bombing mission on his return to duty, where bombs were simply thrown from the cockpit of attacking aircraft, Udet impressed his commander by basically flying aerobatics in one of these primitive military aircraft, in an attempt to dislodge a bomb stuck in the undercarriage of his aircraft. On landing, he was immediately recommended for retraining as a fighter pilot. Udet's introduction as a fighter pilot proved to be just as eventful as his reconnaissance posting. Flying a Fokker Eindecker, he chose to ignore combat instructions and attack a French aircraft head on and as the two aircraft closed at speed, Udet inexplicably froze. The French airman did not miss his opportunity and fired on the German aircraft, with a bullet grazing Udet's cheek and shattering his flying goggles, but failing to score a decisive victory. Udet escaped this encounter relatively unscathed, but resolved to never give his opponent such a chance again and to always fly decisively and aggressively when in combat, perfecting his fighting style and to become an ace airman at the earliest opportunity. It is thought that Udet may have scored his first aerial victory whilst flying Fokker Eindecker E.III 105/15 in March 1916, the aircraft we have modelled here and on landing, he was immediately promoted to the rank of Vizefeldwebel. Ernst Udet would quickly demonstrate his flying prowess and made good on the promise he made to himself. With his victory tally standing at 20, he was visited by a rather famous flying celebrity, a man who wanted him to join his celebrated Flying Circus, and when you are approached by a man such as Manfred von Richthofen, you definitely don't decline such an opportunity. Having witnessed Udet shooting down an Allied artillery spotter during their first combat sortie, interestingly by performing a frontal attack similar to the one where he was almost killed, von Richthofen immediately gave his new recruit command of his old squadron, Jasta 11 and he would not regret the faith he showed in him. Udet would end the war with 62 confirmed victories, the most successful Great War air ace to survive the conflict and second only in number to the great von Richthofen himself.

This exceptional CORGI Aviation Archive 1:48 scale diecast model honours one of the Great War's most dedicated fighter pilots, Josef Jacobs, and his distinctive Fokker E.III Eindecker. Ready to display straight from the box, this meticulously crafted collectible captures the essence of early aerial combat with authentic detailing and premium construction. Perfect for collectors of WWI aviation history and enthusiasts of pioneering fighter aircraft. Key Features Ready to display - no assembly required Authentic 1:48 scale diecast construction Rotatable propeller for dynamic presentation Historically accurate markings of Lt. Josef Jacobs' E339/16 Includes display stand Premium tan finish with precise detail work History Josef Jacobs' journey from teenage aviation enthusiast to legendary fighter ace represents one of the most remarkable careers of the Great War. Learning to fly at just eighteen in 1912, he began the conflict as a motorcycle dispatch rider before his natural aptitude saw him transition to aerial reconnaissance. His studious nature and exceptional skill caught the attention of senior pilots, earning him a coveted position at the newly formed Fokkerstaffel West, where he became one of the world's first dedicated fighter pilots flying the revolutionary Fokker Eindecker series. Jacobs spent longer in operational flying over the Western Front trenches than any other German pilot, facing every major Allied ace of the period. His distinguished career saw him eventually command Jagdstaffel 22, where he mastered the iconic Fokker Dr.1 triplane, achieving an unprecedented 30 victories in this aircraft alone, more than any other pilot. This Eindecker release perfectly complements the earlier Aviation Archive Fokker Dr.1 featuring Jacobs' distinctive black triplane. By war's end, Jacobs had secured 48 confirmed victories, placing him joint quarter among German aces alongside Werner Voss, and earning him the prestigious Pour le Mérite, the legendary 'Blue Max'. His legacy endures as a testament to skill, dedication and the dawn of aerial warfare.

For a man who stands as arguably the most famous fighter ace of all time, Manfred von Richthofen would begin WW1 as a cavalry reconnaissance officer. However, the advent of trench warfare soon had him searching for a more appropriate challenge. Attracted by the thrill of flying, he applied to join the Imperial German Army Air Service initially as an aerial observer, but only because the training was shorter than that of a pilot so he could get into the action more quickly. As an armed observer, von Richthofen shot down two Allied aircraft, but neither were credited as both came down behind enemy lines and could not be verified. A chance meeting with the influential airman Oswald Boelcke on a train journey across France inspired von Richthofen to apply for pilot training almost immediately and on passing his final examinations on Christmas Day 1915, he was assigned to Kasta 8 on the Eastern Front. Honing his undoubted flying skills whilst conducting reconnaissance flights over the trenches, von Richthofen would meet Boelcke once more during the summer of 1916, where he was invited to become one of the first dedicated fighter pilots of the Luftstreitkräfte and a member of the specialist Jasta 2 hunting squadron. With influential airmen such as Max Immelmann and Oswald Boelcke championing the use of the aeroplane as an offensive weapon during WW1, the arrival of the Fokker Eindecker at front line units would prove significant in the history of aviation. The world's first true dedicated fighter aircraft, the Eindecker, introduced an effective interrupter gear system which allowed the pilot to fire through the arc of the propeller and in his line of sight, making targeting of an enemy aircraft much easier. Its introduction led to a devastating period of aerial supremacy for the Luftstreitkräfte which became known as the 'Fokker Scourge'. However, despite the horrendous toll the Eindecker took of Allied aircraft, its destructive impact could have been so much worse. Initially, the German High Command would not allow their new aircraft to be flown near Allied lines for fear the secrets of their new fighter would be discovered and resulted in many simply being used to chaperone reconnaissance aircraft. Also, the handling characteristics of the Eindecker could prove extremely challenging for the pilot, with its flight control systems having changed little from those employed by the Wright Brothers during their famous first flight of 1903 it required a pilot's undivided attention all the time. A relatively fragile aeroplane, it would not be long before more robust and manoeuvrable aircraft ended the dominance of the Eindecker.

After the success of Ford's first European-designed monocoque bodyshell, the 1951 Consul/Zephyr, the company followed the same route with their next car which was the smaller 100E, arriving in 1953. The following year it sired a van variant, the 300E, which remained in production until 1961. It was initially only offered as a 5cwt payload van, but a subsequent 7cwt version accounted for 57,618 of the 139,267 300Es produced; both offered 66-cubic-feet of load space. This example was first registered in Essex in 1961 and was restored by Frank G Gates Ltd in the late 1980s in the distinctive Purbeck Grey over Ambassador Blue livery they used from the 1920s to the 1960s. Frank G Gates Ltd, one of Ford's first UK Main Dealers, was established in 1920 by its eponymous founder and celebrate their centenary in 2020. Although floated on the London Stock Exchange in 1959, the company returned to private ownership in 1996 and is still very much a family business, being owned currently by Frank's great-grandson, Mr. Heath Greenall, who is also Chairman Managing Director. Although started from modest premises in Woodford, Essex, the Gates Group now consists of eight Ford dealerships throughout Essex, Hertfordshire and Middlesex, and the company had also built up an impressive collection of historic Fords. The 300E van is modelled here as it looked after being extensively restored in Gates' workshops for this collection. Engine: 1172cc 4IL SV; Power: 36bhp@4,500rpm; Torque: 46lb.ft@3000rpm; 0-60mph: 39 seconds; Max Speed: 70mph; Weight: 1,676lbs Ford Motors Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

The Anglia modelled is remarkably original and has covered just 16,000 miles since being registered to Mr George Irwin Smith on 1st May 1964, by Dinnages of Wivelsfield Road, Haywards Heath, West Sussex; the company having been the Ford Main Dealers for this area from 1956 to the present day. Current owner Colin Moir, a time-served Ford mechanic who runs his own garage business in Aberdeenshire, saw the car at the 2013 NEC Classic Car Show Silverstone Auctions' sale and, having wanted one when he was a Ford apprentice, purchased it on impulse. He then had to fly back to Scotland to pick up his low-loader and drive back to Birmingham to pick it up! In 1964 Mr Smith paid £475 for the car, plus £99.10s 6d purchase tax, a delivery charge from Ford's Halewood plant of £13.00, and a fee for the number plates of £2. 5s. The road fund licence was £5.10s and the garage charged £1.15s.6d for fuel and oil. However, he received £260 for the 1959 Morris Minor he traded in. Dinnages serviced the car regularly until October 1973, by which time it had covered only 13,647 miles. In 1977 it was sold to a second owner who stored the car perfectly but did few miles. It has never been welded or painted and current custodian Colin Moir, the car's third owner, enjoys taking it to local shows along with his 1930 Ford Model A. Engine: 1198cc 4IL OHV; Power: 50bhp@4900rpm; Torque: 69lb.ft@2700rpm; 0-60mph: 21.6 seconds; Maximum speed: 82mph; Unladen weight: 1679lbs. Ford Motor Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

The XLR modelled was registered new to Ford Motor Company, Dagenham on 6th October 1969 for publicity work. It was then sold for £973, a 'discounted price', on 20th November 1969 to Mr C Gillott of Dartford; a fact recorded on paperwork headed 'Receivables Accounting Room, Dagenham, Essex'. He covered over 60,000 miles and kept it until April 1998 when it was sold to Ian Bell of Cumbernauld, who worked on it but rarely used it. In 2009 new owner Mitch Hughes from Oban, re-commissioned it and used it regularly. Since mid 2015 it's been owned and partially restored by Ford enthusiasts Petrina and Peter Westaway from Devon, as part of their small collection. The Capri was launched in 1969 under the tag line 'The car you always promised yourself' and, with endorsement from F1 World Champion Jackie Stewart, was an immediate sales hit. Ford's option pack policy meant each Capri could be tailored to their customer's own specification, for a price. The XL pack offered a more luxurious interior, while the R indicated sporting matt-black enhancements to the sills, rear centre panel and bonnet. Available with engines ranging from 1300cc to 3000cc the Capri was a marketing and sales revolution which changed the way cars would be specified and marketed in Europe. FEV 278H appeared in the Glasgow-based gangster film 'Neds', which was set in the early 1970s and directed by Peter Mullan. Engine: 1599cc 4IL OHV; Power: 82bhp@5400rpm; Torque: 92lb.ft@3600rpm; 0-60mph: 13.4 seconds; Maximum speed: 98mph; Unladen weight: 2,030lbs. Ford Motor Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

This exquisite CORGI Vanguards 1:43 scale diecast model captures the iconic Ford Capri Mk1 in stunning Glacier Blue, perfect for passionate collectors and automotive enthusiasts. Ready to display straight from the box, this premium diecast model faithfully recreates a remarkable survivor originally registered in Northwest London on August 1st, 1971. Finished in the rare Glacier Blue with period-correct details, this collectible represents one of Ford's most celebrated designs with exceptional accuracy. Key Features Ready to display - no assembly required Premium 1:43 scale diecast construction Authentic Glacier Blue finish with matt black bonnet Faithfully recreated Rostyle wheels and GT specification details Historically accurate markings representing a genuine 1971 survivor History The Capri modelled represents a fascinating piece of automotive history, registered on the very first day of the K registration suffix in August 1971. Its first owner specified an unusual colour scheme of Glacier Blue with Marquis upholstery, a combination Ford only offered for one year, along with the GT and XLR option packs. The XLR pack added distinctive features including the matt black bonnet, spot lamps and Rostyle wheels. She cherished the car and its characterful 1599cc Kent Crossflow engine, the same power unit found in contemporary Escort Mexicos, keeping it for an impressive 22 years until 1993. The car passed through several hands before being discovered as a restoration project in 2004 by Berkshire-based Capri enthusiast Nick Campbell, who paid £400 for it in High Wycombe. Campbell was drawn to this particular car because his first Capri had been in this exact specification. After acquiring the necessary parts and space, he began a meticulous restoration in 2009 that would span six years. The bodyshell required surprisingly little metalwork, and Campbell carefully restored it to its original Glacier Blue colour and specification, making subtle improvements to the brakes and suspension along the way. The car returned to the road in 2016 and was featured in Retro Ford magazine in 2017, celebrating its remarkable journey from first day registration to cherished survivor.

This authentic CORGI Vanguards 1:43 scale diecast model captures the iconic Ford Capri Mk2 1.6L, meticulously crafted for the discerning collector. Ready to display straight from the box, this premium diecast replica faithfully recreates one of the most original Mk2 Capris in existence, finished in the distinctive Signal Yellow that graced the model's launch brochure. With exceptional attention to period-correct details and CORGI's renowned craftsmanship, this collectible celebrates a remarkably preserved piece of Ford's sporting heritage. Key Features Ready to display - no assembly required Premium 1:43 scale diecast construction Authentic Signal Yellow finish Historically accurate details and markings Faithful recreation of one-owner survivor car History Built at Ford's Cologne plant in August 1977, this particular Capri Mk2 1.6L represents an extraordinary survival story. First registered in the UK on 12th October 1977 by UBM Motors Limited in Exeter, the car was purchased by Mr G. L. Mackie for £3,163.46, less a part exchange on his Escort Estate. Mr Mackie's devotion to his Capri was remarkable, he kept the car for 24 years, meticulously maintaining it through the supplying Ford dealer, accumulating eighteen service stamps in the original record book. He documented every maintenance event in chronological order, even noting small quantities of oil top-ups, clearly treasuring this car that matched the colour and trim of the press cars used to launch the Mk2. When offered for sale in 2018 with just 32,431 miles, the Capri found its perfect custodian in Ford enthusiast Ian Gunning from County Roscommon, Ireland. He continues to preserve this exceptional example, displaying it at local summer shows where it stands as testament to both Ford's engineering and one owner's extraordinary dedication. This Signal Yellow Capri remains one of the most original and well-preserved Mk2 examples in existence, making it a worthy subject for CORGI's exacting standards of diecast reproduction.

The Mk1 Capri, advertised as ‘The Car You Always Promised Yourself’, was an enormous success for Ford with over 1.1 million produced. It was a fashionable halo car that generated showroom traffic and added motorsport glamour but was also profitable because it shared components with high-volume saloon cars. A Capri II development programme, known as Project Diana, was thus inevitable and when the new car emerged in February 1974, it retained the general coupé profile, the distinctive oval rear side window and the long-bonnet sports car feel, but was a less compromised machine. A hatchback tailgate replaced the boot lid and with folding rear seats, this intercontinental GT was as practical as it was stylish. The Capri modelled was purchased on May 24th ,1974, from Ford dealers Cowies of Sunderland by Mr B. Wake, who had it serviced meticulously and retained it until October 22nd, 1990, covering 53,000 miles. He ordered the most expensive Ghia model, which featured black and silver alloy wheels, but saved £42 by deleting the power steering and £7.90 by not specifying wing mirrors. So he paid £3,109, including tax. In 2002, it was purchased by Essex-based Capri enthusiast Dave Eady who totally restored it in time to win best car at the Capri II Register’s National Day in 2007, an award it has won six times. Since late 2021, it’s been owned by long-standing Capri enthusiast, Shropshire-based Gordon Millington.

This 1:43 Vanguards Ford Capri model is a replica of one built at Ford’s Cologne Plant in West Germany in January 1977. It was first registered on 2nd March 1977 as a dealer demonstrator by Ford main dealer, Cowies, Stoke, Staffordshire. Cowies sold it to Kathleen Emery in July 1977 for £4,449, although she also part-exchanged her yellow 1974 Capri, which had covered 14,630 miles. Emery loved this car, which was a wedding present, and retained it until July 1995. It was then advertised in Classic and Sports Car magazine’s classifieds with an advert that said, ‘probably the finest original car of its type in existence, one lady owner from new, 26,000 miles, FSH, a beautiful original car in pristine condition’. It was purchased by Yorkshire-based Capri enthusiast Andrew Richardson, who was so impressed with the car that he decided to meticulously detail it to concours condition. He rebuilt the suspension, replicating the factory’s spring-rate paint markings in the process, then had the wheels refurbished and fitted with new period-correct Pirelli CN36 tyres. He also had a small amount of paintwork done to eradicate some stone chips on the front and behind the rear wheel arches. He kept a meticulous record of every job in a file and retained the car until May 2023. The resultant, perfect, as-new, 28,000-mile car was offered for sale by KGF Classic Cars and purchased in June 2024 by Greater Manchester-based Lee Davidson, a passionate Ford collector, who cherishes it. We’ve only made 1,600 of these limited-edition die-cast Ford Capri Mk2 models. Secure your concours Capri model today!

This is a Ford Capri model car with extra cool points! With its bright Signal Green livery, it is already a stand-out vehicle, but this heavily modified design is also car-circuit famous, appearing at shows all over the country. A highly detailed replica in 1:43 scale, it is a great addition to your Ford model collection. This die-cast model has a limited edition run of 1,600 items. History The Capri modelled is one of the best-known X-Pack Mk2 Capris in the UK, having won numerous trophies, including ‘Best Modified’ at the 2017 Capri MkII Register’s National Day, and ‘Overall Winner’ at the 2017 ‘Mild to Wild’ show. The bodyshell started life as a silver 1.6GL, which the then Somerset-based Capri enthusiast and restorer Adam Langley spotted for sale in Abergavenny, Wales in 2015. He went to view the car and was impressed by how solid the bodyshell seemed, so he purchased it to restore. He started by stripping it down to ascertain if it was as good as his first impressions had indicated, and was pleased to find it was. The car did, however, need some welding in the common corrosion spots, including the wheel arches, so Adam decided to build his dream 3-Litre X-Pack using a bodykit supplied by the Capri Club, and strengthening the structure where needed to handle the extra power. He fitted a tuned Essex V6, a Type 9 5-speed gearbox and 2.8i suspension to improve the handling before finishing it off in a bright period-correct Ford colour. He bought the TNT registration number because he felt it should have an explosive plate! Having enjoyed the car, Adam sold it in May 2018 to the current owner, Suffolk-based Dave Barnes. He has rebuilt and further tuned the engine, which now produces around 170bhp, and repainted it to ensure a lasting, high-quality finish.