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The Corgi Best of British collection is a series of quality die-cast souvenir British vehicles. Corgi has been producing toys and models since 1956 and this range includes some of the most iconic British vehicles from the last half-century including the Routemaster Bus, Black Taxi and the Classsic Mini. This range of vehicles is available in their authentic colours as seen on the roads of Britain making them an ideal memorabilia souvenir or toy. The BMW logo and the BMW wordmark are trademarks of BMW AG and are used under license. The MINI logo and the MINI wordmark of BMW AG and are used under license.

Celebrate the Best of British with this collection of souvenir vehicles from the streets of London! Featuring the iconic Mini Cooper, London Bus and London Taxi, this bundle is the perfect patriotic gift!

Best of British Concorde BA Livery

The iconic supersonic airliner beloved by so many, would have looked fantastic in this Best of British livery that shows off all the finest things Britain has to offer. Concorde Best of British. The Corgi Best of British collection is a series of quality, die-cast metal souvenir British vehicles. Corgi has been producing toys and models since 1956 and this range includes some of the most iconic British vehicles from the last half-century.

Fire Engines are an icon of British life and this one is no exception. Based on the real thing, it makes a great addition to any Best of British collection, and makes a great toy too. Best of British. The Corgi Best of British collection is a series of quality, die-cast metal souvenir British vehicles. Corgi has been producing toys and models since 1956 and this range includes some of the most iconic British vehicles from the last half-century.

The Corgi Best of British collection is a series of quality die-cast souvenir British vehicles. Corgi has been producing toys and models since 1956 and this range includes some of the most iconic British vehicles from the last half-century including the Routemaster Bus, Black Taxi and the Classsic Mini. This range of vehicles is available in their authentic colours as seen on the roads of Britain making them an ideal memorabilia souvenir or toy. This traditional style London Bus proudly features a glorious Union Jack in all it's glory.

Range Rover Police Livery Best of British. The Corgi Best of British collection is a series of quality, die-cast metal souvenir British vehicles. Corgi has been producing toys and models since 1956 and this range includes some of the most iconic British vehicles from the last half-century.

Scottish Bus Blue, Edinburgh Skyline The Corgi Best of British collection is a series of quality die-cast souvenir British vehicles. Corgi has been producing toys and models since 1956 and this range includes some of the most iconic British vehicles from the last half-century including the Routemaster Bus, Black Taxi and the Classsic Mini. This range of vehicles is available in their authentic colours as seen on the roads of Britain making them an ideal memorabilia souvenir or toy.

Beute Panzer (Trophy Tank), T34/76 Model 1943, Turret No.222, Panzerjager Abteilung 128, 23rd Panzer Division, Eastern Front, Ukraine 1943 As German armed forces rolled across Europe during the early months of the Second World War, they had already displayed their willingness to deploy captured tanks as part of their powerful panzer force. Initially fielding large numbers of Panzer 35(t) and 38(t) tanks acquired following the occupation of Czechoslovakia, victories over Holland, Belgium and France brought a further supply of captured armour, with those not destroyed or classed as unserviceable pressed into service for their new owners. Operation Barbarossa and the strike East brought new pressures on the available panzer forces, especially when they came across a new Soviet tank design, the T-34. Extremely mobile, with good armour protection and a capable main gun, the T-34 was more than a match for anything the Germans had in service at that time, yet mechanical problems and poor battlefield organisation reduced the effectiveness of this excellent machine. The Germans were so impressed with the T-34 that they tried to get their hands on as many serviceable examples as they could and even considered starting general production of the tank at factories which had been captured by advancing Wehrmacht troops. The machine modelled here went on to see service against its former owners with the 23rd Panzer Division in 1943 and is finished in a field applied disruptive camouflage scheme intended to help the tank blend into the surrounding countryside where combat was taking place. Although the operation of captured enemy tanks proved a welcome addition to the ranks of depleted Wehrmacht Panzer units, their use did come with a number of specific and potentially disastrous difficulties. Even if adequate supplies of fuel, lubricants, spare parts and ammunition could be secured, crews operating captured enemy tanks were in real da of being fired upon by both sides during any combat engagement and were therefore mainly used in supporting role behind the main advance. The importance of applying oversized and highly visible national insignia helped to avoid the possibility of coming under fire by friendly units, but also made the tank an even more tempting target for enemy units frustrated by its capture. Significantly, during the melee of combat, the unmistakable profile of a Soviet T-34 could cause a twitchy German tank commander to fire upon the approaching machine, whether he noticed the Balkenkreuz painted on the turret or not. The Soviet T-34 has to be considered one of the most important tanks of the Second World War and for the Russian people, came to symbolise their defiance in the face of Nazi aggression and determination to fight for total victory. During its impressive wartime production run, the T-34 would double the thickness of its armour, double the penetrating power of its gun and halve its initial production costs. At their peak production, Soviet manufacturing plants were producing around 1,200 of these excellent tanks every month, significantly more than were being produced by their German invaders.

The 323i modelled was purchased new from main dealer Cronk BMW, Redhill, Surrey in August 1985 by a lady who specified the unusual colour combination of BMW Plane Tree Green with green fabric 'comfort-seats' and carpet. She also specified a Pioneer radio/cassette, four electric windows, an electric sunroof, an automatic gearbox and a boot spoiler but didn't order alloy wheels. She covered around 44,000 miles in just over three years and it was then taken over by her nephew who drove it approximately 5,000 miles before standing it up, initially in a garage. Sadly, by 2008 it was being stored outside behind his business premises near Gatwick Airport, where it remained for two years. It was rescued in 2010 by Warwickshire-based enthusiast James Coleman. Charmed by its low mileage and unusual specification he recommissioned the car, rebuilding the brakes, suspension and cylinder head, as the head gasket appeared to be leaking. Once all the mechanical work was done he did the small amount of welding it needed for an MOT and had the bottom half resprayed in the original colour. However, once he started to use the car the automatic gearbox, which he had only serviced, failed and was rebuilt by local company Topp Gear Transmissions. The car was then exhibited at the NEC Classic Car Show and was much admired as unmodified 'chrome bumper' Series 1 E30s, which were only made between 1982 and 1987, are rare. Engine: 2315cc 6IL OHC; Power: 139bhp@5300rpm; Torque: 151lb.ft@4000rpm; 0-60mph: 8.1 seconds; Maximum speed: 124mph; Weight: 2381bs. The BMW logo and the BMW wordmark are trademarks of BMW AG and are used under license Please note: This item is listed in the Corgi Catalogue with the incorrect SKU (VA13404)

It's been some time since we last treated you to a BMW E30 die-cast model, so this replica is long overdue. This bold Brilliant Red 1:43 scale design will make quite an impact on your collector's shelf, with its impeccable detail - check out those wheels! This die-cast model has a limited edition run of 1,600 items. History The manual E30 modelled was supplied by Williams BMW, Manchester, on the 17th April 1991 with an Anthracite fabric interior plus an optional electric sliding sunroof. It was meticulously maintained by its first three owners and retains its original handbook pack, instruction manuals and radio guide. The fourth owner, London-based Philip James, purchased it from Altwood BMW, Maidenhead in May 1997, when it had covered 38,600 miles, and kept it for 27 years. He loved the styling and driving experience but reluctantly parted with it after the ULEZ regulations made regular use impractical. He thus offered it for sale via Cheshire-based classic car specialists Manor Park Classics in April 2024. It was purchased by the current owner, Northern Ireland-based Stephen Devine, a well-known BMW collector and enthusiast who was impressed by its extensive history file showing 32 service and seven brake fluid stamps. At this point, it had covered 210,000 miles but still presented and drove very well because of the care and attention lavished on it by long-term owner Philip James. Soon after buying the car, Stephen decided its condition and rarity justified a meticulous restoration back to showroom condition, which he has now commenced. The E30’s sonorous straight-six engine, involving handling and exquisite understated style, makes it popular with enthusiasts, and a well-restored example in this striking factory colour combination is bound to wow the crowds at classic car shows.

The military airfield at Rattlesden in Suffolk was constructed for American use during 1942 and was classified as an A™ standard airfield. With three concrete runways and 50 dispersed aircraft hardstanding points, it was initially intended for use by twin engined Martin B-26 Marauder bombers, but when it was later felt that these aircraft would be better suited flying from bases further south, Rattlesden became home for the soon to arrive B-17s of the 447th Bombardment Group. The first bombing mission undertaken by aircraft of the 447th took place on Christmas Eve 1943, when their B-17s were sent to flatten a suspected V-1 flying bomb site near Saint Omer, a mission which would set the tone for a busy few months to come. Fully committed to the campaign in preparation for D-Day, the 447th would be sent against targets such as airfields, rail marshalling yards, suspected rocket sites, submarine pens and naval installations across France, Belgium and into Germany itself, interspersed with joining other units in concentrated attacks against city targets. On D-Day itself, the unit bombed the beachhead sectors in advance of the landings, following pathfinder aircraft for target identification. The weeks following D-Day saw no let-up in mission activity for the Fortresses of the 447th, as they undertook almost daily missions in support numerous strategic objectives, which included the Battle of the Bulge and Operation Varsity. They flew their final combat mission on 21st April 1945, targeting a marshalling yard at Ingolstadt in Germany and by the summer of the same year, all serviceable aircraft were flown back to the US, where the 708th Bomb Squadron was inactivated on 7th November 1945. One of the most enduring features of US air operations from Britain during the Second World War was their use of nose artwork to adorn many of their combat aircraft, a practice which was generally frowned upon by RAF hierarchy, but seemingly ignored by their American counterparts. The adoption of nose artwork is thought to have taken many forms, from being a good luck charm for the crew or highly visible warning to enemy fighter pilots to leave them alone, if they know what™s good for them. They could also have been a simple reminder of home, which must have seemed such a long way away during the savage air fighting at this stage of the war. Whatever the reason for applying it, the practice ensured that some of these aircraft and the men who flew them, will be remembered for many generations to come. Boeing B-17G-70-BO serial number 43-37756 was built at Boeing™s Seattle factory in the early spring of 1944 and delivered to the USAAF at Dow Field, Maine on 18th May the same year. She was assigned to the 708th Bomb Squadron, 447th Bomb Group and later flown to Rattlesden, Suffolk, England, where she would join the rest of her unit already engaged in combat. Flying her first combat mission on 20th June 1944, she would be in the air again the following day, this time on a raid to the Big One - Berlin, in the hands of a different crew. This crew had recently transferred to Rattlesden from the 15th Air Force, flying bombing missions from bases in Italy. As this was quite unusual for base personnel, on landing back following the Berlin mission, they were asked by members of the ground crew how did it compare to flying missions from the opposite side of Europe and they replied, It was like a Milk Run™, obviously a little tongue in cheek, as this was a colloquialism for a mission which was without incident and one which incurred no casualties. This off the cuff remark would stay with this particular Flying Fortress from that point onwards and 43-37756 would later benefit from the addition of some impressive and rather unique artwork. She would be adorned with a friendly looking cartoon cow and the words Milk and Wagon painted either side of it. For every successful mission flown, a new milk bottle would be added to the scoreboard on the portside nose of the bomber, with the white bottles painted over a black background, so they could be more easily seen. If the addition of this nose artwork was intended to bring the crew luck, then this was a shrewd move, as Milk Wagon™ was definitely seen as being a lucky ship. She would eventually set a record for a Fortress in the 447th Bomb Group, as she racked up no fewer than 129 missions without suffering a single abort due to mechanical issues, testament not only to the strength of the B-17, but also the ground crews who kept her in the air. Following the end of hostilities, Milk Wagon was flown back to the US and despite her impressive war record and distinctive nose artwork, was sent to Kingman Storage Depot 41 in the Arizona desert for scrapping, a fate which awaited so many former wartime military aircraft.

When an Argentinean scrap metal salvage team landed at a derelict whaling station on South Georgia in March 1982 and immediately ran up an Argentinean flag, little did they know that this relatively innocuous incident would spark one of the most serious international military confrontations of the postwar years. A small British military force aboard HMS Endurance was dispatched from Port Stanley to remove the Argentinians, a move which would escalate the situation dramatically. On receipt of this information, the new political regime in Buenos Aires, keen to bolster nationalist fervour in the country, immediately put full invasion plans in place and on the morning of 2nd April 1982, a small force of commando troops landed on the Islands to be followed by a much larger amphibious force, far stronger than was needed to achieve their objective. Despite the valiant efforts of the small force of Royal Marines troops based on the Island, the Governor ordered them to cease firing at 09.25, fearing the intense fighting would put the lives of civilians at risk. With Argentinean forces now in control of the Islands, the task of moving in more troops, supplies and heavier equipment began in earnest, as military planners and government officials awaited the British response. They were hoping that possession of the Islands would give them a significant advantage and that a positive resolution for Argentina could be negotiated without the need for conflict, however, by the following day, they had their answer and knew what they would be facing. With the world now watching, the British Government announced that they would be sending a powerful naval Task Force to retake the Islands without delay and the South Atlantic was heading for conflict. As the South Atlantic erupted into conflict during April 1982, the need to effectively transport and supply troops in the battle zone was brought starkly into focus. The most effective aircraft for this task during the Falkland air war was the mighty Boeing CH-47 Chinook, with both British and Argentinean forces deploying examples of these helicopters to theatre, but with all but one of the British machines destroyed during the Exocet missile attack on the Atlantic Conveyor, the ship on which they were being transported. Once Argentinean forces had landed and secured the Islands, the two serviceable Chinooks they had available at that time were flown in to operate from Stanley Airport - AE-521 would be the harder working of the two aircraft until it was destroyed on the ground by cannon fire from a Harrier jet, whilst AE-520, the aircraft modelled here, was apparently beset with persistent engine problems and used rarely. Following the surrender of Argentinean forces, Chinook AE-520 was discovered relatively intact on land behind the Governor™s residence and was later stripped of parts and sent back to the UK. Interestingly, the RAF™s famous Bravo November™ Chinook which was the only British CH-47 to take part in the conflict, suffered damage to its port cockpit door during operational use and a replacement was fitted using one taken from the captured Argentinean machine. Later transported to RNAY Fleetlands in Hampshire, the captured Chinook was given a UK serial number and used as a ground instructional airframe, but that was not to be the final chapter in this fascinating story. Royal Air Force Chinook HC.2 ZA704 sustained significant damage conducting a run-on landing whilst on exercise, with its rear rotors striking the ground and ripping off the aft transmission and rear rotor stack. Rather than scrap the aircraft, it was sent to Fleetlands, where engineers repaired ZA704 using components from the captured former Argentinean Chinook AE-520. With the aircraft eventually returning to squadron service, it is fascinating to think that parts from this captured Argentinean Falklands War Chinook continued flying on two serving RAF machines long after the end of the conflict.

Although the Boulton Paul Defiant fought alongside Spitfires and Hurricanes during the air battles above the Dunkirk evacuation beaches and the Battle of Britain which followed, it enjoys nothing of the widespread public recognition its two contemporaries could boast. Surprisingly, the Defiant actually made its first flight and RAF squadron introduction quite some time after both the Hurricane and Spitfire, something which may explain its limited success when used in the day fighter role during WWII. The idea behind the Defiant™s unusual design came from inter-war thinking that future air combat would be fought by fast, heavily armed bomber formations, which would not need the protection of dedicated fighter cover. In order to combat this, the Defiant, equipped with its quad dorsal turret mounted machine gun armament, could engage these bombers with a beam attack, similar to how battleships might engage, or from below, where the bomber was most vulnerable and where the fighter could concentrate the firepower of its four .303 in Browning machine guns. This same thinking also dictated that this new bomber defence fighter would not need forward firing armament, as the high closing speed of modern monoplane fighters would render frontal attacks useless, so the Defiant incredibly ended up being a fighter aircraft with no forward firing armament at all. Having a similar profile to the Hawker Hurricane which preceded it into service, the Defiant initially scored some significant combat successes against Luftwaffe aircraft, even the much vaunted Messerschmitt Bf 109 fighter. Attacking the Defiant as they would a Hurricane, Messerschmitt pilots soon realised their mistake, as they lined up to press home their flank attacks, only to be met by a hail of bullets. The shock of this misidentification was soon relayed to other pilots and the Defiant would soon become easy prey for the highly manoeuvrable Messerschmitts, which would attack the turret fighter from the front or from below, where the British aircraft simply could not defend itself. Withdrawn from the day fighter role during the Battle of Britain, the Defiant would go on to prove itself a more than capable nightfighter, where its crews helped to establish Britain™s fledgling nightfighter force, claiming many Luftwaffe victims in the process. Nocturnal Defiants were later equipped with airborne interception radar equipment to increase their effectiveness and later still, used to carry powerful electronic countermeasures equipment, as the air war took something of a clandestine turn. Ultimately though, continued development of the Luftwaffe™s bomber force saw the Defiant becoming increasingly ineffective, with the type finally being withdrawn to secondary roles from 1942 onwards. Despite this, the Boulton Paul Defiant definitely remains one of the more interesting aircraft of the Second World War. For a crew to attain the coveted status of air Ace™ whilst operating the Boulton Paul Defiant turret fighter, they must have been an incredibly cohesive team, something which Flying Officer Frederick Desmond Hawkeye™ Hughes and his gunner Sergeant F Gash most definitely were. During the height of the Battle of Britain, the pair claimed two Dornier Do17 bombers destroyed during the same sortie, however, these would prove to be their only successes during daylight operations. With the Defiant becoming increasingly vulnerable to enemy fighter attack, the type was transferred to night defence duties, where it was to prove much more successful. Searching for targets in the dark, an extra pair of eyes and the flexible firing positions afforded by the powered turret soon began to pay dividends, as German night raiders were intercepted and destroyed with increasing regularity. Boulton Paul Defiant N1801 was the first aircraft specifically allocated to pilot Desmond Hughes and as such, he was allowed to embellish it with his own personal markings. A son of the small coastal town of Donaghadee in County Down, Northern Ireland, Hughes painted the Red Hand of Ulster in a white shield on his aircraft™s port-side engine cowling, which also sported five victory markings painted under the canopy. As one of the five RAF squadrons funded by India™s Madras Presidency, N1801 proudly marked this association by also carrying the name Coimbatore II™ on the engine cowling, making this a highly distinctive nightfighter. From the memoirs of Desmond Hughes, he describes how he used this aircraft until the squadron upgraded to the more powerful Defiant Mk.II, but how N1801 was extremely reliable, with its Merlin engine never so much as coughing at him during operation. Frederick Desmond Hughes would go on to post further success in the night air war flying Beaufighters and Mosquitos, eventually ending the war as one of the RAF™s most decorated airmen and able to boast a victory tally of 18.5 enemy aircraft destroyed. Adding further interest to the exploits of this exceptional airman, another story associated with Hughes is that he was one of the first WWII airmen to take his pet dog on an operational sortie with him. His beloved mongrel Scruffy™ was dressed in flying overalls for warmth during his unusual trip and is thought to have enjoyed at least one night sortie in an RAF Beaufighter.

The Royal Family have always had a close relationship with the Great Western Railways, dating back to the time when Queen Victoria took her very first rail journey from Windsor on a Great Western train. At this time it was quite common for the Royals to travel by train and Castle Class locomotive No. 4082 was selected as the Royal locomotive and named accordingly as 'Windsor Castle'. On one occasion, in April 1924, it was actually driven by King George V and Queen Mary from the Swindon Works to Swindon Station. Heading the Royal Train also meant that the locomotive had to serve on less joyous occasions and in February 1952 following the death of King George VI, 'Windsor Castle' was required to pull the Royal Funeral Train. Sadly at this time 'Windsor Castle' No. 4082 was being repaired at the Worcester Shed, without wanting to break with tradition locomotive 'Bristol Castle' ¢ No. 7013 was called into action to cover for its Classmate and the name plates of the two locomotives were swapped. This highly limited run of only 500 pieces is exclusive to the Corgi Collector Club and captures 'Windsor Castle' No. 4082 carrying the name and number plate of 'Bristol Castle' No. 7013 in BR Green with an early BR emblem.

Bristol Beaufighter TF.10 RD805 / OB-J, RAF No.45 Squadron, ‘Operation Firedog’, Kuala Lumpur, Malaya, Late May/Early December, 1949 By the end of the Second World War, the Royal Air Force saw little need to retain the large number of Bristol Beaufighter squadrons it currently had in service, so most units were simply disbanded, a couple were retained for home duties, with the remainder prepared for deployment to the Far East. One notable exception to this rule were RAF No.45 Squadron, who replaced their wartime Mosquitoes with the Beaufighter TF.X fighter bomber, before moving out to operate from a new base in Ceylon. In August 1948, the squadron moved to Kuala Lumpur in response to the Malayan Emergency, where it would take part in the combined Commonwealth actions to quell the guerrilla activities of the Communist backed Malayan National Liberation Army. Using the legendary range and hard hitting attributes of this capable heavy fighter, the unit’s Beaufighters would loiter over the jungle, waiting to unleash a withering barrage of rocket and cannon fire on enemy positions, once given targeting instructions from Commonwealth troops patrolling in the vicinity. These ageing WWII warhorses were replaced by the new Bristol Brigand ground attack aircraft by the end of 1949, leaving the situation in Malaya to rumble on for a further ten years and with RAF support very much moving into the jet age during that time.

The popular Bristol Beaufighter is back with this new Aviation Archive 1:72 scale model, featuring eye-catching nose art, a display stand, optional undercarriage, and twin rotating propellers! We’ve only made 1,100 of these limited-edition die-cast Bristol Beaufighter models. History Flying some of the most dangerous strike missions of the Second World War, the Bristol Beaufighters of the Dallachy Strike Wing were charged with a maritime battle that simply had to be won. Denying Germany access to the valuable raw materials she needed to feed her war industries, these aircraft were sent to attack Axis shipping, attempting to sail the length of the Norwegian coast to Germany. They became so proficient in their work that the ships were unable to sail during daylight hours. Instead, they would fjord hop under the cover of darkness, and seek the protection offered by the steep fjord cliffs, and heavy flak batteries by day. Once detected, however, the Dallachy Beaufighters would immediately attack, using tactics perfected to avoid the potential for collision, or aircraft loss due to friendly fire during these frenzied attacks. Battling against hostile terrain, murderous anti-aircraft defences and vast expanses of ocean, these missions required the resolve of a special breed of airmen and aircraft tough enough to cope with such demanding conditions. After providing strike cover in the run-up to and during D-Day, No.404 ‘Buffalo’ Squadron of the Royal Canadian Air Force returned to Scotland and RAF Dallachy in October 1944. There, they continued their fight against Axis shipping off the Norwegian coast, becoming one of the most effective anti-shipping strike units of the Second World War.

No. 455 Squadron Royal Australian Air Force began operations in the ETO as part of RAF Bomber Command but transferred to Coastal Command at the end of April 1942. Still flying the Handley Page Hampden at that time, crews were immediately required to train in the delivery of airborne torpedo attacks, in advance of flying anti-shipping operations against Axis vessels operating in Norwegian coastal waters. Flying from their home base at Leuchars in Fife, their Hampdens were not particularly suitable for this type of mission and initial success rates were disappointing, with many crews paying the ultimate price for their aircraft's lack of capability. Things improved from December 1943 onwards, when the unit traded their Hampdens for Beaufighters, with crews immediately developing tactics to maximise the impact of their capable new aircraft. Operating in tandem with No.489 Squadron (RNZAF), the two formed the 'ANZAC Strike Wing', using the combined strength of both squadrons to launch devastating attacks against Axis shipping in the North Sea. Beaufighters configured as heavy fighters attacked and neutralised enemy anti-aircraft defences before the bomb and torpedo-equipped aircraft swooped to deliver their destructive blows. The Strike Wing's tactics proved so effective that they were later called upon to clear the sea lanes of the English Channel in the months leading up to D-Day, paying particular attention to the E-boats which posed such a threat to Allied invasion planning.

Bristol Beaufort Mk.I L9866, RAF No.217 Squadron, St Eval, Cornwall, Attack against German Cruiser Admiral Hipper, 1st February 1941. As arguably Britain's most capable maritime strike aircraft, the Bristol Beaufort was charged with carrying a heavy burden during the early years of the war, particularly when the RAF were engaged in targeting German surface raiders putting into port at Brest for repair and replenishment. Having already taken a heavy toll of Allied shipping during a previous Atlantic patrol, the mighty Admiral Hipper had successfully completed a period of repair in Brest and was almost ready to return to sea once more by the end of January 1941, something the RAF could not allow. Charged with the task of stopping her, several Beaufort torpedo bombers of No.217 Squadron were dispatched from RAF St. Eval in Cornwall just before 15:00 hrs on 1st February 1941, a force which included L9866/MW-J under the command of Sgt John Bell Rutherford. Setting a course for Brest Harbour, the Beaufort crews knew they were headed for one of the most heavily defended locations in Europe, but worse than this, they also knew that as the German ship was about to come under steam, enemy defences would be expecting a visit from the RAF and would be ready for them. If the British bombers were to successfully press home their attack, they would need much more than just flying skill to survive this withering German defensive onslaught, in addition to the unwanted attentions of the Luftwaffe before and after making their strike run.

Bristol Beaufort Mk.I, N1016 OV-X, F/O Kenneth Campbell, RAF No.22 Squadron, St Eval, Cornwall, 6th April 1941 – Attack on Gneisenau, VC action. As an Island nation, the protection of Britain’s sea lanes during the Second World War was a crucial battle which had to be won. Throughout the first few months of conflict, the German capital ship Gneisenau and her sister vessel Scharnhorst were posing a serious raiding threat and on receiving news that the ships had entered Brest harbour to undergo repairs in late March 1941, the RAF immediately planned raids intended to destroy, or at least damage the ships. On Sunday 6th April 1941, Bristol Beaufort Mk.I N1016 (OA-X) took off from RAF St. Eval in Cornwall and headed for a rallying point off the coast of France, close to the entrance to the harbour. Even though the weather was poor, they were surprised to find that they were the only aircraft to make it and with radio silence crucial to the success of the mission, the crew faced the decision whether to press on with their attack alone, or return to base. Although the odds were seriously stacked against them, they turned towards the heavily defended harbour and began their attack run, descending to almost wavetop height. Pilot Flying Officer Kenneth Campbell, expertly lined up his Beaufort for the optimum attack angle, passing so close to enemy shore batteries that they could hardly fail to hit their target, but only releasing the single torpedo when he was sure it would strike the warship. Almost hitting the mast of the ship as the aircraft pulled away in a violent, banking turn, the Beaufort exposed its undersurfaces to the anti-aircraft gunners, who raked it with everything they had. Having sustained heavy damage during its attack run against Gneisenau, Bristol Beaufort N1016 crashed into the harbour almost immediately, tragically claiming the lives of all souls on board. Unbeknown to them, their attack had successful and the torpedo had blown a huge hole under the waterline of Gneisenau, causing it to return to the dry dock from where it had only just emerged, in need of further repairs. It would be out of commission for almost six months following the attack and it is impossible to gauge how many lives were saved and how much vital cargo reached its destination as a result of the heroic actions of this single Beaufort crew. Launching their attack alone, the selfless actions of Flying Officer Kenneth Campbell and his crew would have probably gone unheralded had it not been for the intervention of the French resistance. Sending a report on the condition of the German battleship back to British authorities, they also described the actions of this brave Beaufort crew and how they had paid the ultimate price whilst heroically performing their duty. For displaying valour in the face of extreme peril and without regard for his own safety, Flying Officer Kenneth Campbell was posthumously awarded the Victoria Cross, Britain’s highest award for valour in the presence of the enemy, an honour he would surely have gladly shared with the rest of his crew

Bristol Beaufort MkIa, EK979 '35', Middle East Check and Conversion Unit, RAF, Egypt 1944. Following the introduction of the Bristol Beaufighter in a maritime strike role, many Beaufort squadrons were subsequently sent to operate from bases in the Mediterranean and Middle East and after a significant reorganisation in theatre during late 1941 and early 1942, would once again find themselves taking a heavy toll of Axis shipping. Beauforts arrived in Egypt from around August 1941, where they would replace Blenheims and Martin Marylands which had previously been holding the line, with all aircraft in this region looking very different to those operating from Britain, by virtue of their attractive desert camouflage scheme they wore. It has been reported that as Axis shipping virtually stopped operating by day, the Mediterranean Beauforts spent more time engaged in training sorties than they did flying offensive strikes and as a consequence, more aircraft would be lost in accidents and to mechanical failures, than as a result of enemy action. Nevertheless, Beauforts did prove ruthlessly effective in mauling Axis shipping in the Mediterranean, preventing the resupply of the Afrika Korps by sea, enabling ground forces to continually have the Germans on the retreat, eventually bringing about the surrender of the Afrika Korps. Later in the war, Mediterranean Beauforts were equipped with ASV radar equipment, in an attempt to assist crews in locating the ever more elusive Axis shipping by day and by night, with the war taking a significant turn in favour of the Allies.