1/144 LOCKHEED C-140A JETSTAR
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R 695.00
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{"id":4762202177621,"title":"1\/144 C-141B Starlifter","handle":"1-144-c-141b-starlifter","description":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cspan\u003eIn the late 1950s the USA's fleet of transport aircraft contained outdated planes with piston engines, such as the C-118, C-121 and C-124. The newest was the C-133 with turboprop engines, however the military authorities wanted to acquire jet-powered transcontinental cargo aircraft, as the US military presence in various conflict zones around the world necessitated quick delivery of military supplies to distant countries. In 1960 there was a competition to design such an aircraft, the winner of which was the Lockheed firm. Designated the C-141A, its first flight took place in 1963, and in 1965 airplanes began to flow to the military from the production lines. At this time the war in Vietnam was already running high, and the USA had to speed large amounts of equipment there for the army. The situation was critical as well because C-133 machines had been taken out of service at the same time due to structural fatigue. Initially 132 machines of this type were ordered, and later their number was increased to 284. The project was very ambitious - more than 12,000 engineers and others in more than 1,300 plants in the USA and Canada took part in it, more than 5,000 people from just the Lockheed firm being involved.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eOne of the significant limitations of the first production model was the relatively small volume of its cargo cabin: although capable of lifting 32 tons, the aircraft could only accommodate a 22 ton payload. This prompted Lockheed to make changes to the design, and so 271 C-141A aircraft were converted to C-141B configuration. The rebuild continued from 1977 to 1979, when these machines were returned to active service, which lasted nearly 20 years. The capacity of the design, which was significantly strengthened, was doubled. The C-141B took part in Operation Desert Storm in 1991, but it was their last major operational use. Structural wear took more and more planes out of service, and they were replaced by the new C-17.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThe C-141 is remembered since for having one of the lowest accident statistics from flight incidents. Additionally, a number of world aviation records were achieved with it - dropping a parachute landing platform of 15,900 kg, and lifting cargo with a total weight of 31,800 kg.\u003c\/span\u003e\u003cbr\u003e\u003c\/p\u003e","published_at":"2020-09-08T13:54:01+02:00","created_at":"2020-09-08T13:52:27+02:00","vendor":"Roden","type":"Plastic Models","tags":[],"price":69500,"price_min":69500,"price_max":69500,"available":true,"price_varies":false,"compare_at_price":null,"compare_at_price_min":0,"compare_at_price_max":0,"compare_at_price_varies":false,"variants":[{"id":32708915331157,"title":"Default Title","option1":"Default Title","option2":null,"option3":null,"sku":"","requires_shipping":true,"taxable":true,"featured_image":null,"available":true,"name":"1\/144 C-141B Starlifter","public_title":null,"options":["Default Title"],"price":69500,"weight":0,"compare_at_price":null,"inventory_quantity":8,"inventory_management":"shopify","inventory_policy":"deny","barcode":"","requires_selling_plan":false,"selling_plan_allocations":[]}],"images":["\/\/gpmodels.co.za\/cdn\/shop\/products\/325.jpg?v=1599566037"],"featured_image":"\/\/gpmodels.co.za\/cdn\/shop\/products\/325.jpg?v=1599566037","options":["Title"],"media":[{"alt":null,"id":7525931319381,"position":1,"preview_image":{"aspect_ratio":1.5,"height":300,"width":450,"src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/325.jpg?v=1599566037"},"aspect_ratio":1.5,"height":300,"media_type":"image","src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/325.jpg?v=1599566037","width":450}],"requires_selling_plan":false,"selling_plan_groups":[],"content":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cspan\u003eIn the late 1950s the USA's fleet of transport aircraft contained outdated planes with piston engines, such as the C-118, C-121 and C-124. The newest was the C-133 with turboprop engines, however the military authorities wanted to acquire jet-powered transcontinental cargo aircraft, as the US military presence in various conflict zones around the world necessitated quick delivery of military supplies to distant countries. In 1960 there was a competition to design such an aircraft, the winner of which was the Lockheed firm. Designated the C-141A, its first flight took place in 1963, and in 1965 airplanes began to flow to the military from the production lines. At this time the war in Vietnam was already running high, and the USA had to speed large amounts of equipment there for the army. The situation was critical as well because C-133 machines had been taken out of service at the same time due to structural fatigue. Initially 132 machines of this type were ordered, and later their number was increased to 284. The project was very ambitious - more than 12,000 engineers and others in more than 1,300 plants in the USA and Canada took part in it, more than 5,000 people from just the Lockheed firm being involved.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eOne of the significant limitations of the first production model was the relatively small volume of its cargo cabin: although capable of lifting 32 tons, the aircraft could only accommodate a 22 ton payload. This prompted Lockheed to make changes to the design, and so 271 C-141A aircraft were converted to C-141B configuration. The rebuild continued from 1977 to 1979, when these machines were returned to active service, which lasted nearly 20 years. The capacity of the design, which was significantly strengthened, was doubled. The C-141B took part in Operation Desert Storm in 1991, but it was their last major operational use. Structural wear took more and more planes out of service, and they were replaced by the new C-17.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThe C-141 is remembered since for having one of the lowest accident statistics from flight incidents. Additionally, a number of world aviation records were achieved with it - dropping a parachute landing platform of 15,900 kg, and lifting cargo with a total weight of 31,800 kg.\u003c\/span\u003e\u003cbr\u003e\u003c\/p\u003e"}
R 1,195.00
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{"id":4762198671445,"title":"1\/35 Opel 3.6-47 Omnibus model W39 Ludewig-built, early","handle":"1-35-opel-3-6-47-omnibus-model-w39-ludewig-built-early","description":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e \u003c\/p\u003e\n\u003cdiv align=\"justify\"\u003eIn 1939 Germany was rapidly preparing for global hostilities. The plans of the German command supposed an instantaneous capture of quite large areas of other countries, and therefore special attention was paid to the question of the greatest possible motorization of infantry units. Besides a large number of different types of trucks which were already in the Wehrmacht's inventory, staff buses also began to be taken on charge, whose main task was the conveyance of officers during offensive actions of the army with a likely prospect of minimal resistance by an opposing party in the conflict.\u003cbr\u003eThe practice of building buses on a truck's chassis had existed for a long time, and therefore the most common types of buses which came into the German's inventory were based on the most widely used trucks. One of the most popular trucks at this time was the well-known Opel Blitz, and on its chassis was designed a standard army bus (at the time the more common term for it was \"omnibus\").\u003cbr\u003eThe Ludewig firm which was engaged in designing the bus, was located in Essen and had great experience in the manufacture of civilian multiseat vehicles. The standard chassis of the three ton truck was extended a little bit (up to 4450 mm), and the frame structure was reinforced. The original all-metal body of the new bus was quite elegant in outline, and only the front part where the engine was hidden, and the classic radiator with its distinctive logo, immediately reminded one of its predecessor, the famous \"Blitz\". Inside the cabin were several rows of seats which could be easily demounted if necessary (transportation of bulk goods, medical equipment, etc.).\u003cbr\u003eSeries production of the bus, officially designated the Opel 3.6-47 type W39, started in the second half of 1939, almost at the same time as the invasion of Poland by Germany and the start of WWII. At first, the number of vehicles produced per month was very small, but already in 1940 about one hundred units per month off were coming off the production line in Essen. Series production lasted until mid-1943, when the situation became worse for Germany at the Front, basic industrial materials were in short supply, and as a result, Ludewig had to seriously simplify the structure of the bus. During this period 2,880 units of the early version were produced overall, which were sent both to the Eastern Front in Russia, and to the Afrika Corps of General Rommel in North Africa.\u003cbr\u003eIn addition to its main purpose - the conveyance of Wehrmacht officers - buses had to perform various other functions such as those of mobile headquarters, telephone exchange and radio station, mobile bakery and laundry, etc. Special note should be made of their role in transporting wounded from battlefield to hospital - rows of seats were removed and in their place several stretchers with wounded could be easily brought through the back door that opened into the interior, thus leaving space free for the installation of medical equipment.\u003cbr\u003eOpel Blitz 3.6-47 buses were used by the army until the very end of the war, but immediately afterwards they quickly disappeared, giving way to more modern developments of the Opel concern during the early postwar years.\u003c\/div\u003e\n\u003cbr\u003e\n\u003cp\u003e \u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e","published_at":"2020-09-08T13:50:27+02:00","created_at":"2020-09-08T13:39:48+02:00","vendor":"Roden","type":"Plastic Models","tags":[],"price":119500,"price_min":119500,"price_max":119500,"available":true,"price_varies":false,"compare_at_price":null,"compare_at_price_min":0,"compare_at_price_max":0,"compare_at_price_varies":false,"variants":[{"id":32708903927893,"title":"Default Title","option1":"Default Title","option2":null,"option3":null,"sku":"ROD807","requires_shipping":true,"taxable":true,"featured_image":null,"available":true,"name":"1\/35 Opel 3.6-47 Omnibus model W39 Ludewig-built, early","public_title":null,"options":["Default Title"],"price":119500,"weight":0,"compare_at_price":null,"inventory_quantity":8,"inventory_management":"shopify","inventory_policy":"deny","barcode":"","requires_selling_plan":false,"selling_plan_allocations":[]}],"images":["\/\/gpmodels.co.za\/cdn\/shop\/products\/807.jpg?v=1599565756"],"featured_image":"\/\/gpmodels.co.za\/cdn\/shop\/products\/807.jpg?v=1599565756","options":["Title"],"media":[{"alt":null,"id":7525916966997,"position":1,"preview_image":{"aspect_ratio":1.521,"height":263,"width":400,"src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/807.jpg?v=1599565756"},"aspect_ratio":1.521,"height":263,"media_type":"image","src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/807.jpg?v=1599565756","width":400}],"requires_selling_plan":false,"selling_plan_groups":[],"content":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e \u003c\/p\u003e\n\u003cdiv align=\"justify\"\u003eIn 1939 Germany was rapidly preparing for global hostilities. The plans of the German command supposed an instantaneous capture of quite large areas of other countries, and therefore special attention was paid to the question of the greatest possible motorization of infantry units. Besides a large number of different types of trucks which were already in the Wehrmacht's inventory, staff buses also began to be taken on charge, whose main task was the conveyance of officers during offensive actions of the army with a likely prospect of minimal resistance by an opposing party in the conflict.\u003cbr\u003eThe practice of building buses on a truck's chassis had existed for a long time, and therefore the most common types of buses which came into the German's inventory were based on the most widely used trucks. One of the most popular trucks at this time was the well-known Opel Blitz, and on its chassis was designed a standard army bus (at the time the more common term for it was \"omnibus\").\u003cbr\u003eThe Ludewig firm which was engaged in designing the bus, was located in Essen and had great experience in the manufacture of civilian multiseat vehicles. The standard chassis of the three ton truck was extended a little bit (up to 4450 mm), and the frame structure was reinforced. The original all-metal body of the new bus was quite elegant in outline, and only the front part where the engine was hidden, and the classic radiator with its distinctive logo, immediately reminded one of its predecessor, the famous \"Blitz\". Inside the cabin were several rows of seats which could be easily demounted if necessary (transportation of bulk goods, medical equipment, etc.).\u003cbr\u003eSeries production of the bus, officially designated the Opel 3.6-47 type W39, started in the second half of 1939, almost at the same time as the invasion of Poland by Germany and the start of WWII. At first, the number of vehicles produced per month was very small, but already in 1940 about one hundred units per month off were coming off the production line in Essen. Series production lasted until mid-1943, when the situation became worse for Germany at the Front, basic industrial materials were in short supply, and as a result, Ludewig had to seriously simplify the structure of the bus. During this period 2,880 units of the early version were produced overall, which were sent both to the Eastern Front in Russia, and to the Afrika Corps of General Rommel in North Africa.\u003cbr\u003eIn addition to its main purpose - the conveyance of Wehrmacht officers - buses had to perform various other functions such as those of mobile headquarters, telephone exchange and radio station, mobile bakery and laundry, etc. Special note should be made of their role in transporting wounded from battlefield to hospital - rows of seats were removed and in their place several stretchers with wounded could be easily brought through the back door that opened into the interior, thus leaving space free for the installation of medical equipment.\u003cbr\u003eOpel Blitz 3.6-47 buses were used by the army until the very end of the war, but immediately afterwards they quickly disappeared, giving way to more modern developments of the Opel concern during the early postwar years.\u003c\/div\u003e\n\u003cbr\u003e\n\u003cp\u003e \u003c\/p\u003e\n\u003cp\u003e \u003c\/p\u003e"}
R 1,295.00
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{"id":4762198179925,"title":"1\/35 M37 US 3\/4 ton 4x4 cargo truck","handle":"1-35-m37-us-3-4-ton-4x4-cargo-truck","description":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003eAmong the huge number of different trucks used by the American army throughout the modern era (since World War II), only some can rightfully be called legendary, as it is difficult to distinguish the part they played in terms of the widespread use of the vehicles in everyday military life. One such truck was the M37 developed by the Dodge company in 1950, which incorporated all the best features of its WWII predecessors.\u003cbr\u003eThe M37, along with the previous models in the WC series, had a 6-cylinder engine of 230 cubic inches (3.8 liters), and a four-speed non synchronized gearbox. However, its chassis was lengthened, and the driver's cabin was separated from the body. The truck also received a new two-speed transmission. The design was successful and in 1951 around 11,000 units of this type were built, and in the next three years more than 50,000 units.\u003cbr\u003eThe emergence of the new machine was timely – in the middle of 1950 the Korean War began, in which the U.S. was directly involved before three years were out. In actual military operating conditions, the M37 quickly found itself indispensable, and many special vehicles were developed from it (a command truck, a communications vehicle, an airfield fire engine, an ambulance, etc.), and so it became a real find for the army.\u003cbr\u003eIn 1958, in the light of further operating experience, a number of changes were made to the design of the M37, and the modified vehicle was given the M37B1 designation. It started coming off the production lines in considerable volumes – about 48,000 of the upgraded machines were constructed, and about 5,000 more under license in Canada.\u003cbr\u003eAt the beginning of the Sixties another conflict in Southeast Asia, which had already been simmering for a long period of time, flared up with new intensity with the direct participation of the two superpowers of the time, the Soviet Union and the U.S.A. The Vietnam War became a major testing ground for the M37 like most other examples of military equipment of the time. Just as with the previous conflict, the trucks were widely used in a great variety of roles, besides which many machines were modified in field conditions with additional armor, and the M37 was sometimes fitted with large caliber machine guns of various types.\u003cbr\u003eSeries production of the M37 ended in 1968. During this time more than 115,000 units rolled off all the various production lines. Besides the U.S.A. and Canada, other significant operators were Israel and Greece. Many trucks were auctioned off from military service and sold to private owners. Nowadays, many M37s can be found as museum exhibits, or as participants in shows put on by military enthusiasts.\u003c\/p\u003e\n\u003cbr\u003e\n\u003cp\u003e \u003c\/p\u003e","published_at":"2020-09-08T13:38:42+02:00","created_at":"2020-09-08T13:36:55+02:00","vendor":"Roden","type":"Plastic Models","tags":[],"price":129500,"price_min":129500,"price_max":129500,"available":true,"price_varies":false,"compare_at_price":null,"compare_at_price_min":0,"compare_at_price_max":0,"compare_at_price_varies":false,"variants":[{"id":32708902191189,"title":"Default Title","option1":"Default Title","option2":null,"option3":null,"sku":"","requires_shipping":true,"taxable":true,"featured_image":null,"available":true,"name":"1\/35 M37 US 3\/4 ton 4x4 cargo truck","public_title":null,"options":["Default Title"],"price":129500,"weight":0,"compare_at_price":null,"inventory_quantity":8,"inventory_management":"shopify","inventory_policy":"deny","barcode":"","requires_selling_plan":false,"selling_plan_allocations":[]}],"images":["\/\/gpmodels.co.za\/cdn\/shop\/products\/806_37d696c9-7718-4288-a34e-9624e8ae3886.jpg?v=1599565113"],"featured_image":"\/\/gpmodels.co.za\/cdn\/shop\/products\/806_37d696c9-7718-4288-a34e-9624e8ae3886.jpg?v=1599565113","options":["Title"],"media":[{"alt":null,"id":7525875613781,"position":1,"preview_image":{"aspect_ratio":1.504,"height":266,"width":400,"src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/806_37d696c9-7718-4288-a34e-9624e8ae3886.jpg?v=1599565113"},"aspect_ratio":1.504,"height":266,"media_type":"image","src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/806_37d696c9-7718-4288-a34e-9624e8ae3886.jpg?v=1599565113","width":400}],"requires_selling_plan":false,"selling_plan_groups":[],"content":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003eAmong the huge number of different trucks used by the American army throughout the modern era (since World War II), only some can rightfully be called legendary, as it is difficult to distinguish the part they played in terms of the widespread use of the vehicles in everyday military life. One such truck was the M37 developed by the Dodge company in 1950, which incorporated all the best features of its WWII predecessors.\u003cbr\u003eThe M37, along with the previous models in the WC series, had a 6-cylinder engine of 230 cubic inches (3.8 liters), and a four-speed non synchronized gearbox. However, its chassis was lengthened, and the driver's cabin was separated from the body. The truck also received a new two-speed transmission. The design was successful and in 1951 around 11,000 units of this type were built, and in the next three years more than 50,000 units.\u003cbr\u003eThe emergence of the new machine was timely – in the middle of 1950 the Korean War began, in which the U.S. was directly involved before three years were out. In actual military operating conditions, the M37 quickly found itself indispensable, and many special vehicles were developed from it (a command truck, a communications vehicle, an airfield fire engine, an ambulance, etc.), and so it became a real find for the army.\u003cbr\u003eIn 1958, in the light of further operating experience, a number of changes were made to the design of the M37, and the modified vehicle was given the M37B1 designation. It started coming off the production lines in considerable volumes – about 48,000 of the upgraded machines were constructed, and about 5,000 more under license in Canada.\u003cbr\u003eAt the beginning of the Sixties another conflict in Southeast Asia, which had already been simmering for a long period of time, flared up with new intensity with the direct participation of the two superpowers of the time, the Soviet Union and the U.S.A. The Vietnam War became a major testing ground for the M37 like most other examples of military equipment of the time. Just as with the previous conflict, the trucks were widely used in a great variety of roles, besides which many machines were modified in field conditions with additional armor, and the M37 was sometimes fitted with large caliber machine guns of various types.\u003cbr\u003eSeries production of the M37 ended in 1968. During this time more than 115,000 units rolled off all the various production lines. Besides the U.S.A. and Canada, other significant operators were Israel and Greece. Many trucks were auctioned off from military service and sold to private owners. Nowadays, many M37s can be found as museum exhibits, or as participants in shows put on by military enthusiasts.\u003c\/p\u003e\n\u003cbr\u003e\n\u003cp\u003e \u003c\/p\u003e"}
R 1,195.00
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{"id":4762196443221,"title":"1\/32 L-19\/O-1 Bird Dog","handle":"1-32-l-19-o-1-bird-dog","description":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e \u003c\/p\u003e\n\u003cdiv align=\"justify\"\u003e\n\u003cp\u003eIn the late 1940s the Commander of the U.S. Air Force announced a competition for an aircraft to conduct air correction of artillery fire, which would also be used as a communications airplane. The need to develop a new plane was connected to the fact that the previous aircraft types in this category dated back to World War II and had an archaic design, including the use of such materials as wood and canvas, with which the flying surfaces were covered. The new aircraft was required to be all-metal.\u003cbr\u003eOf the proposals tendered, the winner was the Cessna company, which according to the specifications required for the new type significantly modified their earlier Model 170. Primarily the changes concerned the fuselage, improving the view towards both the upper and the rear hemisphere. The plane could transport a pilot and one passenger, or one wounded on a stretcher; for this purpose the cabin doors were enlarged and special mounting brackets were fitted.\u003cbr\u003eSeries production of the new type, officially named the L-19\/O-1 Bird Dog, began at the end of 1950, and soon the initial order of 418 units was increased to 3,600 planes, in light of its great potential. The O-1 was delivered not only to army aircraft and training departments, but also to units of the U.S. Marine Corps, where it was named the OE-1. In training units they were used purely for instrument training of pilots in flight conditions, and this variant was called the TL-19D.\u003cbr\u003eThe first experience of the O-1 in combat conditions during the Korean War proved that the plane could be used also as an operational trainer, using light munitions. Their main task was the marking of targets for other, more powerful strike planes using unguided rockets. Such machines, which were modified according to the new requirements, were designated TO-1A and TO-1E.\u003cbr\u003eThe Vietnam War, which escalated in the following decade with even greater forces engaged, once again proved the need for an aircraft of this class. The O-1 was used with great success for reconnaissance, as an artillery spotter, convoy escort, communications plane and also for light strike. During this period they received new designations as O-1F and O-1G.\u003cbr\u003eDespite the emergence of more modern aircraft which performed the same military functions, such as the O-2 Skymaster and OV-10 Bronco, the O-1 remained in front line service because of its unique characteristics, especially the ability to take off and land on smaller and unprepared airfields. Its military career officially ended only in 1974, when a formal decision was adopted to exclude the O-1 from combat operations. After that time a small number of O-1s were used in civil air patrol service, while others were sent for scrap or resold to private owners. The total number of O-1s produced reached nearly 3,500 units.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003cbr\u003e\n\u003cp\u003e \u003c\/p\u003e","published_at":"2020-09-08T13:35:04+02:00","created_at":"2020-09-08T13:31:29+02:00","vendor":"Roden","type":"Plastic Models","tags":[],"price":119500,"price_min":119500,"price_max":119500,"available":true,"price_varies":false,"compare_at_price":null,"compare_at_price_min":0,"compare_at_price_max":0,"compare_at_price_varies":false,"variants":[{"id":32708897472597,"title":"Default Title","option1":"Default Title","option2":null,"option3":null,"sku":"rod619","requires_shipping":true,"taxable":true,"featured_image":null,"available":true,"name":"1\/32 L-19\/O-1 Bird Dog","public_title":null,"options":["Default Title"],"price":119500,"weight":0,"compare_at_price":null,"inventory_quantity":8,"inventory_management":"shopify","inventory_policy":"deny","barcode":"","requires_selling_plan":false,"selling_plan_allocations":[]}],"images":["\/\/gpmodels.co.za\/cdn\/shop\/products\/619_1.jpg?v=1599564888"],"featured_image":"\/\/gpmodels.co.za\/cdn\/shop\/products\/619_1.jpg?v=1599564888","options":["Title"],"media":[{"alt":null,"id":7525866831957,"position":1,"preview_image":{"aspect_ratio":1.495,"height":301,"width":450,"src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/619_1.jpg?v=1599564888"},"aspect_ratio":1.495,"height":301,"media_type":"image","src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/619_1.jpg?v=1599564888","width":450}],"requires_selling_plan":false,"selling_plan_groups":[],"content":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e \u003c\/p\u003e\n\u003cdiv align=\"justify\"\u003e\n\u003cp\u003eIn the late 1940s the Commander of the U.S. Air Force announced a competition for an aircraft to conduct air correction of artillery fire, which would also be used as a communications airplane. The need to develop a new plane was connected to the fact that the previous aircraft types in this category dated back to World War II and had an archaic design, including the use of such materials as wood and canvas, with which the flying surfaces were covered. The new aircraft was required to be all-metal.\u003cbr\u003eOf the proposals tendered, the winner was the Cessna company, which according to the specifications required for the new type significantly modified their earlier Model 170. Primarily the changes concerned the fuselage, improving the view towards both the upper and the rear hemisphere. The plane could transport a pilot and one passenger, or one wounded on a stretcher; for this purpose the cabin doors were enlarged and special mounting brackets were fitted.\u003cbr\u003eSeries production of the new type, officially named the L-19\/O-1 Bird Dog, began at the end of 1950, and soon the initial order of 418 units was increased to 3,600 planes, in light of its great potential. The O-1 was delivered not only to army aircraft and training departments, but also to units of the U.S. Marine Corps, where it was named the OE-1. In training units they were used purely for instrument training of pilots in flight conditions, and this variant was called the TL-19D.\u003cbr\u003eThe first experience of the O-1 in combat conditions during the Korean War proved that the plane could be used also as an operational trainer, using light munitions. Their main task was the marking of targets for other, more powerful strike planes using unguided rockets. Such machines, which were modified according to the new requirements, were designated TO-1A and TO-1E.\u003cbr\u003eThe Vietnam War, which escalated in the following decade with even greater forces engaged, once again proved the need for an aircraft of this class. The O-1 was used with great success for reconnaissance, as an artillery spotter, convoy escort, communications plane and also for light strike. During this period they received new designations as O-1F and O-1G.\u003cbr\u003eDespite the emergence of more modern aircraft which performed the same military functions, such as the O-2 Skymaster and OV-10 Bronco, the O-1 remained in front line service because of its unique characteristics, especially the ability to take off and land on smaller and unprepared airfields. Its military career officially ended only in 1974, when a formal decision was adopted to exclude the O-1 from combat operations. After that time a small number of O-1s were used in civil air patrol service, while others were sent for scrap or resold to private owners. The total number of O-1s produced reached nearly 3,500 units.\u003c\/p\u003e\n\u003c\/div\u003e\n\u003cbr\u003e\n\u003cp\u003e \u003c\/p\u003e"}
R 1,295.00
Quick View
{"id":4762166460501,"title":"1\/35 M-42 US3\/4 ton 4x4 Command truck","handle":"1-35-m-42-us3-4-ton-4x4-command-truck","description":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cspan\u003eAmong the huge number of different trucks used by the American army throughout the modern era (since World War II), only some can rightfully be called legendary, as it is difficult to distinguish the part they played in terms of the widespread use of the vehicles in everyday military life. One such truck was the M37 developed by the Dodge company in 1950, which incorporated all the best features of its WWII predecessors.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThe M37, along with the previous models in the WC series, had a 6-cylinder engine of 230 cubic inches (3.8 liters), and a four-speed non synchronized gearbox. However, its chassis was lengthened, and the driver's cabin was separated from the body. The truck also received a new two-speed transmission. The design was successful and in 1951 around 11,000 units of this type were built, and in the next three years more than 50,000 units. The emergence of the new machine was timely – in the middle of 1950 the Korean War began, in which the U.S. was directly involved before three years were out. In actual military operating conditions, the M37 quickly found itself indispensable, and many special vehicles were developed from it (a command truck, a communications vehicle, an airfield fire engine, an ambulance, etc.), and so it became a real find for the army.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThe M42 Command Car, adapted from the basic M37 truck, was not a separate production series. To adapt an ordinary M37 into the M42, the Dodge firm produced a special kit to enable the rapid conversion of a standard truck into a Command Car. This kit consisted of an awning of a new type with side windows, a split rear end curtain, stronger internal lighting which permitted consideration of military maps directly in the vehicle during field meetings, and a folding table in the middle of the car body. Also, M42s were fitted out with more powerful radio equipment for more reliable communications in field conditions. When processing the standard truck into the Command Car, it was obligatory to change an individual dataplate inside the driver's cabin, which was then noted for the converted vehicles in a military report. M42 numbers in comparison with the standard M37 were rather small, however in conjunction with the 'ordinary' trucks of this type they also participated in many of the military conflicts of the second half of the 20th Century.\u003c\/span\u003e\u003cbr\u003e\u003c\/p\u003e","published_at":"2020-09-08T12:34:28+02:00","created_at":"2020-09-08T12:33:12+02:00","vendor":"Roden","type":"Plastic Models","tags":[],"price":129500,"price_min":129500,"price_max":129500,"available":true,"price_varies":false,"compare_at_price":null,"compare_at_price_min":0,"compare_at_price_max":0,"compare_at_price_varies":false,"variants":[{"id":32708757979221,"title":"Default Title","option1":"Default Title","option2":null,"option3":null,"sku":"ROD809","requires_shipping":true,"taxable":true,"featured_image":null,"available":true,"name":"1\/35 M-42 US3\/4 ton 4x4 Command truck","public_title":null,"options":["Default Title"],"price":129500,"weight":0,"compare_at_price":null,"inventory_quantity":8,"inventory_management":"shopify","inventory_policy":"deny","barcode":"","requires_selling_plan":false,"selling_plan_allocations":[]}],"images":["\/\/gpmodels.co.za\/cdn\/shop\/products\/809.jpg?v=1599561253"],"featured_image":"\/\/gpmodels.co.za\/cdn\/shop\/products\/809.jpg?v=1599561253","options":["Title"],"media":[{"alt":null,"id":7525609472085,"position":1,"preview_image":{"aspect_ratio":1.509,"height":265,"width":400,"src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/809.jpg?v=1599561253"},"aspect_ratio":1.509,"height":265,"media_type":"image","src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/809.jpg?v=1599561253","width":400}],"requires_selling_plan":false,"selling_plan_groups":[],"content":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cspan\u003eAmong the huge number of different trucks used by the American army throughout the modern era (since World War II), only some can rightfully be called legendary, as it is difficult to distinguish the part they played in terms of the widespread use of the vehicles in everyday military life. One such truck was the M37 developed by the Dodge company in 1950, which incorporated all the best features of its WWII predecessors.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThe M37, along with the previous models in the WC series, had a 6-cylinder engine of 230 cubic inches (3.8 liters), and a four-speed non synchronized gearbox. However, its chassis was lengthened, and the driver's cabin was separated from the body. The truck also received a new two-speed transmission. The design was successful and in 1951 around 11,000 units of this type were built, and in the next three years more than 50,000 units. The emergence of the new machine was timely – in the middle of 1950 the Korean War began, in which the U.S. was directly involved before three years were out. In actual military operating conditions, the M37 quickly found itself indispensable, and many special vehicles were developed from it (a command truck, a communications vehicle, an airfield fire engine, an ambulance, etc.), and so it became a real find for the army.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThe M42 Command Car, adapted from the basic M37 truck, was not a separate production series. To adapt an ordinary M37 into the M42, the Dodge firm produced a special kit to enable the rapid conversion of a standard truck into a Command Car. This kit consisted of an awning of a new type with side windows, a split rear end curtain, stronger internal lighting which permitted consideration of military maps directly in the vehicle during field meetings, and a folding table in the middle of the car body. Also, M42s were fitted out with more powerful radio equipment for more reliable communications in field conditions. When processing the standard truck into the Command Car, it was obligatory to change an individual dataplate inside the driver's cabin, which was then noted for the converted vehicles in a military report. M42 numbers in comparison with the standard M37 were rather small, however in conjunction with the 'ordinary' trucks of this type they also participated in many of the military conflicts of the second half of the 20th Century.\u003c\/span\u003e\u003cbr\u003e\u003c\/p\u003e"}
R 999.00
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{"id":4762157056085,"title":"1\/48 North American T-28D Trojan","handle":"1-48-north-american-t-28d-trojan","description":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cspan\u003eTraining airplanes in the air forces of any country have always played a very important role. Before being entrusted with combat machines, beginner pilots must pass an obligatory flight test on a trainer to acquire the theoretical skills learnt in the classroom. Quite often, two-seat versions of ordinary fighting machines have been used for this, when future fighter pilots are being prepared for example. However, as a rule, initial flights have been conducted in purpose-built basic trainers.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eIn the history of America's air arms one of the most epoch-making machines of this class was North American's T-6 Texan, designed before the beginning of WWII and produced in a quantity of more than 15 thousand units. This machine was exported to many countries around the world, and its service lasted until the end of the 1960's. However with the end of the piston-engined era it became clear that a new airplane was needed which could replace the T-6 Texan for basic pilot training. The US Navy had a particular need for a new airplane - the fleet had now become the basis of the country's strategic projected power, and that is why it was necessary to build a machine for the speedy training of the new generation of beginner pilots to co-operate with ships and land an airplane on a carrier deck.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eIn 1946 the North American firm offered the XSN2J project to the Navy, which had to replace the SNJ (the Navy's name for the T-6). A year later, the Air Force also decided to replace the T-6, and North American quickly modified a prototype to the army specification, becoming the T-28. The first test flights took place in September 1949 and their results more than satisfied the military. North American received an order for 266 machines, designated the T-28A Trojan. The airplane had a classic tandem seating arrangement, a large cockpit with an excellent view, and could carry a variety of ordnance on the pylons under the wings if required. The airplane appeared so successful, that the North American firm soon brought additional manufacturing plants on stream. By the mid 1950's almost 1,200 T-28A's were produced.At this time the American military felt an urgent need for an airplane that could be delivered to 'friendly' countries, and whose production would not require substantial expenditure. The T-28A was already considered out-of-date for the air arms of its own country at the beginning of 1961, but was the most suitable for that requirement. It had a more powerful (1425 hp) R-1820-56S engine, and the wing was strengthened to enable it to carry up to 4,000 pounds gross weight. In underwing pods were set two 0,5 caliber machine guns with 1,000 rounds ammunition each, while it was possible to suspend bombs on six underwing pylons; or rockets, napalm containers, and other ordnance. The increased take off weight included the mounting of 177-gallon underwing fuel tanks. Sights were installed in the cockpit, and also the airframe was toughened up, with armor protection for the crew in the most vulnerable areas.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eAll these modifications, certainly, affected the flying performance of the T-28, however as a light strike aircraft it proved to be quite a successful machine. North American converted more than 300 T-28A into the new T-28D in total. As had been planned, these airplanes were soon re-equipping satellite countries of the USA in South-East Asia. The T-28D took part in the Vietnam War on the side of South Vietnam, and later they were used by the Air Forces of Cambodia, Philippines and Thailand, typically in operations against insurgents inside the country.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThis airplane very quickly gained a solid reputation as a counter-insugency machine, and soon the T-28D was being delivered to the Air Forces of Congo and Ethiopia in Africa, and to Honduras, Bolivia, and Ecuador in Latin America. The ability of the T-28 to operate from the most primitive airstrips and conduct rapid air strikes against partisan groups made this airplane irreplaceable in every respect. The last machines of this type were retired from military service in Third World countries only at the end of the 1980's.\u003c\/span\u003e\u003cbr\u003e\u003c\/p\u003e","published_at":"2020-09-08T12:09:50+02:00","created_at":"2020-09-08T12:07:28+02:00","vendor":"Roden","type":"Plastic Models","tags":[],"price":99900,"price_min":99900,"price_max":99900,"available":true,"price_varies":false,"compare_at_price":null,"compare_at_price_min":0,"compare_at_price_max":0,"compare_at_price_varies":false,"variants":[{"id":32708713611349,"title":"Default Title","option1":"Default Title","option2":null,"option3":null,"sku":"ROD450","requires_shipping":true,"taxable":true,"featured_image":null,"available":true,"name":"1\/48 North American T-28D Trojan","public_title":null,"options":["Default Title"],"price":99900,"weight":0,"compare_at_price":null,"inventory_quantity":8,"inventory_management":"shopify","inventory_policy":"deny","barcode":"","requires_selling_plan":false,"selling_plan_allocations":[]}],"images":["\/\/gpmodels.co.za\/cdn\/shop\/products\/450_1.jpg?v=1599559779"],"featured_image":"\/\/gpmodels.co.za\/cdn\/shop\/products\/450_1.jpg?v=1599559779","options":["Title"],"media":[{"alt":null,"id":7525486657621,"position":1,"preview_image":{"aspect_ratio":1.493,"height":268,"width":400,"src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/450_1.jpg?v=1599559779"},"aspect_ratio":1.493,"height":268,"media_type":"image","src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/450_1.jpg?v=1599559779","width":400}],"requires_selling_plan":false,"selling_plan_groups":[],"content":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003e\u003cspan\u003eTraining airplanes in the air forces of any country have always played a very important role. Before being entrusted with combat machines, beginner pilots must pass an obligatory flight test on a trainer to acquire the theoretical skills learnt in the classroom. Quite often, two-seat versions of ordinary fighting machines have been used for this, when future fighter pilots are being prepared for example. However, as a rule, initial flights have been conducted in purpose-built basic trainers.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eIn the history of America's air arms one of the most epoch-making machines of this class was North American's T-6 Texan, designed before the beginning of WWII and produced in a quantity of more than 15 thousand units. This machine was exported to many countries around the world, and its service lasted until the end of the 1960's. However with the end of the piston-engined era it became clear that a new airplane was needed which could replace the T-6 Texan for basic pilot training. The US Navy had a particular need for a new airplane - the fleet had now become the basis of the country's strategic projected power, and that is why it was necessary to build a machine for the speedy training of the new generation of beginner pilots to co-operate with ships and land an airplane on a carrier deck.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eIn 1946 the North American firm offered the XSN2J project to the Navy, which had to replace the SNJ (the Navy's name for the T-6). A year later, the Air Force also decided to replace the T-6, and North American quickly modified a prototype to the army specification, becoming the T-28. The first test flights took place in September 1949 and their results more than satisfied the military. North American received an order for 266 machines, designated the T-28A Trojan. The airplane had a classic tandem seating arrangement, a large cockpit with an excellent view, and could carry a variety of ordnance on the pylons under the wings if required. The airplane appeared so successful, that the North American firm soon brought additional manufacturing plants on stream. By the mid 1950's almost 1,200 T-28A's were produced.At this time the American military felt an urgent need for an airplane that could be delivered to 'friendly' countries, and whose production would not require substantial expenditure. The T-28A was already considered out-of-date for the air arms of its own country at the beginning of 1961, but was the most suitable for that requirement. It had a more powerful (1425 hp) R-1820-56S engine, and the wing was strengthened to enable it to carry up to 4,000 pounds gross weight. In underwing pods were set two 0,5 caliber machine guns with 1,000 rounds ammunition each, while it was possible to suspend bombs on six underwing pylons; or rockets, napalm containers, and other ordnance. The increased take off weight included the mounting of 177-gallon underwing fuel tanks. Sights were installed in the cockpit, and also the airframe was toughened up, with armor protection for the crew in the most vulnerable areas.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eAll these modifications, certainly, affected the flying performance of the T-28, however as a light strike aircraft it proved to be quite a successful machine. North American converted more than 300 T-28A into the new T-28D in total. As had been planned, these airplanes were soon re-equipping satellite countries of the USA in South-East Asia. The T-28D took part in the Vietnam War on the side of South Vietnam, and later they were used by the Air Forces of Cambodia, Philippines and Thailand, typically in operations against insurgents inside the country.\u003c\/span\u003e\u003cbr\u003e\u003cspan\u003eThis airplane very quickly gained a solid reputation as a counter-insugency machine, and soon the T-28D was being delivered to the Air Forces of Congo and Ethiopia in Africa, and to Honduras, Bolivia, and Ecuador in Latin America. The ability of the T-28 to operate from the most primitive airstrips and conduct rapid air strikes against partisan groups made this airplane irreplaceable in every respect. The last machines of this type were retired from military service in Third World countries only at the end of the 1980's.\u003c\/span\u003e\u003cbr\u003e\u003c\/p\u003e"}
R 825.00
Quick View
{"id":4762155745365,"title":"1\/48 Pilatus PC-6\/H2 Turbo Porter “AIR AMERICA”","handle":"1-48-pilatus-pc-6-h2-turbo-porter-air-america","description":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003eAn airline was founded in the U.S.A. in 1946, under the name \"Air America\". At first sight, it was an entirely ordinary event, as private air transport had been practiced for a long time in this country, and so the appearance of yet another airline was unexceptional.\u003cbr\u003eHowever, this new company actually belonged to the Central Intelligence Agency, with the primary purpose of reconnaissance activity beyond its own borders, which is why Air America's activities in that period were always concerned with out of the ordinary air transportation.\u003cbr\u003eThe headquarters of the airline were in Washington, D.C., but this was an elaborate and fictitious front, as in a democratic society like this the politicians strictly supervised the activities of the C.I.A. and other such agencies. The primary purpose of Air America on its foundation, and in future, was to support the covert operations of the C.I.A. in the planet's \"hot spots\".\u003cbr\u003eOne of the hottest spots at that time appeared to be South-East Asia. Only recently the war in Korea had split the country into two parts, and following on from that the tensest situation was in Vietnam, where the U.S.A. and the Soviet Union vied to turn the conflict to their advantage, and ignored no potential way of achieving their purpose.\u003cbr\u003eAt the end of the 1950's the Air America fleet consisted of forty, fifty aircraft or more and was very mixed: pilots flew a variety of types, beginning with small Beechcrafts and then twin engine C-123 Provider transports. They mainly operated out of bases in Thailand, and also in Taiwan and Japan. The main flight destinations were not only Vietnam; there were also permanent routes to Laos, Cambodia, Burma, and China.\u003cbr\u003eThe missions of Air America flights were extremely varied. Sometimes they took military specialists to dangerous flashpoints, in other cases airplanes delivered cargoes to supply the needs of pro-American factions. Quite often these loads were simply ordinary weapons. The \"passengers\" of the airline were specialists in blasting work, military doctors, diplomats, and sometimes even V.I.P's, for example future President of the U.S.A. Richard Nixon. Later the airplanes of Air America were sometimes engaged in \"dirty work\" such as the spraying of Agent Orange defoliant over the jungle.\u003cbr\u003eBut one of the murkiest episodes in the history of Air America involved their participation in drug smuggling. The countries over which the pilots flew contained the so-called \"Golden Triangle\" - the world's major center of opium production. Not only the leaders of pro-American puppet governments in some Asian countries but also certain Air America executives were actively involved in this lethal business, so it was not surprising that pilots were sometimes required to undertake missions illegal according to their Air America contract.\u003cbr\u003eIn due course one such illicit transaction was broken open in the media, provoking a great scandal, however the authority of the C.I.A. was so considerable, that the incident was afterwards suppressed in the news. Thirty years later, the story of contraband goods and drugs trafficked by Air America was featured in the very successful Hollywood film of the same name starring Mel Gibson. In 1976 Air America was disbanded and closed down.\u003cbr\u003eOn the whole during the active life of Air America around thirty different types of airplanes and helicopters were used. In time, the fleet grew to a few hundred, and the variety of tasks determined the choice of the airline's different types. The best medium transport machines were the C-123 Provider and the C-119 Boxcar, but they executed missions only where landing strips were suitably prepared.\u003cbr\u003eAt the same time, there was a need for airplanes capable of repeated take offs and landings in small areas such as jungle clearings, and these airplanes at least had to have strengthened undercarriages, because perfect airfields simply did not exist in this region. One aircraft ideally suited for such work was the Pilatus PC-6 Turbo Porter. This machine was developed in Switzerland at the end of the 1950's and promised to be very successful, and afterwards the American aircraft builder Fairchild purchased a license for the production of the PC-6. American production machines were passed on to Air America, as were others purchased in Switzerland.\u003cbr\u003eThe PC-6 appeared to be the ideal candidate for operations in these areas: it only needed a tiny space to take off in, and landing distances were also very short due to carefully designed wing flaps. The capacity of the cargo cabin was good for a single-engine airplane; and the strong construction of the undercarriage minimized the likelihood of destruction of the airplane in the event of a hard landing. The PC-6 was flown more frequently than other single-engine types in the Air America inventory, and an average hour in the air was amongst the highest.\u003cbr\u003eDuring the production of the film \"Air America\", the film company endeavored to portray the spirit of the real events as much as possible, and used in filming the same types which had flown for the airline. A C-123 Provider was supplied for shooting by private owners, and the role of the PC-6 was played by the AU-23 Peacemaker of the Royal Air Forces of Thailand, which had been exported previously to that country by the U.S.A. They played the role of their historical predecessors perfectly, and some standout scenes, for example dangerous landings in difficult jungle conditions, let the audience witness the very real capabilities of this wonderful and extraordinarily elegant airplane.\u003cspan style=\"font-family: -apple-system, BlinkMacSystemFont, 'San Francisco', 'Segoe UI', Roboto, 'Helvetica Neue', sans-serif; font-size: 1.4em;\"\u003e \u003c\/span\u003e\u003c\/p\u003e","published_at":"2020-09-08T12:05:38+02:00","created_at":"2020-09-08T12:04:04+02:00","vendor":"Roden","type":"Plastic Models","tags":[],"price":82500,"price_min":82500,"price_max":82500,"available":true,"price_varies":false,"compare_at_price":null,"compare_at_price_min":0,"compare_at_price_max":0,"compare_at_price_varies":false,"variants":[{"id":32708700045397,"title":"Default Title","option1":"Default Title","option2":null,"option3":null,"sku":"ROD440","requires_shipping":true,"taxable":true,"featured_image":null,"available":true,"name":"1\/48 Pilatus PC-6\/H2 Turbo Porter “AIR AMERICA”","public_title":null,"options":["Default Title"],"price":82500,"weight":0,"compare_at_price":null,"inventory_quantity":8,"inventory_management":"shopify","inventory_policy":"deny","barcode":"","requires_selling_plan":false,"selling_plan_allocations":[]}],"images":["\/\/gpmodels.co.za\/cdn\/shop\/products\/440_1.jpg?v=1599559511"],"featured_image":"\/\/gpmodels.co.za\/cdn\/shop\/products\/440_1.jpg?v=1599559511","options":["Title"],"media":[{"alt":null,"id":7525460901973,"position":1,"preview_image":{"aspect_ratio":1.404,"height":285,"width":400,"src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/440_1.jpg?v=1599559511"},"aspect_ratio":1.404,"height":285,"media_type":"image","src":"\/\/gpmodels.co.za\/cdn\/shop\/products\/440_1.jpg?v=1599559511","width":400}],"requires_selling_plan":false,"selling_plan_groups":[],"content":"\u003ch5\u003eDescription\u003c\/h5\u003e\n\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\u003cmeta charset=\"utf-8\"\u003e\n\u003cp\u003eAn airline was founded in the U.S.A. in 1946, under the name \"Air America\". At first sight, it was an entirely ordinary event, as private air transport had been practiced for a long time in this country, and so the appearance of yet another airline was unexceptional.\u003cbr\u003eHowever, this new company actually belonged to the Central Intelligence Agency, with the primary purpose of reconnaissance activity beyond its own borders, which is why Air America's activities in that period were always concerned with out of the ordinary air transportation.\u003cbr\u003eThe headquarters of the airline were in Washington, D.C., but this was an elaborate and fictitious front, as in a democratic society like this the politicians strictly supervised the activities of the C.I.A. and other such agencies. The primary purpose of Air America on its foundation, and in future, was to support the covert operations of the C.I.A. in the planet's \"hot spots\".\u003cbr\u003eOne of the hottest spots at that time appeared to be South-East Asia. Only recently the war in Korea had split the country into two parts, and following on from that the tensest situation was in Vietnam, where the U.S.A. and the Soviet Union vied to turn the conflict to their advantage, and ignored no potential way of achieving their purpose.\u003cbr\u003eAt the end of the 1950's the Air America fleet consisted of forty, fifty aircraft or more and was very mixed: pilots flew a variety of types, beginning with small Beechcrafts and then twin engine C-123 Provider transports. They mainly operated out of bases in Thailand, and also in Taiwan and Japan. The main flight destinations were not only Vietnam; there were also permanent routes to Laos, Cambodia, Burma, and China.\u003cbr\u003eThe missions of Air America flights were extremely varied. Sometimes they took military specialists to dangerous flashpoints, in other cases airplanes delivered cargoes to supply the needs of pro-American factions. Quite often these loads were simply ordinary weapons. The \"passengers\" of the airline were specialists in blasting work, military doctors, diplomats, and sometimes even V.I.P's, for example future President of the U.S.A. Richard Nixon. Later the airplanes of Air America were sometimes engaged in \"dirty work\" such as the spraying of Agent Orange defoliant over the jungle.\u003cbr\u003eBut one of the murkiest episodes in the history of Air America involved their participation in drug smuggling. The countries over which the pilots flew contained the so-called \"Golden Triangle\" - the world's major center of opium production. Not only the leaders of pro-American puppet governments in some Asian countries but also certain Air America executives were actively involved in this lethal business, so it was not surprising that pilots were sometimes required to undertake missions illegal according to their Air America contract.\u003cbr\u003eIn due course one such illicit transaction was broken open in the media, provoking a great scandal, however the authority of the C.I.A. was so considerable, that the incident was afterwards suppressed in the news. Thirty years later, the story of contraband goods and drugs trafficked by Air America was featured in the very successful Hollywood film of the same name starring Mel Gibson. In 1976 Air America was disbanded and closed down.\u003cbr\u003eOn the whole during the active life of Air America around thirty different types of airplanes and helicopters were used. In time, the fleet grew to a few hundred, and the variety of tasks determined the choice of the airline's different types. The best medium transport machines were the C-123 Provider and the C-119 Boxcar, but they executed missions only where landing strips were suitably prepared.\u003cbr\u003eAt the same time, there was a need for airplanes capable of repeated take offs and landings in small areas such as jungle clearings, and these airplanes at least had to have strengthened undercarriages, because perfect airfields simply did not exist in this region. One aircraft ideally suited for such work was the Pilatus PC-6 Turbo Porter. This machine was developed in Switzerland at the end of the 1950's and promised to be very successful, and afterwards the American aircraft builder Fairchild purchased a license for the production of the PC-6. American production machines were passed on to Air America, as were others purchased in Switzerland.\u003cbr\u003eThe PC-6 appeared to be the ideal candidate for operations in these areas: it only needed a tiny space to take off in, and landing distances were also very short due to carefully designed wing flaps. The capacity of the cargo cabin was good for a single-engine airplane; and the strong construction of the undercarriage minimized the likelihood of destruction of the airplane in the event of a hard landing. The PC-6 was flown more frequently than other single-engine types in the Air America inventory, and an average hour in the air was amongst the highest.\u003cbr\u003eDuring the production of the film \"Air America\", the film company endeavored to portray the spirit of the real events as much as possible, and used in filming the same types which had flown for the airline. A C-123 Provider was supplied for shooting by private owners, and the role of the PC-6 was played by the AU-23 Peacemaker of the Royal Air Forces of Thailand, which had been exported previously to that country by the U.S.A. They played the role of their historical predecessors perfectly, and some standout scenes, for example dangerous landings in difficult jungle conditions, let the audience witness the very real capabilities of this wonderful and extraordinarily elegant airplane.\u003cspan style=\"font-family: -apple-system, BlinkMacSystemFont, 'San Francisco', 'Segoe UI', Roboto, 'Helvetica Neue', sans-serif; font-size: 1.4em;\"\u003e \u003c\/span\u003e\u003c\/p\u003e"}
