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Decorative model of sailing boat ,Wooden Ship Model for gifts. A wide and varied customer base throughout the world is testament to our expertise, first class service and attention to. Shipment After our bank received your payment, the items as required will be sent within 7 working days in normal condition. Can we change the size and modell based on the moddl Yes, the size and color can be customized according to your requirement.

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Vickers Valiant B. The most conventional of the three designs, it was also the first to drop bombs in anger against Egyptian airfields during the Suez campaign. However its career was cut short by serious problems with its rear spar, leading to fatal accidents and subsequent grounding of the fleet.

Containing an assortment of clear display stands for single aircraft. There are three sizes of stands suited to scale models. This assortment enables a whole squadron of aircraft to be displayed. Occupying a significant position in the history of post war British aviation, the Avro Vulcan was without doubt one of the most distinctive aircraft ever to take to the skies, with its huge delta wing profile becoming almost as iconic as the elliptical wing of the Supermarine Spitfire.

As the Avro Vulcan entered squadron service with No. Throughout the Cold War, the Warsaw Pact nations were in no doubt that if they launched an attack against a NATO member country, the consequences of a retaliatory strike would be catastrophic. Without Doubt, during the early years of its service career, nothing represented this doomsday scenario more effectively than the mighty Avro Vulcan.

The first aircraft type designed and built by de Havilland Canada, the Chipmunk took to the skies in May and almost immediately gained interest from the military. By April , the Royal Canadian Air Force had taken delivery of their first Chipmunk, but they were not the only ones admiring the qualities of this aeroplane. The majority of the 1, de Havilland Chipmunks would be manufactured under licence in the UK, in factories at Hatfield and Chester, with around of these going on to see service with the Royal Air Force as the direct replacement for the venerable old Tiger Moth.

With such an impressive military pedigree as this, it is also interesting to note that the Chipmunk has gone on to become one of the most popular aircraft types on the civilian aviation scene and it is estimated that well over aircraft are still in airworthy condition worldwide. With aircraft formerly serving with the RAF, Army Air Corps, Royal Navy and the mount of several RAF display teams, there is no shortage of attractive schemes available for you to present your Chipmunk in if you are lucky enough to own one, not to mention the fact that the aircraft would also be operated by several overseas air forces all over the world.

Importantly, the Chipmunk is still fulfilling the role for which it was originally designed when making its first flight 74 years ago, providing basic flying training and allowing people to experience the thrill of flying for the first time. The DH. The RAF viewed the aircraft as an ideal primary trainer for pilots beginning on their flying careers and destined to fly their latest front line aircraft.

Their modest original order was followed up by several subsequent orders and as the world descended into conflict in , the Royal Air Force would have around Tiger Moths. As the battle hardened Bf fighter pilots of the Luftwaffe began operations against Britain following the Dunkirk evacuation, they would be at a disadvantage for the first time.

With only enough fuel for limited time over England, any mechanical issue or damage during combat would result in their capture at best, but certainly an end to their war. Designed by W. W Petter, the Gnat entered RAF service in giving trainee pilots the perfect first experience of fast jets before they moved onto the Hunters and Lightnings they would fly on front line duties.

Eventually the introduction of the Hawk jet trainer meant the end for the Gnat and they were phased out of RAF service in the late s. A large number were passed to private operators where they still continue to be displayed at air shows. The Supermarine Spitfire Mk.

Vb was the most widely produced variant of the Mk. V series of Spitfires. Entering service with the RAF in early the Mk. Vb variant incorporated a number of improvements over earlier Spitfires. This gave the Mk. Vb a big increase in firepower. The Supermarine Spitfire was, by , the interceptor of choice for Fighter Command.

It was capable of speeds of over mph and had exceptional manoeuvrability. Along with the Hurricane, it cemented its place in history during the Battle of Britain. These tough, partly fabric covered monoplane fighters put in a valiant defence against the numerically superior Luftwaffe during the Blitzkrieg.

Although slower than the Messerschmitt Bf, and with a less destructive armament, the Hurricane was able to turn tighter, and absorb considerable punishment.

With its powered dorsal mounted turret, the Boulton Paul Defiant was one of the most interesting fighter aircraft to see service during the Second World War.

Originally designed to attack massed formations of enemy bombers, the additional weight of the turret made it unsuitable as a day fighter and relegated Defiants to night fighter operations.

The beautifully clean lines of the North American PD Mustang belie the fact that this was a devastatingly effective fighter aircraft, able to take on anything the Luftwaffe hurled against it.

With the range to fly deep into Germany, Mustang pilots could hunt down the Luftwaffe either in the air or at their home airfields, ensuring the Allies maintained air superiority. The Spitfire Mk. XIV improved on the high altitude performance of the Spitfire Mk. To many this was the ultimate Spitfire. A powerful brute of a machine that could climb at over 5,ft per minute and achieve a top speed of mph kph.

As arguably the finest fighter aircraft of WWII, the Mustang went on to be selected as the USAF primary piston engined fighter after the war, with all other types relegated to secondary roles, or withdrawn from service. This first flight lasted just over 30 minutes, during which time the aircraft exceeded mph and showed great promise, however, it would be April before a production aircraft would take to the air, by which time the new jet fighter had been christened the Vampire.

The Vampire F. Although this was still relatively new technology, de Havilland cleverly designed the aircraft to be simple to maintain and operate, earning the aircraft an enviable reputation for reliability amongst air and ground crews alike and allowing more pilots to safely make the transition to jet powered flight. With a number of significant firsts to its name, the Vampire was the first RAF aircraft to exceed mph, with the extra range of the F.

With the magnificent de Havilland Mosquito only just entering Royal Air Force service towards the end of , designers at the company were next asked to turn their attentions to developing a new jet engine, one which was capable of powering a new generation of high speed fighter aircraft.

Entrusted to the brilliant mind of engine designer Frank Halford, he was determined that his engine would be less complicated and of simpler design than the one being developed by his rival, Frank Whittle and he was ready to test his engine by April The PD Mustang was produced in greater numbers than any other variant and introduced a number of improvements over earlier models. With a new wing design, teardrop canopy and lower rear fuselage, the PD was the mount of many USAAF aces and became the primary US fighter in the European Theatre, following its introduction in Possessing grace, beautifully clean lines and lots of power, several Spitfires would survive the war to become highly distinctive aircraft on the civilian aviation scene either operating as Airshow display aircraft, or competing in air race competitions around the world.

The aggressive profile of the Spitfire XIV made for a particularly striking air racer and helped to reaffirm the legacy of this famous aeroplane. The last in the line of Hawker piston engined fighters, the Sea Fury entered service with the Royal Navy too late to see operations during WWII, but proved to be one of the fastest propeller driven aircraft ever produced.

The Ju87B Stuka was also a highly effective maritime strike bomber. Capable of performing precision dive bombing attacks against any Allied vessel, the Stuka took a heavy toll of shipping in the English Channel, North Africa and in the Mediterranean.

It also saw service with the air forces of Italy, Romania, Bulgaria and Hungary. Gloster Meteor F. Seeing service during the Korean War with No. As far as classic British jet aircraft are concerned, the beautiful Hawker Hunter should be placed at the head of this group, entering RAF service in and still providing training support almost 40 years later.

The definitive interceptor version of the Hunter was the Mk. The reputation of the Supermarine company was built on their ability to design and produce effective and reliable marine and amphibious aircraft for civilian and military use.

The Walrus was a perfect example of their expertise and underlined the strength of the aircraft by performing a loop at the Hendon Air Pageant, to the astonishment of the spectators. The service introduction of the Hawker Hunter F. The F. Bristol Blenheim Mk. I light bomber entered Royal Air Force service with No. With its P Mustang being widely regarded as the best single engined fighter of WWII, it was not long before the designers at North American aviation applied their undoubted talents to producing a new jet powered fighter, one which would incorporate research material obtained from the German jet programme.

With three nose mounted. Later in the development programme, an FA Sabre would go on to set a new world airspeed record of The Gloster Javelin was developed in the s as a two-seat, all weather interceptor.

Serving with the RAF during the late s and much of the s, the Javelin was the last aircraft to bear the Gloster name. A distinctive fighter, the Javelin was equipped with a broad delta wing and a large finned T-Tail. Its cannons were placed in the wing, harking back to an earlier era of fighter development, but its missile armament was cutting edge.

Progressing through 9 marks in a short career, the Javelin had a troubled development, with its only action coming during the Malayan campaign from These early machines were somewhat rushed into service and it was discovered that a number of modifications would be desirable, if not totally essential. The pilot also had a transparent roof panel, which hinged open to the left and some machines had the addition of a rearfacing mirror, on the canopy frame.

Although combat claims can be notoriously difficult to corroborate, this meant that on average, nineteen enemy aircraft were destroyed for the loss of a single Hellcat, a statistic which could not be bettered by any other combat aircraft in WWII. Bring your collection to life in with military vehicles from many different eras and countries. Built around the chassis of the Austin K30 light truck, the casualty compartment was developed in conjunction with the Royal Army Medical Corps and therefore proved to be highly functional.

The Cromwell can trace its history back to late and the decision to find a replacement for the widely used Crusader tank. Due to a relatively protracted development however, there can be some confusion with these tanks, as similar looking machines were named Centaur and Cromwell, with both being derived from the A24 Cruiser Mark VII Cavalier. The A27M Cromwell Mk. IV was the most heavily produced version of the new Cruiser Tank Mk.

The tank also featured a quick firing 75mm gun, which was a re-bored version of the British 6 pounder gun and allowed the commander to have the option of using American produced armour piercing or high explosive rounds.

IV would not make its combat introduction until the Normandy landings in June , where its speed and mobility would complement the Sherman tanks. During the savage fighting of the Normandy battlefield, the excellent mobility of the Cromwell was somewhat nullified and even worse than that, as tanks were forced to climb these steep banks, they exposed their vulnerable undersides to potential armour piercing Panzerfaust attack.

Available Now. Even though the new British A27M Cromwell Tank would not make its combat introduction until the Allied invasion of Normandy in June , the speed and mobility of this excellent new tank would soon earn it an enviable reputation amongst Allied troops, who came to rely on the support they provided.

VI variant would provide specialist infantry close support with its 95mm Howitzer and were consequently never too far away from the action. With its distinctively short barrel, the Mk. VI also featured a large counterweight on its main armament, which was necessary in helping to balance the gun. Approximately of these specialist tanks were eventually produced, which would prove to be extremely effective as Allied ground units pushed German forces back towards their homeland.

Despite their impressive speed, the Cromwells were no match for the firepower of the German heavy tanks and would have to rely on speed and stealth for their battlefield survival. The production of the Panzer IV Ausf. H started in June and was designated the Sd. Zimmerit paste was used on all the vertical surfaces of its armour in order to prevent adhesion of magnetic anti-tank mines.

The turret roof was reinforced to 16mm and 25mm segments. G tanks between March and April Between July to March M. G tanks. Daimler-Benz finished Panther Ausf. G tanks between May and April There were some minor differences between factory built tanks.

The Jagdpanzer 38 t Sd. The name Hetzer was, at the time, not commonly used for this vehicle. It was the designation for a related prototype, the E Tiger tanks with 88mm cannons, lumbered forward while nimble Soviet T medium tanks raced into their midst and threw the Germans into confusion. Jagdpanzer 38 Sd. Using a proven chassis, it avoided the problems of the larger armoured vehicles.

The M36 combined the hull of the M10 tank destroyer, which used the M4 Sherman's reliable chassis and drivetrain, combined with sloped armour. Conceived in , the M36 first served in combat in Europe in October , where it partially replaced the M10 tank destroyer. The Tiger I began production in August and 1, had been built by August It took about twice as long to build as another German tank of the period.

Hitler ordered the vehicle be used months earlier than planned. A platoon of four Tigers went into action on 23rd September near Leningrad in swampy, forested terrain. Mostly confined to roads and tracks, defence against them was fairly easy. Easy to maintain, it traveled 10 to 20 mph faster than the British or enemy tanks.

The M3 had thicker armour, a lengthened hull, and a trailer idler wheel to improve weight distribution. The turret had three pistol ports and shortened recoil mechanism. The Tiger I gave the Wehrmacht its first armoured fighting vehicle that mounted the 8. It carried a crew of 5 driver, radio operator, gunner, commander and loader , and was powered by a water-cooled V engine, taking it to speeds up to 28 m.

Along with its main weapon, it carried two 7. The M10 mounted a 3-inch Productions ran from September to December The M10 was numerically the most important U.

The T formed the bulk of the tank units on the eve of Operation Bagration, the Soviet response to the Allied landings in Normandy, and the biggest offensive ever planned by the Red Army to date. This was the final push, aimed at Berlin. Before the production built-up, the T model were usually given to chosen crews, usually of the Guard units. The Panzerkampfwagen 35 t , shortened to Panzer 35 t or abbreviated as Pz.

The letter t stood for tschechisch German: "Czech". During the whole of its service history, the Tiger-1 was constantly improved upon and adapted to counter the everimproving Allied tanks and firepower it found itself up against. This version from the summer of comes with a asymmetric turret, 88mm cannon, mantlet, engine deck and accessory pack. A Zimmerit tool is also included. Along with other minor improvements, versions of this tank with HVSS horizontal volute spring suspension started arriving in December of , just prior to the Axis push into the Ardennes region.

The M36 replaced the M10 which only had a 76mm gun. The M36 had a 90mm gun with greater armour piercing capability. In the Battle of the Bulge in December , it gave it the capability of combating the Tigers and Panthers of the Wehrmacht. The M36 with its new turret was placed on converted M10A1 hulls. The M36B2 used the same turret but was placed on the M4A2 hulls which had a diesel engine.

WWII U. Military Tractor From to , over 15, military tractors were built in the U. Approximately 40 variants were produced and were used in every theatre the U. The manual for this military tractor included instructions for destroying the tractor should it be in danger of being seized by the enemy.

Many of them stayed in both military and civilian use long after the war. M7 Priest With the modern battlefield demanding mobility, the M7 Priest provided the British Army with an effective fully armoured self-propelled artillery vehicle, based on the chassis of the M3 Lee tank.

Supplied via the Lend-Lease agreement, these vehicles initially used US guns and ammunition, which did create some logistics problems for its British operators.

The ultimate development of German tank technology during WWII, the Tiger II or King Tiger was a 68 ton beast which introduced the latest development of the feared 88mm anti-tank gun, capable of knocking out any Allied tank at ranges approaching 3km. Another tank supplied to the British under the Lend-Lease agreement, the M3 Grant proved important during the battles of the Desert Campaign.

Its reliability was a marked improvement over existing British designs. Possessing legendary speed, the M18 Hellcat 76mm Gun Motor Carriage was a late war American designed tank destroyer, which first saw action in Western Europe during the summer of and is regarded as one of the most effective military vehicles of its type.

Intended to be held in reserve and used strategically to challenge massed panzer attacks. Providing heavy mobile artillery support for Allied ground forces, the M12 Gun Motor Carriage was an effective US designed self-propelled artillery vehicle which saw heavy action following the D-Day landings.

Featuring an open firing crew compartment, it was usual for these guns to be operated from concealed positions behind the front line. The Sherman Firefly was a British designed marriage of the M4 Sherman and the famous pounder anti-tank gun.

Usually deployed in a ratio of one Firefly to four standard Shermans, German tank commanders soon learned to look for the longer barrel of the Firefly and attempt to knock these tanks out first.

In the Autumn of the Tiger was the most advanced tank in the world. Between and , only 1, Tiger 1s were manufactured and though one of the finest tanks ever produced, it could not hold back the increasing numbers of Allied armour. The Cromwell first saw action in Its crews succeeded in outflanking the heavier and more sluggish German tanks with superior speed, manoeuvrability and reliability. These small four-wheel drive utility vehicles are considered the iconic World War II utility vehicle, and inspired many similar light utility vehicles.

They were able to carry and tow many loads, making for a highly manoeuvrable army. The craft was designed by Andrew Higgins of Louisiana, United States, based on boats made for operating in swamps and marshes. More than 20, were built, by Higgins Industries and licensees.

Approximately 52, were produced in total. The troop carrier QLT and the general purpose cargo truck QLD , the most numerous version in the series are both included in this set. Her sleekly designed straight edges and superstructure free from clutter is designed to give the ship a low radar cross section � commonly called stealth features. This is reported to give her a radar signal no larger than a fishing boat.

They are designed to shield a naval task force from air attack by using the Sea Viper missile system. Their Aster missiles can knock targets out of the sky over 70 miles away if required.

The Type 45 destroyers are also capable of a range of other roles and will spend their commissions switching between them, often at short notice. Enjoy the nostalgia with our revival of classic models. Mould Tools made in , pack illustration by Geof Hunt , Mould Tools made in , pack illustration by Brian Knight, The Cutty Sark, built in Dumbarton, is the best known clipper and in her hey-day was the fastest of them all. She could carry square feet of sail giving her a maximum speed of over 17 knots.

It was one of four ships built at the time to strengthen the Swedish Navy. She was raised in , approximately years later, and is now on display in a permanent restoration site in Stockholm. The victory at this battle ended Napolean's bid for mastery of the sea, but cost Admiral Nelson his life. She is now the oldest serving Royal Naval ship still in service.

From launching the aircraft that found the Bismarck, through to supporting the North African campaigns, working with the U. Navy in the Far East and famously taking a major part in the destruction of the Tirpitz. This model features the angled flight deck added in the s. Mould Tools made in , pack illustration by Geoff Hunt, The largest warship in the world when launched in She was the pride of the Royal Navy on sailing to intercept the Bismarck in May After making contact with the German battleship she opened fire.

The Bismarck returned fire and with her 5th salvo hit the Hood a fatal blow. She sank within two minutes. The most powerful battleship in the world in when she raided Allied shipping in the North Atlantic. The Bismarck was then damaged by torpedo from the Swordfish, slowing her down. She was eventually sunk by torpedoes from Royal Naval ships with the loss of almost 1, crew.

Mould Tools made in , pack illustration by Roy Cross, Ark Royal was involved in the sinking of the German Battleship Bismarck. Later, she was torpedoed by the German submarine U At hrs.

A commerce raider on a displacement of only 10, ton, she became famous as a "Pocket Battleship. From September until December she raided allied shipping in the South Atlantic and Indian Ocean, sinking nine ships totaling 50, tons. After a refit Belfast also played an active role in the Korean War from Aichi D3A1 'Val' In the months which preceded the start of the Second World War, the Imperial Japanese Navy were arguably the best equipped force of their kind in the world, especially when it came to the carrier-borne aircraft.

Unfortunately for Val crews, their period of dominance in the Pacific would only last a few short months, as increasingly accurate anti-aircraft fire and more capable Allied fighters soon relegated this once feared bomber to secondary duties and kamikaze missions. Handley Page H. P 42 was designed to serve the Empire air routes into the Middle East, Africa and India, carrying its passengers in some style.

With the engines mounted well away from the passenger cabin, travel in the H. In total, only eight of these magnificent machines were ever built, four with larger freight and mail carrying capabilities to serve the longer range Eastern Empire routes, with a further four designated H.

P 45 built to carry more passengers and intended for use on European routes - two of these would later be converted to H. Crucially, these majestic aircraft would achieve an exemplary safety record, carrying many thousands of passengers safely at a time when scheduled air travel was still in its relative infancy.

Hawker Siddeley Trident An aircraft which was a real triumph for the British aviation industry and one which can claim to be arguably the most advanced jetliner in the world at the time of its first flight in early , the Hawker Siddeley Trident should have sold in vast quantities, but eventually lost out to an American built competitor, the similarly configured Boeing The aircraft could effectively perform blind landings in zero visibility conditions.

The first commercial fully automatic landing was performed by a Trident flying from Paris to Heathrow on 10th June , another first for the British Aviation industry. With the Boeing attracting all the sales the originally configured Trident might have hoped to secure, only were built in four major variants, with the largest operator, British Airways, retiring their aircraft in With two prototype aircraft built to prove the viability of supersonic flight for the civilian market, the British Concorde G-BSST made its first flight from Filton on 9th April and joined its French counterpart at the Paris Airshow later the same year, where they both made their debuts.

Ultimately, only Air France and British Airways would operate Concorde commercially and even though only 20 aircraft were built, they always represented the ultimate way to fly and a blue riband service for the rich and famous. One of the great Luftwaffe aircraft. The low Lifeboat Model Boat Kits Keyboard speed handling and short field performance of the Fieseler Storch was without equal.

Designed to allow the high mounted wings to fold back, the Storch could either be loaded on a train, or simply towed towards the action. The Storch had an incredible stall speed of just 31mph and if flying in to a headwind with wing slats and flaps deployed, it almost had the ability to hover. Just over of these elegant fighters would eventually be produced.

One of these young pilots was Douglas Bader, a gifted airman with a flair for aerobatics but something of a daredevil. Whilst performing unauthorised aerobatics in his Bulldog, the wing of his aircraft clipped the ground sending it tumbling. Bader was seriously injured and suffered a double amputation of his shattered legs. Intended as a dive bomber and close air support aircraft, the Hs performed well during the Spanish Civil War.

Surviving aircraft were sent into action at the start of WWII to provide close air support for ground units. These extremely rugged and agile little biplanes could absorb significant levels of damage, pressing home their attacks to bring their pilots home safely. Serving through the Blitzkrieg attacks against Poland, France and the Low Countries, the Hs came into its own during the fighting on the Eastern Front, where fighting was savage and aircraft were based close to the front lines.

The planes proved so effective, that they were only withdrawn from service in the spring of Capable of comfortably carrying 17 passengers, the Heron had a longer fuselage and wings than its predecessor and employed an additional pair of Gipsy Queen engines, providing reassurance for crew and passengers alike. Early models of the aircraft were produced with a fixed undercarriage, but the Mk.

II variant introduced a number of upgrades, most noticeably being the adoption of a retractable undercarriage, with the resultant reduction in drag. During the s and 70s, the sheer variety of aircraft in service with the Royal Air Force must have made this an incredible time to be either a pilot or an aviation enthusiast.

Providing the RAF with a capable air engineer, navigation and weapons system operations trainer, the distinguished looking Hawker Siddeley Dominie T. The Handley Page Jetstream was a sleek twin engined turboprop aircraft designed as a regional airliner specifically to satisfy the lucrative US market.

The Jetstream offered great promise, especially when an order for 20 aircraft was placed, even before the design drawings had been completed. One of the most distinctive aircraft of the Second World War, the P Black Widow was the first US aircraft designed specifically for combat at night and the first developed with radar as its primary method of target detection. With its unusual three engined configuration, the SM79 was a fast aeroplane, possessing endurance, which made it especially effective in operations over the Mediterranean.

As a torpedo bomber, the SM79 earned a reputation for being one of the best anti-shipping aircraft of WWII and should the aircraft have to land on water as a result of damage sustained during an attack, the wooden wings and fabric covered fuselage gave the crew ample time to take to their life rafts.

Supermarine Spitfire Mk. Ia The immortal Spitfire was the most famous fighter of the Second World War and one of the greatest warplanes of all time. When the Battle of Britain began in the summer of there were nineteen squadrons of Spitfires in action. The two Spitfires for which markings are supplied represent different moments of the battle as it raged from the hot summer days into the cold winter of The first is the iconic DW-K of No.

Based at Biggin Hill, DW-K was initially believed to be P included in this kit which joined the squadron in June and was eventually damaged in a dogfight with a Messerschmitt in August , with the codes then transferred to another Spitfire. This fabulous model will show the cockpit, Merlin engine, gun ports and other great detail.

The first major production variant, the BfE, was introduced into Luftwaffe service in December The E model was more powerful, better armed and armoured and by the summer of , over were in service for the offensive against Great Britain. The E became a Model Steam Boat Kits 2.0 symbol of the Luftwaffe over England during the Battle of Britain and along with the Supermarine Spitfire and Hawker Hurricane, it became one of the most famous fighter aircraft of all time.

In the skies over Southern England in , the E first had its shortcomings exposed. Its range was limited, with endurance over London being just five minutes. It was also unable to turn with either the Spitfire or the Hurricane, although its cannon armament was superior. It later served on the Eastern Front as well as over the Western Desert.

The most numerous fighter in service with the RAF at the start of the Battle of Britain, the Hawker Hurricane went on to prove itself a vital and effective fighter aircraft on all fronts of the Second World War.

Entering service with squadron in December , the original fabric wings made way for metal ones by During the Battle of Britain, the average strength of fighter command was 1, Hurricanes compared to spitfires. It was in a Hurricane that Flt. Panther Mould Tools made in , pack Illustration by G. Schule, Developed initially to counter the Russian T, the Panther was sent to frontline units in the spring of , and first saw major combat at Kursk.

With the correction of the production related mechanical difficulties, the Panther became highly popular with German tankers and a fearsome weapon on the battlefield. Mould Tools made in , pack Illustration by Ron Jobson, The Churchill was the standard British infantry tank from It was not fast but had heavy armour, good firepower and good cross-country performance.

The Mk. VII used a 75mm gun and had increased frontal armour. It first saw service in Normandy in Generally thought to be one of the best field guns of WWII, the 25pdr saw service throughout the conflict with British and Commonwealth forces. It was used extensively in all theatres of WWII. Mould Tools made in , pack illustration by G. The restrictions imposed on Germany as part of the Versailles treaty saw it focus on wheeled armoured cars.

The development of these centred around the need for mobile fire support around reconnaissance units. The vehicle was fitted with a 75mm Pak 40 gun. Mould Tools made in , pack illustration by Ken McDonough, The 5. The gun was handled by a team of ten men and fired an 82Ib shell. Mould Tools made in , pack illustration by Roy Cross. In addition to having an excellent combination of firepower, armour, mobility and shape, its superb technical design emphasised simplicity and durability making it possible to mass produce it in large numbers and gave it a very high field and combat reliability.

The trailer was fixed to the tractor and not demountable like modern semi-trailer trucks. This box also contains a 4X4 Utility Truck. Although usually associated with the Pacific theatre, toward the end of the war LVTs were employed in Europe as well.

The "88" proved to be an excellent anti-tank gun in France in The Sd. It was robust and reliable, seeing service in all combat theatres involving German forces. It was the only German tank to be in continuous production throughout the war with over 8, produced between and German Reconnaissance Set The Sd kfz performed well enough in countries with good road networks, like those in Western Europe.

Achats et ventes sans factures. Infractions au droit de l'urbanisme et de la construction. Fraudes fiscales. Aisne Allier Alpes-de-Haute-Provence Alpes-Maritimes Ardennes Aube Aude Aveyron Bas-Rhin Calvados Cantal Charente Charente-Maritime Cher Corse-du-Sud 2A. Creuse Dordogne Doubs Essonne Eure Eure-et-Loir Gard Gers Gironde Guadeloupe Guyane Haute-Corse 2B. Haute-Garonne Haute-Loire Haute-Marne Hautes-Alpes Haute-Savoie Haute-Vienne Haut-Rhin A balanced regulator first stage automatically keeps a constant pressure difference between the interstage pressure and the ambient pressure even as the tank pressure drops with consumption.

The balanced regulator design allows the first stage orifice to be as large as needed without incurring performance degradation as a result of changing tank pressure. The first stage regulator body generally has several low-pressure outlets ports for second-stage regulators and BCD and dry suit inflators, and one or more high-pressure outlets, which allow a submersible pressure gauge SPG , gas-integrated diving computer or remote pressure tranducer to read the cylinder pressure.

One low-pressure port with a larger bore may be designated for the primary second stage as it will give a higher flow at maximum demand for lower work of breathing. The mechanism inside the first stage can be of the diaphragm or piston type, and can be balanced or unbalanced. Unbalanced regulators produce an interstage pressure which varies slightly as the cylinder pressure changes and to limit this variation the high-pressure orifice size is small, which decreases the maximum capacity of the regulator.

A balanced regulator maintains a constant interstage pressure difference for all cylinder pressures. The second stage, or demand valve reduces the pressure of the interstage air supply to ambient pressure on demand from the diver.

The operation of the valve is triggered by a drop in downstream pressure as the diver breathes in. In an upstream valve, the velve is held closed by the interstage pressure and opens by moving into the flow of gas.

They are often made as tilt-valves, which are mechanically extremely simple and reliable, but are not amenable to fine tuning. Most modern demand valves use a downstream valve mechanism, where the valve poppet moves in the same direction as the flow of gas to open and is kept closed by a spring. The poppet is lifted away from the crown by a lever operated by the diaphragm. One is the classic push-pull arrangement, where the actuating lever goes onto the end of the valve shaft and is held on by a nut.

Any deflection of the lever is converted to an axial pull on the valve shaft, lifting the seat off the crown and allowing air to flow. The far end of the tube is accessible from the side of the casing and a spring tension adjustment screw may be fitted for limited diver control of the cracking pressure. This arrangement also allows relatively simple pressure balancing of the second stage.

A downstream valve will function as an over-pressure valve when the inter-stage pressure is raised sufficiently to overcome the spring pre-load. If the first stage leaks and the inter-stage over-pressurizes, the second stage downstream valve opens automatically. If the leak is bad this could result in a " freeflow ", but a slow leak will generally cause intermittent "popping" of the DV, as the pressure is released and slowly builds up again.

If the first stage leaks and the inter-stage over-pressurizes, the second stage upstream valve will not release the excess pressure, This might hinder the supply of breathing gas and possibly result in a ruptured hose or the failure of another second stage valve, such as one that inflates a buoyancy device.

When a second stage upstream valve is used a relief valve will be included by the manufacturer on the first stage regulator to protect the hose. If a shut-off valve is fitted between the first and second stages, as is found on scuba bailout systems used for commercial diving and in some technical diving configurations, the demand valve will normally be isolated and unable to function as a relief valve.

In this case an overpressure valve must be fitted to the first stage. They are available as aftermarket accessories which can be screwed into any available low pressure port on the first stage. Some demand valves use a small, sensitive pilot valve to control the opening of the main valve.

They can produce very high flow rates for a small pressure differential, and particularly for a relatively small cracking pressure. They are generally more complicated and expensive to service. Exhaled gas leaves the demand valve housing through one or two exhaust ports. Exhaust valves are necessary to prevent the diver inhaling water, and to allow a negative pressure difference to be induced over the diaphragm to operate the demand valve.

The exhaust valves should operate at a very small positive pressure difference, and cause as little resistance to flow as reasonably possible, without being cumbersome and bulky. Elastomer mushroom valves serve the purpose adequately. A more complex option which can be used for surface supplied helmets, is to use a reclaim exhaust system which uses a separate flow regulator to control the exhaust which is returned to the surface in a dedicated hose in the umbilical.

A standard fitting on single-hose second stages, both mouth-held and built into a full-face mask or demand helmet, is the purge-button, which allows the diver to manually deflect the diaphragm to open the valve and cause air to flow into the casing.

This is usually used to purge the casing or full-face mask of water if it has flooded. This will often happen if the second stage is dropped or removed from the mouth while under-water. Depressing the purge button presses against the diapragm directly over the lever of the demand valve, and this movement of the lever opens the valve to release air through the regulator.

This is particularly important when purging after vomiting through the regulator. The purge button is also used by recreational divers to inflate a delayed surface marker buoy or lifting bag.

Any time that the purge button is operated, the diver must be aware of the potential for a freeflow and be ready to deal with it. It may be desirable for the diver to have some manual control over the flow characteristics of the demand valve. The usual adjustable aspects are cracking pressure and the feedback from flow rate to internal pressure of the second stage housing.

The inter-stage pressure of surface supplied demand breathing apparatus is controlled manually at the control panel, and does not automatically adjust to the ambient pressure in the way that most scuba first stages do, as this feature is controlled by feedback to the first stage from ambient pressure.

This has the effect that the cracking pressure of a surface supplied demand valve will vary slightly with depth, so some manufacturers provide a manual adjustment knob on the side of the demand valve housing to adjust spring pressure on the downstream valve, which controls the cracking pressure. The knob is known to commercial divers as "dial-a-breath".

A similar adjustment is provided on some high-end scuba demand valves, to allow the user to manually tune the breathing effort at depth [3] : Scuba demand valves which are set to breathe lightly low cracking pressure, and low work of breathing may tend to free-flow relatively easily, particularly if the gas flow in the housing has been designed to assist in holding the valve open by reducing the internal pressure. The cracking pressure of a sensitive demand valve is often less than the hydrostatic pressure difference between the inside of an air-filled housing and the water below the diaphragm when the mouthpiece is pointed upwards.

To avoid excessive loss of gas due to inadvertent activation of the valve when the DV is out of the diver's mouth, some second stages have a desensitising mechanism which causes some back-pressure in the housing, by impeding the flow or directing it against the inside of the diaphragm.

Several manufacturers market an otherwise identical first stage varying only in the choice of cylinder valve connection. In these cases it may be possible to buy original components to convert yoke to DIN and vice versa. The complexity of the conversion may vary, and parts are not usually interchangeable between manufacturers.

The conversion of Apeks regulators is particularly simple and only requires an Allen key and a ring spanner. The "twin", "double" or "two" hose configuration of scuba demand valve was the first in general use. One tube is to supply air from the regulator to the mouthpiece, and the second tube delivers the exhaled gas to a point near the demand diaphragm where the ambient pressure is the same, and where it is released through a rubber duck-bill one-way valve, to escape out of the holes in the cover.

Advantages of this type of regulator are that the bubbles leave the regulator behind the diver's head, increasing visibility, reducing noise and producing less load on the diver's mouth, They remain popular with some underwater photographers and Aqualung brought out an updated version of the Mistral in The mechanism of the twin hose regulator is packaged in a usually circular metal housing mounted on the cylinder valve behind the diver's neck.

The demand valve component of a two-stage twin hose regulator is thus mounted in the same housing as the first stage regulator, and in order to prevent free-flow, the exhaust valve must be located at the same depth as the diaphragm, and the only reliable place to do this is in the same housing.

The air flows through a pair of corrugated rubber hoses to and from the mouthpiece. The supply hose is connected to one side of the regulator body and supplies air to the mouthpiece through a non-return valve, and the exhaled air is returned to the regulator housing on the outside of the diaphragm, also through a non-return valve on the other side of the mouthpiece and usually through another non-return exhaust valve in the regulator housing - often a "duckbill" type.

A non-return valve is usually fitted to the breathing hoses where they connect to the mouthpiece. This prevents any water that gets into the mouthpiece from going into the inhalation hose, and ensures that once it is blown into the exhalation hose that it cannot flow back.

This slightly increases the flow resistance of air, but makes the regulator easier to clear. Ideally the delivered pressure is equal to the resting pressure in the diver's lungs as this is what human lungs are adapted to breathe. With a twin hose regulator behind the diver at shoulder level, the delivered pressure changes with diver orientation.

Divers learned to restrict flow by using their tongue to close the mouthpiece. When the cylinder pressure was running low and air demand effort rising, a roll to the right side made breathing easier.

The mouthpiece can be purged by lifting it above the regulator shallower , which will cause a free flow. As a result, many aqualung divers, when they were snorkeling on the surface to save air while reaching the dive site, put the loop of hoses under an arm to avoid the mouthpiece floating up causing free flow.

The original twin-hose regulators usually had no ports for accessories, though some had a high pressure port for a submersible pressure gauge. Some early twin hose regulators were of single-stage design. The first stage functions in a way similar to the second stage of two-stage demand valves, but would be connected directly to the cylinder valve and reduced high pressure air from the cylinder directly to ambient pressure on demand.

This could be done by using a longer lever and larger diameter diaphragm to control the valve movement, but there was a tendency for cracking pressure, and thus work of breathing, to vary as the cylinder pressure dropped. The twin-hose arrangement with a mouthpiece or full-face mask is common in rebreathers , but as part of the breathing loop, not as part of a regulator. The associated demand valve comprising the bail-out valve is a single hose regulator.

The breathing performance of regulators is a measure of the ability of a breathing gas regulator to meet the demands placed on it at varying ambient pressures and under varying breathing loads, for the range of breathing gases it may be expected to deliver.

Performance is an important factor in design and selection of breathing regulators for any application, but particularly for underwater diving , as the range of ambient operating pressures and variety of breathing gases is broader in this application.

It is desirable that breathing from a regulator requires low effort even when supplying large amounts of breathing gas as this is commonly the limiting factor for underwater exertion, and can be critical during diving emergencies. It is also preferable that the gas is delivered smoothly without any sudden changes in resistance while inhaling or exhaling. Although these factors may be judged subjectively, it is convenient to have a standard by which the many different types and manufactures of regulators may be compared.

The original Cousteau twin-hose diving regulators could deliver about litres of air per minute at continuous flow and that was officially thought to be adequate, but divers sometimes needed a higher instantaneous rate and had to learn not to "beat the lung", i. Between and Ted Eldred designed his Porpoise single hose regulator to supply up to liters per minute.

Various breathing machines have been developed and used for assessment of breathing apparatus performance.

Publishing results of the performance of regulators in the ANSTI test machine has resulted in big performance improvements. Several factors affect the comfort and effectiveness of diving regulators. Work of breathing has been mentioned, and can be critical to diver performance under high workload and when using dense gas at depth.

Mouth-held demand valves may exert forces on the teeth and jaws of the user that can lead to fatigue and pain, occasionally repetitive stress injury, and early rubber mouthpieces often caused an allergic reaction of contact surfaces in the mouth, which has been largely eliminated by the use of hypoallergenic silicone rubber. Various designs of mouthpiece have been developed to reduce this problem.

The feel of some mouthpieces on the palate can induce a gag reflex in some divers, while in others it causes no discomfort. The style of the bite surfaces can influence comfort and various styles are available as aftermarket accessories. Personal testing is the usual way to identify what works best for the individual, and in some models the grip surfaces can be moulded to better fit the diver's bite.

The lead of the low-pressure hose can also induce mouth loads when the hose is of an unsuitable length or is forced into small radius curves to reach the mouth. This can usually be avoided by careful adjuctment of hose lead and sometimes a different hose length.

Regulators supported by helmets and full-face masks eliminate the load on the lips, teeth and jaws, but add mechanical dead space, which can be reduced by using an orinasal inner mask to separate the breathing circuit from the rest of the interior air space. This can also help reduce fogging of the viewport, which can seriously restrict vision. Some fogging will still occur, and a means of defogging is necessary.

The material of some orinasal mask seals and full-face mask skirts can cause allergic reactions, but newer models tend to use hypoallegenic materials and are seldom a problem. Most regulator malfunctions involve improper supply of breathing gas or water leaking into the gas supply.

There are two main gas supply failure modes, where the regulator shuts off delivery, which is extremely rare, and free-flow, where the delivery will not stop and can quickly exhaust a scuba supply.

As gas leaves the cylinder it decreases in pressure in the first stage, becoming very cold due to adiabatic expansion. If this ice jams the diaphragm or piston spring, preventing the valve closing, a free-flow may ensue that can empty a full cylinder within a minute or two, and the free-flow causes further cooling in a positive feedback loop.

The modern trend of using plastics to replace metal components in regulators encourages freezing because it insulates the inside of a cold regulator from the warmer surrounding water.

Some regulators are provided with heat exchange fins in areas where cooling due to air expansion is a problem, such as around the second stage valve seat on some regulators.

Cold water kits can be used to reduce the risk of freezing inside the regulator. Some regulators come with this as standard, and some others can be retrofitted. A downstream demand valve serves as a fail safe for over-pressurization: if a first stage with a demand valve malfunctions and jams in the open position, the demand valve will be over-pressurized and will "free flow".

Although it presents the diver with an imminent "out of air" crisis, this failure mode lets gas escape directly into the water without inflating buoyancy devices. The effect of unintentional inflation might be to carry the diver quickly to the surface causing the various injuries that can result from an over-fast ascent.

There are circumstances where regulators are connected to inflatable equipment such as a rebreather 's breathing bag, a buoyancy compensator , or a drysuit , but without the need for demand valves. Examples of this are argon suit inflation sets and "off board" or secondary diluent cylinders for closed-circuit rebreathers. When no demand valve is connected to a regulator, it should be equipped with a pressure relief valve, unless it has a built in over pressure valve, so that over-pressurization does not inflate any buoyancy devices connected to the regulator or burst the low-pressure hose.

The standard arrangement has a high pressure hose leading to a submersible pressure gauge SPG also called a contents gauge. It displays with a pointer moving over a dial, [1] usually about 50 millimetres 2. The high pressure hose is a small bore flexible hose with permanently swaged end fittings that connects the submersible pressure gauge to the HP port of the regulator first stage.

The HP hose end that fits the HP port usually has a very small bore orifice to restrict flow. This both reduces shock loads on the pressure gauge when the cylinder valve is opened, and reduces the loss of gas through the hose if it bursts or leaks for any reason. This tiny hole is vulnerable to blocking by corrosion products if the regulator is flooded.

The seal between hose and gauge uses a small component generally referred to as a spool, which seals with an O-ring at each end that fits into the hose end and gauge with a barrel seal.

This swivel can leak if the O-rings deteriorate, which is quite common, particularly with oxygen-rich breathing gas. The failure is seldom catastrophic, but the leak will get worse over time.

Other lengths may be available off the shelf or made to order for special applications such as rebreathers or back mount with valve down.

These are coin-sized analog pressure gauges directly mounted to a high-pressure port on the first stage. They are compact, have no dangling hoses, and few points of failure. They are generally not used on back mounted cylinders because the diver cannot see them there when underwater.

They are sometimes used on side slung stage cylinders. Due to their small size, it can be difficult to read the gauge to a resolution of less than 20 bars psi. As they are rigidly mounted to the first stage there is no flexibility in the connection, and they may be vulnerable to impact damage.

Some dive computers are designed to measure, display, and monitor pressure in the diving cylinder. This can be very beneficial to the diver, but if the dive computer fails the diver can no longer monitor his or her gas reserves.

Most divers using a gas-integrated computer will also have a standard air pressure gauge. The computer is either connected to the first stage by a high pressure hose, or has two parts - the pressure transducer on the first stage and the display at the wrist or console, which communicate by wireless data transmission link; the signals are encoded to eliminate the risk of one diver's computer picking up a signal from another diver's transducer or radio interference from other sources.

As a nearly universal standard practice in modern recreational diving, the typical single-hose regulator has a spare demand valve fitted for emergency use by the diver's buddy , typically referred to as the octopus because of the extra hose, or secondary demand valve.

Woodward believed that having the safety divers carry two second stages would be a safer and more practical approach than buddy breathing in the event of an emergency. The secondary regulator should be clipped to the diver's harness in a position where it can be easily seen and reached by both the diver and the potential sharer of air.

The longer hose is used for convenience when sharing air, so that the divers are not forced to stay in an awkward position relative to each other. Technical divers frequently extend this feature and use a 5-foot or 7-foot hose, which allows divers to swim in single file while sharing air, which may be necessary in restricted spaces inside wrecks or caves.

The secondary demand valve can be a hybrid of a demand valve and a buoyancy compensator inflation valve. Both types are sometimes called alternate air sources. When the secondary demand valve is integrated with the buoyancy compensator inflation valve, since the inflation valve hose is short usually just long enough to reach mid-chest , in the event of a diver running out of air, the diver with air remaining would give his or her primary second stage to the out-of-air diver, and switch to their own inflation valve.

A demand valve on a regulator connected to a separate independent diving cylinder would also be called an alternate air source and also a redundant air source, as it is totally independent of the primary air source. The mouthpiece is a part that the user grips in the mouth to make a watertight seal. It is a short flattened-oval tube that goes in between the lips , with a curved flange that fits between the lips and the teeth and gums , and seals against the inner surface of the lips.

On the inner ends of the flange there are two tabs with enlarged ends, which are gripped between the teeth. These tabs also keep the teeth apart sufficiently to allow comfortable breathing through the gap.

Most recreational diving regulators are fitted with a mouthpiece. In twin-hose regulators and rebreathers, "mouthpiece" may refer to the whole assembly between the two flexible tubes. A mouthpiece prevents clear speech, so a full-face mask is preferred where voice communication is needed.

In a few models of scuba regulator the mouthpiece also has an outer rubber flange that fits outside the lips and extends into two straps that fasten together behind the neck. The mouthpiece safety flange may also be a separate component. Recent mouthpieces do not usually include an external flange, but the practice of using a neck strap has been revived by technical divers who use a bungee or surgical rubber "necklace" which can come off the mouthpiece without damage if pulled firmly.

The original mouthpieces were usually made from natural rubber and could cause an allergic reaction in some divers. This has been overcome by the use of hypo-allergenic synthetic elastomers such as silicone rubbers.

Adaptors are available to modify the lead of the low pressure hose where it attaches to the demand valve. There are adaptors which provide a fixed angle and those which are variable while in use. As with all additional moving parts, they are an additional possible point of failure, so should only be used where there is sufficient advantage to offset this risk.

They are mainly useful to improve the hose lead on regulators used with sidemount and sling mount cylinders. Other swivel adaptors are made to be fitted between the low pressure hose and low pressure port on the first stage to provide hose leads otherwise not possible for the specific regulator. This is stretching the concept of accessory a bit, as it would be equally valid to call the regulator an accessory of the full face mask or helmet, but the two items are closely connected and generally found in use together.

Most full face masks and probably most diving helmets currently in use are open circuit demand systems, using a demand valve in some cases more than one and supplied from a scuba regulator or a surface supply umbilical from a surface supply panel using a surface supply regulator to control the pressure of primary and reserve air or other breathing gas.

Lightweight demand diving helmets are almost always surface supplied, but full face masks are used equally appropriately with scuba open circuit, scuba closed circuit rebreathers , and surface supplied open circuit.

The demand valve is usually firmly attached to the helmet or mask, but there are a few models of full face mask that have removable demand valves with quick connections allowing them to be exchanged under water. These hoses usually have a quick-connector end with an automatically sealing valve which blocks flow if the hose is disconnected from the buoyancy compensator or suit.

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