מינילנד 2009
Image of AZmodel ADM7238 Vultee BT-13 valiant 1/72  101 Squadron (Israel)

AZmodel ADM7238 Vultee BT-13 valiant 1/72 101 Squadron (Israel)

$24.00 USD - On sale

highly accurate static display model
HIGH QUALITY
HIGH DETAIL kit

BT-13
Vultee Model V.54 with fixed undercarriage and a 450hp P&W R-985-25 engine, 300 built.

The Vultee BT-13 was the basic trainer flown by most American pilots during World War II. It was the second phase of the three phase training program for pilots. After primary training in PT-13, PT-17, or PT-19 trainers, the student pilot moved to the more complex Vultee for continued flight training. The BT-13 had a more powerful engine and was faster and heavier than the primary trainer. It required the student pilot to use two way radio communications with the ground and to operate landing flaps and a two-position Hamilton Standard controllable-pitch propeller. It did not, however, have retractable landing gear nor a hydraulic system. The flaps were operated by a crank-and-cable system. Its pilots nicknamed it the "Vultee Vibrator."

Due to the demand for this aircraft, and others which used the same Pratt & Whitney engine, some were equipped with Wright powerplants of similar size and power built in 1941–42. The Wright-equipped aircraft were designated BT-15.

The Navy adopted the P&W powered aircraft as their main basic trainer, designating it the SNV. The BT-13 production run outnumbered all other Basic Trainer (BT) types produced.

In 1938, Vultee chief designer Richard Palmer began designing a single-engine fighter aircraft. About that time, the Army Air Corps issued a solicitation for an advanced trainer, with the promise of a substantial order if selected. Palmer adapted his design concept from a fighter to an advanced trainer, resulting in the V-51 prototype.

Vultee BC-3 prototype in flight
The prototype flew on 24 March 1939[5] as a cantilever low-wing monoplane of all-metal construction, with fabric-covered control surfaces. It was powered by a Pratt & Whitney R-1340-S3H1-G Wasp radial engine of 600 hp (450 kW), driving a two-blade variable-pitch metal propeller. It had an enclosed cockpit for the instructor and student, integral wing fuel tanks, and a hydraulic system to operate the flaps and retractable main landing gear.

The V-51 was entered into the USAAC competition as the BC-51 in May 1939. The USAAC instead chose the North American BC-2 in the competition, but also purchased the BC-51 prototype for further study, designating it the BC-3. Palmer refined his design, resulting in the VF-54, with the goal of selling the trainer to other countries. It used the same basic airframe as the VF-51, but was fitted with a lower powered engine. However, no export sales resulted from this proposal.

The V-54 was further refined, resulting in the VF-54A, with a well-faired fixed landing gear, manually-operated landing flaps, powered by a Pratt & Whitney R-985-T3B Wasp Jr. radial rated at 450 hp (340 kW). It was offered to the USAAC in this form, and in August 1939 the type was ordered as the BT-13. The initial order was for 300 aircraft with a Pratt & Whitney R-985-25 radial. The first aircraft was delivered to the USAAC in June 1940.

Vultee BT-13 Valiant at the Museum of Aviation at Robins AFB, Georgia
The BT-13A was produced to the extent of 7,037 aircraft and differed only in the substitution of a Pratt & Whitney R-985-AN-1 radial engine, and deletion of the landing gear fairings. 1,125 units designated BT-13B were then produced; they differed from the A model in replacing the 12v electrical system with a 24v system.

Due an industry-wide demand for the Pratt & Whitney R-985 engine, a total of 1,263 units were then produced incorporating the Wright R-975-11 engine of equal power rating. They were accepted by the USAAC as BT-15.

The US Navy also ordered 1,150 BT-13A models under the designation SNV-1. It also ordered another 650 units designated SNV-2, based on the BT-13B.

Once in service, the aircraft quickly got its nickname of "Vibrator." There are several explanations given for this nickname. 1: Because it had a tendency to shake quite violently as it approached its stall speed. 2. During more adventurous maneuvers the canopy vibrated. 3. On takeoff, the aircraft caused windows on the ground to vibrate. 4. The two-position propeller had an irritating vibration in high pitch. The BT-13 served its intended purpose well. It and its successors were unforgiving aircraft to fly, but were also extremely agile. Thus the BT-13 made a good aircraft to help transition many hundreds of pilots toward their advanced trainers and fighters yet to be mastered. The BT-13 was not without its faults. The tail was held on with only three bolts and after several in-flight failures, the Navy restricted the aircraft from aerobatic and violent maneuvers. The Navy declared the SNV obsolete in May 1945 and replaced it in the basic training role with the SNJ (T-6). The Army also replaced the BT-13 with the AT-6 before the end of the war.

After World War II, virtually all were sold as surplus for a few hundred dollars each. Many were purchased just to obtain their engines, which were mounted on surplus biplanes (such as Stearmans) to replace their less powerful engines for use as cropdusters. The BT airframes were then scrapped. Several others were modified as multi-passenger civilian aircraft; one as the "Viceroy" and at least two others by a different firm. Today, some "BT's" (collectively, BT-13s, BT-15s and SNVs) are still flying, though in very limited numbers (and none in military or government service).

101 Squadron (Israel)

101 Squadron was formed on May 20, 1948, at two air bases simultaneously: IAF Ekron (former RAF Aqir, currently Tel-Nof Airbase) and Žatec (code-named "Zebra") in northwestern Czechoslovakia, a former Luftwaffe airfield close to a Messerschmitt production facility, where pilots received initial basic type flight training on the Avia S-199s, Czechoslovak-built copies of the Bf 109G with 1,320 hp Junkers Jumo 211F powerplants. During one ferry flight some of the squadron's 15 aircraft were forced to land in Greece, and were immediately impounded, so during the next ferry flight a C-46 was used as a navigation guide, and a corvette was readied off the coast in case any aircraft had to be ditched and pilots rescued from water. Four of these flew the squadron's first mission on May 29, strafing the Egyptian ground forces near Ad Halom, in the prelude to Operation Pleshet. 101 Squadron was responsible for the Israeli Air Force's first aerial victories when on 3 June 1948, Modi Alon, after taking off from Herzliya Airport, shot down a pair of Royal Egyptian Air Force C-47s which had just bombed Tel Aviv.

A makeshift strip located around the current Herzliya Airport was the main operating base of the squadron between June and October 1948, and the squadron moved to it after un-assembled planes were strafed on the ground on May 30th. The airfield was used as it was some distance behind the front lines, and was clandestine; it was a purpose built strip that was constructed after the beginning of hostilities in between the orange orchards around Herzliya, and did not appear on published maps. During these initial operations, the squadron operated with a few planes in the face of the Arab forces' near-Air supremacy and the airplanes were dispersed between the orange trees when parked. The squadron was moved in October to Hatzor Airbase from the strip in due to its unsuitability in rainy conditions, probable loss of clandestine status, fluidity of the front lines which made former British bases safe for use, and a shift in the balance of air superiority towards the Israelis

General characteristics

Crew: 2
Length: 28 ft 10 in (8.79 m)
Wingspan: 42 ft 0 in (12.80 m)
Height: 11 ft 6 in (3.51 m)
Wing area: 239 sq ft (22.2 m2)
Empty weight: 3,375 lb (1,531 kg)
Gross weight: 4,496 lb (2,039 kg)
Powerplant: 1 × Pratt & Whitney R-985-AN-1 nine-cylinder air-cooled radial engine, 450 hp (340 kW)
Propellers: 2-bladed Hamilton-Standard 2-position
Performance

Maximum speed: 180 mph (290 km/h, 160 kn)
Range: 725 mi (1,167 km, 630 nmi)
Service ceiling: 21,650 ft (6,600 m)
Time to altitude: 9.2 minutes to 10,000 ft (3,000 m)

Scale plastic model kit
Unassembled model kit
Cement and paint not included

1 Decalsheet (waterslide)
סכמה עבור טייסת 101 קסטינה
1948

12
מדבקות

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טייסת 101 קסטינה

טייסת 101, המכונה גם "טייסת הקרב הראשונה", היא טייסת מטוסי הקרב הראשונה של חיל האוויר הישראלי. לאורך השנים הפעילה הטייסת מטוסי קרב שונים: אוויה S-199 ("סכין"), ספיטפייר, P-51 מוסטנג, סי-בי, מיסטר, מיראז' 3C ("שחק"), נשר, כפיר ואחרים. הטייסת פעלה מבסיס חצור עד יוני 2021 ומאז הועברה לבסיס רמת דוד. נכון ל-2021 מפעילה הטייסת מטוסי F-16C ("ברק").

הטייסת הוקמה בשנת 1948 על ידי לו לנארט ומודי אלון, כאשר לנארט היה למעשה מפקדה הראשון בפועל, אך אלון הוא הראשון שמונה רשמית להיות מפקדה.

ב-29 במאי 1948 מונה אלון למפקד הטייסת, ועוד באותו יום לפנות ערב יצא לתקיפה אווירית על הטור המצרי סמוך לגשר עד הלום. בתקיפה זו השתתפו ארבעת המטוסים הראשונים של טייסת הקרב הצעירה, מדגם "אוויה S-199" ("מסרשמיט"), שעד אז עצם קיומם של מטוסי קרב ישראליים היה בגדר סוד. היה זה המבצע הראשון ולמעשה הטיסה המבצעית הראשונה של מטוסי קרב במדינה החדשה. בתקיפה נהרג אחד הטייסים, אדי כהן.

ב-3 ביוני המריא אלון משדה התעופה הרצליה והפיל באמצעות ה"מסרשמיט" שלו שתי דקוטות מצריות שהפציצו את תל אביב. כל זאת לאחר כשבועיים של הפצצות כמעט יום יום. העיר תל אביב לא ידעה את נפשה מרוב שמחה. ב-8 ביולי המריא אלון כדי לתקוף טור משוריין מצרי בביר עסלוג' שבנגב. בדרכו חזרה הבחין המבנה שבו טס בשני מטוסי "ספיטפייר" מצריים, ואלון הפיל אחד מהם. ב-16 באוקטובר 1948 חזר אלון יחד עם עזר ויצמן מגיחת תקיפה על הכוח המצרי שהחל לסגת מאיסדוד; אלון התרסק עם מטוסו בגישה לנחיתה בשדה התעופה הרצליה, ונהרג. סיד כהן החליף אותו בפיקוד על הטייסת. מכיוון שרוב הטייסים של 101 היו בעצם מתנדבים מחו"ל לאחר המלחמה רובם חזרו לארצותיהם והטייסת התרוקנה. כדי לפצות על חיסרון זה הובאו לארץ פרחי הטייס החדשים מצ'כיה.

מאחר שיבואן המטוסים של הטייסת, אל שווימר, השיג לטייסת במבצע תובלה חסר תקדים 12 מטוסי מוסטנג חדשים, התפלגה הטייסת לשתי טייסות: טייסת 101 שהפכה לטייסת המוסטנגים, ובשכנות לה הוקמה טייסת 105 ("העקרב") של מטוסי הספיטפייר הישנים.

בסיום מלחמת ההתשה נמנו טייסי הטייסת עם הכוחות שהשתתפו במבצע רימון 20, שבמסגרתו הפילו מטוסי חיל האוויר הישראלי בשמי מצרים חמישה מטוסי מיג-21 מוטסים בידי טייסים סובייטיים. 8 ממטוסי טייסת 101 השתתפו בקרב האוויר של 13 בספטמבר 1973, שבמהלכו הופלו 12 מטוסי מיג סוריים ומטוס ישראלי אחד.

במלחמת יום הכיפורים הפעילה הטייסת מטוסי מיראז' 3 ("שחק"). על הטייסת פיקד סא"ל אבי לניר עד שנפל בשבי סוריה ב־13 באוקטובר 1973 לאחר שנאלץ לנטוש את מטוסו שנפגע מטיל קרקע-אוויר בדרכו חזרה לישראל לאחר משימה בעומק השטח הסורי. הסורים עינו למוות את לניר השבוי, וגופתו הוחזרה לישראל ב-6 ביוני 1974. באפריל 1976 הוענק לו עיטור העוז. את לניר החליף בפיקוד על הטייסת סגנו, ישראל בהרב, ובתום המלחמה מונה הרצל בודינגר לפיקוד על הטייסת.

הטייסת זכתה בפרס הרמטכ"ל ליחידות מצטיינות בשנים 2013 ו-2019.

ב-21 ביוני 2021, הטייסת חזרה לבסיס רמת דוד, לאחר 65 שנות שירות בבסיס חצור.

7 Resin (cast) PARTS
2 Plastic sprue = 23 PARTS
12 PE PARTS

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PAINT AND GLUE ARE NOT INCLUDED

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