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A French-born American citizen, Robert Soubiran felt it was his duty to go and fight for the country of his birth at the start of the First World War, travelling to France at his own expense, to join the French Foreign Legion on his arrival. He joined with fellow future Lafayette Escadrille pilots James Bach, Bert Hall, Kiffin Rockwell, Paul Rockwell and William Thaw and served with the 2nd Foreign Regiment in the Battle of Champagne, with the 170th Line Infantry Regiment. Injured during the fighting in October 1915, he spent four months recuperating, during which time he applied for and was accepted into the French Service Aeronautique, graduating on 20th October 1916 and joining Escadrille Américaine two days later. Around one year of combat flying later, Soubiran was awarded the Croix de Guerre with Palm for actions covering an attack against German Drachen balloons, where he was credited with his only aerial victory of the war. He transferred to the 103rd Pursuit Squadron US Army Air Service following America's entry into the war, where he continued to fly combat missions, eventually rising to the position of Commanding Officer. One of the first American nationals to arrive in France in 1914, Soubiran was also one of the last to leave in 1919 following the end of the war, having accumulated over 400 hours of combat flying.

Post-war, Triumph had become moribund when, in 1945, their Coventry neighbour Standard purchased them to utilize their pre-war reputation for fine sporting and luxury cars. Standard-Triumph, as they later became, launched the TR2 in 1953 to immediate sales and motorsport success. Subsequent TR models evolved until the last 'separate-chassis' TR6, was produced in 1976. The smaller 1962 Herald-based Spitfire emulated that success until production ceased in 1980, while the beautiful 1970 Stag was a car with the panache and performance needed to succeed in the luxury GT market. These models reflect the three families of sporting car emerging from Triumph's Canley factory during an era when the company were triumphant on road and track. Triumph Spitfire Mk3. Damson. Brochure Car. The Spitfire modelled was featured in the 1970 model year 8-page colour brochure. In it an attractive young couple are seen in various poses with the car, which is parked in woodland surrounding a lake, or on one page, a racetrack. The Mk3 had been launched in early 1967 and featured a larger 1296cc engine and a raised front bumper, re-positioned in order to pass US bumper-height regulations. However, for 1970 a range of mainly cosmetic changes were made which, as the brochure exclaimed, included a "black-for-drama grille and windscreen surround", "flat-spoke steering wheel" and "new wide 4.5J rims". This brochure was only used for one year as the MkIV was launched in 1971. The Spitfire was based on the Triumph Herald, launched in 1959, which eschewed then fashionable monocoque construction in favour of a separate chassis because industrial circumstances made it almost impossible for Triumph to source a monocoque bodyshell. Their engineers, however, made a virtue of this, developing several different versions, which would have been more difficult to make had it not been constructed on a chassis. With the TR3 proving both popular and profitable, producing a smaller sports car from the Herald's components to compete with the Austin Healey Sprite was a logical step. The resulting Spitfire styled, like the Herald, by Italian Giovanni Michelotti, debuted to great acclaim in 1962 and ceased production in 1980, by which time 314,342 had been produced. Engine: 1296cc 4IL OHV; Power: 75bhp@6000rpm Torque: 75lb.ft@4000rpm; 0-60 mph: 14.5 seconds; Maximum speed: 95mph; Kerb Weight: 1652lbs. The TR6 modelled is one of the first 250 made and so has 'Rostyle-look' wheel covers and the desirable 150bhp fuel injected engine. It was built on 27th January 1969 and despatched to Douglas Garage Limited, Northampton, on April 10th and registered there. However, the car's first owner lived in Greater London and it remained in that area with its first nine owners. The engine was run below the minimum oil level in 1983 and damaged so a USA specification carburettor-fed engine was fitted but the original engine remained with the car. The current owner, Northampton-based Steve Denton, bought it in July 2009 and initially started using it as it was in roadworthy condition. Steve, a trained mechanic, bought the car because the body and paint were good and he knew he could address the car's mechanical maladies. He rebuilt and refitted the original engine in 2010 and reinstated the Lucas Petrol Injection, adding a modern Bosch pump for reliability. To make the car suitable for modern roads he also fitted an overdrive gearbox; an option when new that wasn't specified. In 2012 he retrimmed the poor condition interior in the correct shadow blue and fitted a new dashboard. Over the winter of 2017/18 he replaced the often repaired chassis with a new CTM Engineering unit, and fitted polybushes while rebuilding the suspension. The result is a smart reliable TR6 that often features on his eponymous YouTube channel. Engine: 2498cc IL6 OHV; Power: 150bhp@5000rpm; Torque: 164lb.ft@3000rpm; 0-60mph: 8.2 seconds; Maximum speed: 119mph; Weight: 2473Lbs. When announced in 1970 the Triumph Stag had everything: a mellifluous 3-litre V8 engine, film star looks by Italian styling legend Michelotti, a beautifully appointed cabin, hard or soft tops and a starring role in a James Bond film. Parent company British Leyland were troubled though, and the Stag entered the market with an engine issue which, although it was relatively easy to solve, led to it acquiring a reputation for overheating in both the UK and its target market, the USA. It was discontinued in 1977 after 25,939 had been produced. It has, however, come of age as a classic, and has both a very high survival rate and a thriving owners club. The Stag modelled has a manual overdrive gearbox and was built at Triumph's Canley factory in Coventry on June 1st 1974. It was registered in West Riding, Yorkshire, shortly afterwards and spent its first few years in that area. It had a reconditioned engine and gearbox in 1989 and was bought in 1991 by Mr N. Chopra, an auto spares retailer in Bedworth, Stoke-on-Trent, from Stuart Marshment. He carried out a body restoration between 1992 and 1998, but only kept the car until 2003. Its next owner, Steve Bennett, then had the engine totally rebuilt in 2004. Current owners, Kent-based Cliff and Catherine Nay, bought it in July 2019 from dealers Stone Cold Classics, and enjoy using this very attractive and cherished Stag regularly. Engine: 2997cc V8 SOHC; Power: 146bhp@5700rpm; Torque: 167lb.ft@3500rpm; 0-60 mph: 9.3 seconds; Maximum speed: 116mph; Weight: 1274kgs. The Triumph logo and the Triumph wordmark are trademarks of BMW AG and are used under license.

Boldly go where no beer has gone before. Crack open your favourite drink with this Starfleet-approved bottle opener, inspired by the iconic Star Trek™ commbadge. Crafted from solid metal with a golden brass finish, it’s the perfect balance of Federation class and engineering grit. Magnetised on the back, it clings to your fridge like it’s locked onto a transporter beam — always ready for your next away mission (or party). Whether you’re a captain, a redshirt, or somewhere in between, this is the perfect addition to any Star Trek fan’s ready room.

If you can’t imagine ever enjoying Star Trek without the headstrong charms of James T Kirk, then you’ll appreciate this die-cast bundle, with models inspired by him. This listing includes our much-loved USS Enterprise NCC-1701 (The Original Series) and our newest Star Trek release, the U.S.S. Enterprise NCC-1701 [Refit]. Are you ready to boldly go and add to your model collection? Save £10 off the RRP when you purchase this bundle.

Is your Star Trek collection missing some Klingon starships? This Klingon Bird-of-Prey (or HMS Bounty, as it was renamed) is ready to fill that void. This highly detailed, re-released replica comes with revised decor and a chunky display stand. The special Star Trek case is adorned with Klingon text for increased collectibility. History Following the rescue of Captain Spock and the loss of the USS Enterprise in 2285, Admiral James T. Kirk and his command crew prepared to depart Vulcan and return to Earth to face the court martial. Travelling in a captured Klingon Bird-of-Prey that had been renamed the HMS Bounty by Doctor McCoy, the ship's journey was interrupted by the appearance of a large alien probe of unknown origin that entered Federation space, disabling Starfleet ships and causing widespread meteorological disturbances across the planet. Realising the signal the probe was broadcasting was the song of a Humpback whale, a species long since extinct on Earth, Kirk and his crew travelled back in time to retrieve a mating pair of the creatures. How they achieved this remains classified by the Federation Department of Temporal Investigations, but on their return, the Bounty crash-landed in San Francisco Bay. The two Humpback whales were released to commune with the probe, which subsequently departed. The Klingon ship sank to the bottom of the Bay, where its cloaking device activated, making it very difficult to salvage the vehicle. On recovery, the ship was restored and placed on display at the Starfleet Museum.

Relieve the big screen adventures of the Original Star Trek crew with this collection of legendary die-cast model starships! The collection includes: The Refit of the U.S.S. Enterprise NCC-1701 as seen in Star Trek: The Motion Picture, Star Trek II: The Wrath of Khan and Star Trek III: The Search for Spock. The Stolen Klingon Bird-of-Prey renamed the H.M.S Bounty, as seen in Star Trek III: The Search for Spock and Star Trek IV: The Voyage Home. The crew’s final ship, the U.S.S. Enterprise NCC-1701-A, as seen in Star Trek IV: The Voyage Home, Star Trek V: The Final Frontier, and Star Trek VI: The Undiscovered Country.

Corgi is thrilled to boldly go where no bundle has gone before with this amazing offer. This collection features two detailed die-cast starships from two of the most celebrated television series to have ever graced the small screen. And when you purchase this bundle, you save £10 off the RRP. Make it so!

Corgi is thrilled to return to the Final Frontier with a new range of models based on the Star Trek Universe. The detailed starships include a Starfleet delta display base to enable dramatic display in your die-cast collection. One of the most celebrated Starships to serve in Starfleet, the Galaxy-class U.S.S. Enterprise NCC-1701-D was launched in 2363 under the command of Captain Jean-Luc Picard as the new flagship of the United Federation of Planets.

Corgi is thrilled to return to the Final Frontier with a new range of models based on the Star Trek Universe. The detailed starships include a Starfleet delta display base to enable dramatic display in your die-cast collection. The legendary fleet flagship of the golden age of interstellar discovery, the Constitution-class USS Enterprise NCC-1701 was launched in 2245 and served the United Federation of Planets for over forty years, most famously under the command of Captain James T. Kirk.

Following her five-year mission of exploration under the command of Captain James T. Kirk, the U.S.S. Enterprise NCC-1701 returned to Earth. Kirk was promoted to Admiral and handed command to Captain William Decker, who oversaw a dramatic modernisation refit. Essentially a complete rebuild over the skeleton of the ship, the vessel that emerged after 18 months of work was larger, sleeker and more powerful, and Starfleet retroactively deemed the refit an entirely new class of ship – the Constitution II-Class. Weeks away from the refit completion, the U.S.S. Enterprise was launched early to respond to the V’Ger crisis, again under Kirk’s command with Decker demoted to first officer. The following events saw the reunion of Kirk’s previous command crew but the loss of Decker. By 2285, 40 years after she was first launched, Enterprise had been relegated to use as a training vessel. Now commanded by Captain Spock, the ship left on a training cruise with Kirk aboard to observe but was soon attacked by Khan Noonien Singh. Subsequent events saw the death of Spock and the formation of a new planet when Khan detonated the stolen Genesis device inside a nebula. Kirk and his senior staff stole the Enterprise to return to the Genesis Planet and recover a resurrected Spock, but the ship was attacked by a Klingon Bird of Prey. Out of options, Kirk lured the Klingons aboard the Enterprise and set the auto-destruct sequence. The most legendary of Federation starships ended her career burning through Genesis’ atmosphere, though her crew successfully rescued Spock and stole the Klingon Bird of Prey to return him to Vulcan.

After stealing the U.S.S. Enterprise NCC-1701 to rescue Captain Spock and then ordering the starship's destruction in the process, Admiral James T. Kirk and his command crew faced court martial. Their actions in saving planet Earth from destruction by an alien probe saw them largely exonerated of the most serious charges, with Kirk’s ‘punishment’ being a demotion back to the rank of Captain and command of a starship. Expecting to be assigned to the U.S.S. Excelsior NCC-2000, the crew were instead delighted and surprised to find themselves aboard the U.S.S. Enterprise NCC-1701-A. Her shakedown cruise led to the need for repairs back at Earth, but before completion, the ship was urgently sent out to resolve a hostage situation on Nimbus III. It emerged this was a ruse by Sybok, Spock’s Vulcan half-brother, to hijack a starship and take it to the centre of the galaxy to find the mythic planet Sha Ka Ree and the potentially divine presence that inhabited it. This turned out to be hostile, to Sybok’s cost. By 2293, the Enterprise-A was due for retirement, in part thanks to the success of the Excelsior-class. Her final mission occurred when the energy-producing Klingon moon of Praxis suddenly exploded, leading to a crisis within the Empire and the unexpected offer of peace talks. Kirk and his crew were chosen to mediate thanks to the involvement of Captain Spock, and despite attempts by a conspiracy to derail any chance of peace, the Enterprise was instrumental in the signing of the Khitomer Accords and the eventual alliance between the Federation and Klingon Empire. The Enterprise-A was later preserved at the Starfleet Museum in tribute to the legacy of James T. Kirk and his illustrious crew. Her successor, the Excelsior-class U.S.S. Enterprise NCC-1701-B, was launched later in 2293. Trekkers will love this version of the USS Enterprise, in highly detailed, die-cast model form. A must-have model for your Star Trek collection.

Celebrate the 40th anniversary of Star Trek IV: The Voyage Home with this bundle that combines the two hero ships of the classic movie! After saving Earth while aboard the stolen Klingon Bird-of-Prey ‘HMS Bounty’, Captain Kirk and his crew are rewarded for their heroism with the command of a new ship – the U.S.S. Enterprise NCC-1701-A. This bundle features highly detailed die-cast models of the two ships in separate premium collector packaging. Plus, the bundle includes a special extra to help you enjoy returning home after a hard mission as well – a Star Trek commbadge-inspired bottle opener created by Raven Forge!

The flagship of the World Aquanaut Security Patrol (WASP), Stingray is a renowned combat submarine piloted by Captain Troy Tempest and his hydrophone operator Lieutenant George Lee Sheridan, also known as ‘Phones’. The vessel was considered the most advanced submarine of the 2060s and was central to the WASP’s discovery of many advanced undersea civilisations, including the city of Titanica, ruled by the despotic King Titan and his warrior followers, the Aquaphibians. Measuring 85ft (30m) long, Stingray’s nuclear reactor powers a Dual Drumman Hydrojets Ratemaster Turbine that gives the vessel a surface speed of 400 knots and a submerged speed of 600 knots. This raw power also enables the ship to breach the surface and ‘jump’ out of the water for a short distance, a useful way to evade enemies. Stingray can safely submerge to a maximum depth of 40,000ft, comfortably above the deepest known point of the world’s oceans. A pair of landing skis can deploy from the underside of the hull to enable the submarine to safely land on the ocean floor. The submarine is armed with a complement of sixteen Sting missiles and carries several other small vehicles onboard for maximum operational flexibility while deployed. Most noticeable of these are a pair of Aqua Sprites, small submersibles located on the exterior hull of Stingray to port and starboard. The Aqua Sprites feature dry interiors for the pilot, detaching from the main hull and allowing for closer docking with other vessels underwater. In the event of an emergency underwater, the Aqua Sprites are also the primary means of evacuating Stingray. If the crew leaves the vessel in underwater equipment, they invariably use handheld Sea Bugs to enable speedier propulsion and movement while underwater. Above the surface, compact single-seat hovercraft called Monocopters are available on board to provide much quicker and safer movement over the invariable rough terrain.

Subaru Impreza WRX Type RA STi V.II 555 Pure Sports Sedan. Sports Blue. The fantastic sales success off the first STi was a surprise to Subaru, although in hindsight it's hard to see why. However, on 22nd August 1995, only sixteen months after the first generation had been announced, they launched the STi Version II to meet this demand. Unlike the first it was built in Subaru's main production facility at Yajima, solving the volume problems associated with hand building the original in STi's smaller Mitaka plant. The V.II range included the limited edition Impreza 555, of which 500 'Sedans' and 100 'Wagons' would be built, with Sports Blue paint, a central roof-vent (sedan only), gold 16 inch Speedline Electra wheels and an optional dealer-applied sticker package. The 555 V.II STi was only sold on the Japanese domestic market, or JDM as it's often called, but the example modelled was brought to the UK in 2008. Since 2013 it's been owned by Wales-based Subaru enthusiast Dale Webb, who, after thoroughly overhauling it shortly after purchase, was pleased to find it was as original and sound as he'd thought when buying it. He's used it sparingly but regularly ever since, attending events organised through the Subaru forum www.type-ra.com, of which he's an active member, and enjoying its prodigious performance on track when he can. He's added a Prodrive suspension kit and exhaust, but has otherwise kept it original including the shorter final-drive of 4.111:1 that all STi V.II cars used. Engine: 1994cc EJ20-Boxer 4cam 16v; Power: 275PS@6500rpm; Torque: 235lb.ft@4000rpm; 0-60mph: 5.1 seconds; Maximum speed: 112mph (Limited under JDM laws); Weight: 1515kgs. SUBARU, IMPREZA and all other associated marks, emblems and body designs are properties of SUBARU CORPORATION and used with permission.

In early 1959 when Rootes were developing the Alpine at Ryton, Coventry, they constructed only eight pre-production prototypes. The car modelled is the third of those and the only survivor, making it the oldest extant example. It survived because, rather than being thrashed to breaking point in testing, it was allocated to the company's design department to be used in the development of new styles and trim. In 1961 it was sold to Rootes' development engineer Bernard Unett, who'd worked on the Alpine programme and wanted to go racing. He debuted the car at Silverstone in September 1961 and was deemed so dangerous that he wasn't allowed to start the second race! However, Unett developed the car (and his driving, which led to 3 British Touring Car Championships) until it became a successful club racing machine; winning the Freddie Dixon Trophy in 1964. After racing, it passed through several owners before being purchased by Simon Goldby in 1972, who used it as his everyday car until 1976 then garaged it. Having learnt about the car's unique history, he began a restoration in 1995 which was completed in 2000. Simon sold the car to current owner John Willshire in 2005 and it has since become very well known as John has displayed it at the Goodwood Revival Earl's Court Motor Show recreation and many other events. He has also created a website about the car: www.xrw302.com. Engine: 1494cc 4-IL OHV (race tuned)Power: 92bhp@5600rpmTorque: 98lb.ft@4000rpmMaximum speed: 112mph0-60mph: 10.5 secsWeight: 2238lbs. More information of the development of this model can be seen in Die-cast Diaries.

Regarded by many people as the most famous aeroplane the world has ever seen, the Supermarine Spitfire was one of the first all-metal monoplane fighters, at a time when many of the worlds air forces were still equipped with biplane designs. Establishing its reputation during the aerial dogfights of the Battle of Britain, the Spitfire would go on to see service throughout the Second World War and earn the distinction of being the only Allied fighter to be in continuous production during the conflict. With the beautiful elliptical wing making the Spitfire instantly recognisable, the stunning good looks of the aircraft masked the fact that this was a deadly fighting aeroplane and one which was continually improved to ensure it was a match for anything in the skies. In the years which followed the end of the Second World War, the iconic Spitfire came into the hands of many private collectors all over the world and it became a popular aircraft on the Airshow scene. With many aircraft undergoing restoration to flying condition in the post war years, there are probably more Spitfires flying today than at any point since the end of WWII and they are sure to play a starring role in this years Battle of Britain 80th Anniversary commemorations. About Showcase: Corgi Showcase is a series of top quality die-cast model aircraft suitable for children aged three and over. Each model comes with a display stand and all classic aircraft have a moving propeller. This series is ideal for the young aviation fan and offers a wide range of models to collect including biplanes, fighters, bombers and modern jets. Corgi has been recognised as the market leader in die-cast toys and collectables since 1956 when the brand was launched as 'The ones with Windows'. One of the most famous models created was the James Bond Aston Martin DB5 of which over 10 million have been purchased.The Corgi Toys range of aircraft has been created with the young aviation enthusiast in mind to provide an introduction to all those budding 'air cadets' wanting to start their die-cast collection. A display stand is included. N.B. This item may be supplied in either Corgi Toys or Showcase packaging.

The aircraft of one of the most inspiring pilots of the Second World War, this Supermarine Spitfire MkI is a must-have for your Aviation Archive collection. With rotatable propellers, detailed crew figures and a display stand, this 1:72 die-cast model, with its unique white, black and silver underside, is a replica of an aircraft with an amazing story. This die-cast model has a limited edition run of 1,016 units. History Unquestionably one of the most famous military pilots to have ever lived, the story of Douglas Bader’s life is extraordinary, and could even be likened to reading about some mythical heroic figure from the pages of a ‘Boys’ Own’ magazine. Losing both his legs in a pre-war flying accident, the Second World War allowed Bader to rejoin the Royal Air Force, with his drive and determination later becoming the inspiration for an entire nation. After successfully completing a refresher course, Bader was initially posted to No.19 Squadron at Duxford, then on to No.222 Squadron at Hornchurch as a Flight Leader, both to fly the Spitfire Mk.I. Supermarine Spitfire Mk.I P9443 was the 606th Spitfire built and was subsequently delivered to the Royal Air Force on 1st April 1940. She was initially flown to No.6 Maintenance Unit at Brize Norton, then on to No.222 Squadron at Hornchurch on 4th June. She was a standard mid-production Mk.I Spitfire, presented in the standard markings of an Operation Dynamo fighter, with Night/White and Aluminium undersides. Bader used this aircraft to score his first aerial victory over a Luftwaffe Messerschmitt Bf 109 on 1st June 1940 as he took part in Operation Dynamo, when what he thought must have been a novice pilot flew straight in front of his Spitfire, taking no evasive action when he opened fire on it.

Wearing full D-Day identification markings, Spitfire MK329 JE-J 'Junior' was the personal mount of RAF ace pilot James Edgar 'Johnnie' Johnson, one of the RAF's top scoring fighter aces of WWII and one who's impressive tally of 34 confirmed aerial victories was scored exclusively against Luftwaffe single engined fighters. Flying extensively in support of the D-Day landings, Johnson and the squadrons under his command would be employed in aggressively clearing the skies of northern France of Luftwaffe fighter opposition, something they proved rather effective at doing. In fact, by D-Day, Johnson was one of the most successful Allied air aces still flying operationally, with his victories showing no sign of abating. Johnson and his No.127 (RCAF) Wing were one of the first fighter units to be sent to operate from forward landing bases in France following the successful Normandy landings, which is where the unusual story of this particular aircraft comes from. It appears that Spitfire Mk.IX MK329 was something of a hybrid machine and not the one Johnson actually flew in combat, but more of a hack airframe. It is reputed that once his unit had been sent to operate in France, he used this Spitfire to fly back to the UK on unofficial 'Beer Runs', returning to their temporary home with two beer kegs attached under the wing of his aircraft. This practice was frowned upon by the RAF top brass, so units came up with ingenious ways around the restrictions, using standard external fuel tanks which had been thoroughly washed out for the purpose of transporting their beer, however, despite their very best endeavours, the beer still had a nasty aftertaste of fuel. It is thought that as Johnson was particularly highly regarded by both his men and his superiors, a blind eye may have been turned on his unofficial Spitfire sorties and the refreshing ordnance they ferried. There are few details regarding the actual production and service career of Spitfire MK329 in existence, which Johnson described in his memoirs as being a collection of components from various different Spitfires, something of a mix and match airframe. This is borne out by the fact that its serial MK329 is very similar to that of his usual and favoured combat mount around that time, Spitfire MK392 - is this the reason why he referred to this aircraft as 'Junior'? Whatever the true story, this beautiful Spitfire and its unusual underslung load makes for a fitting first release for our new Spitfire Mk.IX tooling.

Desperate to ensure the Spitfire maintained its ongoing combat effectiveness, designers at the Vickers Supermarine Company were almost constantly engaged in modifying, upgrading and improving their famous fighter throughout the Second World War, however, during that time, there were occasions when unexpected Luftwaffe advancements called upon their flexibility and ingenuity. With a significant new variant of the Spitfire at the advanced stages of development, the introduction of a capable new German fighter aircraft in the skies over occupied Europe caused great concern amongst RAF officials, who were now losing Spitfires at an alarming rate and needed an immediate response. With the proposed squadron introduction of the new Spitfire Mk.VIII variant still some months away, Supermarine designers had the idea of mating the intended new powerplant for this aircraft, the Rolls Royce Merlin 60 series engine, with existing Spitfire Mk.V airframes already on the production line, a temporary solution which might just buy them the time they needed. The idea was given official approval and the RAF's Emergency Interim Fighter Programme got underway, with the new variant given the designation Spitfire IX, a stop-gap solution which would actually prove to be something of a fighting thoroughbred. In actual fact, this undertaking was not without several rather significant challenges for the team at Supermarine to overcome and but for the severity of the situation in the skies over Europe, may have actually been regarded as too problematic. Attaching the powerful new variant of the Merlin engine to existing Spitfire airframes was fraught with challenges, as the new unit was larger, wider and featured a redesigned rear section, all of which made this far from a simple exchange of engines. Supermarine technicians had to remove all existing systems and connections, design a new engine mount, then replace all fittings with newly upgraded components, all of which were essentially hand built. In fact, it could be argued that many of the first Spitfire Mk.IX fighters were hand built, with each one having an incredible number of man hours devoted to their production. Once test aircraft were passed to the Air Fighting Development Unit and later the Aeroplane & Armament Experimental Establishment for extensive evaluation, it was found that this interim, stop-gap Spitfire was a marked improvement on existing Spitfires in performance terms. What had started as something of a desperate attempt to address a critical situation facing the Royal Air Force would actually result in the service introduction of an exceptional fighting aeroplane and a continuation of the incredible Spitfire story. The Spitfire Mk.IX would go on to be considered so successful that it would become the second most heavily produced variant in the entire production run of the fighter, second only to the Mk.V and if including aircraft powered by the American produced Packard Merlin in this number, actually eclipsed the Mk.V in terms of production number. It would also be the last major Merlin powered variant of the Spitfire, before the introduction of the mighty Griffon. Just one of many Commonwealth airmen who served and fought with great distinction within the Royal Air Force during the Second World War, New Zealander Colin Falkland Gray initially had some difficulty in joining the force, failing twice to do so on medical grounds. Having spent some time improving his fitness levels, he was eventually accepted for a short service commission in the late summer of 1938, but rather than stay and train with the Royal New Zealand Air Force, elected to travel to Britain for his flying training, where he would gain his wings and later graduate as a probationary Pilot Officer in October 1939 without too many difficulties. This proved to be a rather tumultuous period for the Royal Air Force and Europe as a whole, as Britain and her allies were now at war. By the end of the so called Phoney War, Gray was flying Spitfires with No.54 Squadron at Hornchurch, gaining as much operational experience as he could in advance of what seemed certain to be just around the corner, a clash with the all-conquering Luftwaffe. He would make his combat introduction during the Battle of France, flying patrol and fighter support sorties over the areas of Calais and Dunkirk, during which time he would gain both his first combat experience and his first aerial victory. He would go on to see plenty of combat action during the Battle of Britain and by the time No.54 Squadron were withdrawn for rest and replenishment, Gray had amassed an impressive total of at least 14.5 confirmed combat victories, making him the seventh most successful RAF pilot of the battle. With his victory tally continuing to grow, along with a succession of commendations, decorations and promotions, Gray would later take command of No.81 Squadron in the Mediterranean Theatre of Operations at the end of 1942, initially reporting to Gibraltar, where he and the rest of his new unit were to take delivery of their new Spitfire Mk.IX fighters, the first MTO squadron to do so. Operating from several airfields in North Africa, Gray would continue to score victories over his adversaries, which now included the opportunity to pit his flying skills against the fighters of the Regia Aeronautica. During his time serving in the MTO, Gray continued to display exceptional airmanship when in combat and a burning desire to sweep the enemy from the skies. On one occasion, his Spitfire developed engine problems which forced him to abort his position in a sortie and return to his home airfield, but on arrival, found the base had just been shot up by several Focke Wulf fighter bombers. He immediately gave chase, but his engine was not producing its usual power output, so he was unable to catch them, but on transit back to his home airfield, he came across a lone Messerschmitt fighter, which he promptly dispatched. During his time serving in the Mediterranean, Gray would operate from airfields in North Africa, Malta and Sicily in support of the Allied war effort and by the time he returned back to Britain having accepted a staff position with No.9 Group, he had been credited with 27.5 aerial victories, a figure which made him the top scoring New Zealand air ace of the Second World War. Although he would fly operationally before war's end, he would not increase his victory tally further. In its striking desert livery, Gray's Spitfire Mk.IX MA408 proves the old aviation adage that a Spitfire looks good in any colour, however, it has to be said that this one is particularly attractive. Colin Gray used this fighter during Operation Husky, the Allied invasion of Sicily, but was just one of several Spitfires in which he flew and scored victories during his time in the Mediterranean. He and his fellow MTO pilots effectively cleared the skies of Axis aircraft and helped pave the way for eventual Allied victory, both in this Theatre of Operations and further afield. Colin Falkland Gray would retire from the Royal Air Force in early 1961, before returning to his native New Zealand.

Everyone loves a Supermarine Spitfire and there have been plenty in the CORGI range over the years, but this Mk.IXc version features the first USAAF livery on this tooling. This striking design is a historic one, carried today by ‘The Suffolk Spitfire’. The highly detailed design comes with removable undercarriage and rotating propeller, as well as a stand for display purposes. This die-cast model has a limited edition run of only 1,100 units History When the 309th Fighter Squadron of the USAAF 12th Air Force moved to support Allied operations in North Africa, and subsequently on to Sicily and Italy, they took their Spitfire Mk.V fighters with them. However, they received upgraded Mk.IX variants of the Spitfire from April 1943 onwards. These more powerful aircraft was used to provide fighter cover for Allied bombers across the Mediterranean Theatre of Operations, and even to protect earlier variants of the Spitfire which were still operational. This beautifully presented Spitfire was the mount of Lt Robert Connor, who playfully embraced the less-than-flattering nickname squadron mates gave him, by having distinctive artwork painted on the starboard side of his Spitfire. It featured the cartoon character Porky Pig and his Loony Tunes catchphrase ‘That’s All Folks’ in what resembled a slice of white bread. The aircraft carried the name ‘Porky II’ as the pilot was thought to have named an earlier Spitfire Mk.V ‘Porky’, and he had to distinguish between the two. The 309th exchanged their Spitfire Mk.IX fighters for North American P-51B Mustangs in March 1944, but not before writing a particularly interesting chapter in the annals of USAAF chronicles. An aircraft wearing these markings is currently one of the star attractions on the UK airshow circuit, operating as ‘The Suffolk Spitfire’. Resplendent in its unusual USAAF markings, it is one of the most distinctive restored Spitfires flying today.

Constructed as a Mk IXc variant at the famous Castle Bromwich 'Shadow Factory' in early 1944, Supermarine Spitfire ML407 stamped her name in history as the first Allied fighter to claim a Luftwaffe aircraft shot down following the Allied amphibious landings on D-Day. It also boasts an impressive post-war flying career which continues to this day. She flew operationally throughout the final months of the Second World War, serving with six different squadrons of the RAF's 2nd Tactical Air Force and amassing 176 combat sorties and 319 hours of combat flying in the process. She was delivered to No. 485 (New Zealand) Squadron on 29th April 1944, where she became the aircraft assigned to Flying Officer Johnnie Houlton in preparation for operations covering the D-Day landings. No. 485 Squadron moved to operate from RAF Selsey, as this was the closest UK mainland airfield to the landing beaches the squadron's aircraft would have to protect on 6th June 1944. On D-Day, Houlton caught sight of a Junkers Ju-88 attempting to find cover in the clouds, and, having adjusted his new gyroscopic gunsight for a longer distance shot, gave the Luftwaffe aircraft short burst from around 500 yards. The Ju-88 burst into flames and plummeted earthwards, with the crew taking to their parachutes. Houlton and Spitfire ML407 had just become the first Allied pilot/aircraft combination to shoot down an enemy aircraft following the D-Day landings.