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All About the Bays

Before leaving Most, we washed our company van, nicknamed Mayer. Our colleagues did not hand it over to us in a completely presentable condition.


Text: Vladimír Šulc


Don’t panic people, I am not going into detailed descriptions surrounding the Battle of the Bay of Biscay, Danzig Bay or even the Bay of Pigs. They’re not the type of Bays I have in mind. I am more geared towards a good discussion of the wheel bays of our new 48th scale P-51B Mustang.

 The 3D design of our P-51B Mustang in 1:48th was led by our chief designer Stan Archman who worked on it together with designers Tomáš Fikar and Robert Theiner. The construction was completed at the beginning of last summer, and the files were transferred over to our technologists, elevating the project to the next stage, allowing Stan to focus his attention on the P-40 Warhawk project. Part of the preparation included scanning several aircraft in Texas, which we combined with our trip to the IPMS USA Nationals in San Marcos. This is a town located just north of San Antonio. The first USS Texas, an ironclad of 1892, was renamed the San Marcos in 1911 to allow her original name to be used for the new USS Texas, a New York-class battleship that survives to this day and was in for repairs at the Galveston docks at the time of our visit. The first USS Texas, already under the name USS San Marcos, ended up worse, shot up as a practice target on the shoal of Theang Strait in Chasepeake Bay, but I already wrote about that once. Interestingly, a significant moment in the development of our 48th scale P-51B project occurred at San Marcos.

 Stan was showing off a 3D model of the Mustang in San Marcos, and on that occasion he learned from one of the modelers, John Ferdico, that his wheel well design suffered a major flaw. He had based it around the well of the P-51A, or rather all Mustangs with the Alison engine. But the P-51B did not have wheel bays like the P-51A, in fact having more in common with the wells of the P-51D, though not being idential. It basically comes down to the engine. The hoses leading from the radiator to the engine are routed lower on the Alison powered aircraft than those using the Packard Merlin, where they were higher up, closer to the ceiling of the wheel bay. Thus, it was clear that we had a problem and that we needed to find documentation for the P-51B wheel wells. Not that we didn't have such documentation before, but our sources featured P-51A bays. Getting photos and drawings of the right bay was not easy, but thanks to John Ferdic, Ed Mautner, Billy Crisler and Brian Niklas, we got access to some during September. And so, shortly after E-day, Stan was able to begin the redesign of those damn wheel wells.

 But another complication arose. As the work on tooling up progressed, the time for the redesign of the wells began to get away from us a bit. If we were to complete the entire project by April and officially release the first kit of the new Mustang in May, the tooling for the last mold, the one incorporating the parts of the protagonist of this essay, the wheel well, had to be finished by October. The basic prerequisite for meeting this deadline was the completion of the redesign in the first week of October. And that was exactly the time we were scheduled to travel to Italy. There we needed to see another P-40, in this case a P-40F, and above all, we had an appointment to scan a Macchi C.205 at the Leonardo factory near Varese, a visit to the museum in Vigna di Valle, where they also have other Macchi fighters, and we were supposed to end the Italian part of the trip at a local model exhibit in Bergamo. It was practically impossible to cancel the trip.

 Stan decided to work on the redesign during the course of the trip. He bought a 12V voltage converter for the car's electrical system to 220V, which is needed to power his laptop. We loaded the scanner, boxes of kits needed for the exhibition, our luggage and a supply of coffee, and the team of Vladimír Šulc, Jakub Nademlejnský and Stanislav Archman headed out on the first leg of our trip, Cheb-Munich-Bregenz-Vaduz-Varese. From the driver's point of view, the first part of the journey from Most to the German border beyond Cheb went smoothly, only strange mouse clicks and dark cursing could be heard from the back of the car. Before Regensburg, however, the situation calmed down, and during a break in Vadus, Stan looked relatively optimistic, and it seemed that the well would acquire the right proportions during the journey, but a wrench was occasionally thrown into the mix. For example, he reduced the sensitivity of the mouse to the lowest possible level, because hitting an icon while moving the mouse inside of a moving car, noting that the Siemens NX program utilizes such icons, is really a very difficult activity. We normal non-designers do not notice the tiny vibrations driving can generate or how relevant they can be in such an endeavor. Another problem was unexpected braking, because he didn't have the laptop fixed to anything, and it had a tendency to drift away uncontrollably when braking. The laptop also had a tendency to heat up significantly, another thing that one doesn't fully realize when working with a laptop normally.

Standa Archman constructing. 

Standa Archman after work at the hotel in Varese.

A nice four-hour traffic jam on the way to Bergamo. 

A cement truck overturned across the highway, stranding both directions until the spilled load was removed. 

Jakub Nademlejnsky in CH-47 Chinook in Volandia.

The author at an artistic pizza in Varese. 

Landing gear bay for P-51A

Landing gear bay for P-51B/C


 During the trip, we received word that the C.205 scan was being moved up by a day. So we extended our stay in Varese, which wasn't exactly easy because there was some apparently important cycling event going on in Varese the next day and the hotel was full of racers, coaches and service team members. We used the extra free day to visit the Volandia Museum on the grounds of the former Caproni factory near Milan’s Malpensa Airport and the town of Stresa on Lake Maggiore, where I completed one matter that I had not managed to during my stay in Stresa two years earlier. Stan did not go with us. He stayed at the hotel and worked on his wheel bay design. Unfortunately, at that time his new design team, we can call it the ‘P-40 Operational Group’, was already starting the design of the 3D model of the P-40E, and they urgently needed to go over some things. This took up four hours, so after Jakub and I returned from Stresa, the well was still not finished. So we went to dinner. We placed our faith in a ‘modernist’ pizzeria with design-oriented types of pizza whose names none of us have ever heard before and will probably never hear again. Colleagues didn't like their pizzas, and I forgot what I actually had on mine. There were definitely anchovies, and even got extras in a can. There are always crossroads of decisions with any design stuff. Truth is, the box, with only two anchovies left in it, looked a bit like the wheel well of the Mustang in Stan’s background photos. Actually, the thing resembled the wheel well of a Mustang whose oil cooler had been shredded by flak while strafing somewhere over Germany. But that also could have been the wine. In any case, we still didn't have our well and time was running out.

The Volandia Museum is built on the site of the Caproni factory, founded in 1910. 

The Ansaldo SVA 5 in Volandia is a scaled-down replica (90%), built by Professor Antonio Angelucci in 2001. It was built after the original, machine serial number 11721, which is in the collections of the museum in Vigna di Valle. This exhibit has been in Volandia since July 2022, when it was donated to the museum by Professor Angelucci's son Giuseppe.

The Savoia-Marchetti S.55 flying boat is of great importance to Italian aviation not only because of its unique design (it was a flying catamaran), but especially because of the long-distance flights that the crews of these machines undertook both alone and in large groups. The first of such flights was the "flight of the four continents", in which Colonel Francesco de Pinedo and his crew flew across Africa to South America, from there to the USA and back to Europe via Canada. The route of the flight was 46 960 km long. This was followed by flights of large aircraft formations, led by Marshal Balbo. The first flight across the Mediterranean (25 May - 2 June 1928) involved 61 flying boats, 10 of which were of the S.55 type. These were later followed up by Balbo's transatlantic flights, the first of which was a flight of 14 S.55s in 1930. S. 55A, crewed by Umberto Maddalena and Stefano Cagna, made a significant contribution to the rescue of General Umberto Nobile's expedition that was wrecked in the Arctic in the summer of 1928. The exhibit in Volandia is a 1:1 scale replica that is still being worked on.

We have already met a Macchi C.205 in Volandia. In this case it is a fiberglass replica. 

Jakub Nademlejnsky got some additional data about SF-260 for our colleagues at Special Hobby.


 The next day, October 4th, the Macchi C.205 Veltro was scanned. A beautifully restored example stands in the entrance hall of the administrative building at Leonardo, formerly Aermacchi, on the outskirts of Venegono Superiore. The machine is repaired to essentially an airworthy condition, but it is evidently not expected to ever fly again. Aermacchi owned an airworthy Veltro that was severely damaged in a crash. The crash damage prevented the machine from being repaired to airworthy condition again, so it was refurbished for static display purposes for the museum, and the company traded it with the National Technical Museum of Milan (Museo nazionale scienza e technologia Leonardo da Vinci) for another Veltro that was in good airworthy condition.

 However, after the repair work was complete at Aermacchi, the management of the company did not allow any further flying, given the rare nature of the specimen, and the Veltro ended up in the entrance of the administration building, where we spent a good half day with it. We scanned the critical parts, which is the usual procedure, because it doesn't make sense for us to scan the entire plane. We do the main part of the design work of the basic 3D model according to drawings, but we verify the shapes of critical parts, such as the nose, tail section, wing-fuselage transition, wingtip shapes and wheel wells according to the data obtained by scanning. We use the scanner in the next stages of the development of the kit, especially when checking the finished mold, when we scan the mold and compare the shape of the parts with the 3D pattern model. The introduction of this method saves us tens to lower hundreds of working hours that we used previously for necessary fine tuning. The scan, interrupted by lunch in the cafeteria and carried out with the enthusiastic interest of the local staff, did not finish until after four in the afternoon, we said goodbye to our hosts and set off south to the Piana delle Orme area near Anzio.

 Since we were leaving Venogona Superiore after four in the afternoon and had almost 750 kilometers to go, it was clear to us that we weren't going to arrive at our hotel at any decent hour before midnight, and we didn't.. But the administrator was kind to us. Stan, who had been designing very responsibly even during this leg of the journey, declared that he wanted to live in a single room by himself and that he would continue to do the work at hand, because tomorrow, which at that moment meant today, our technologists needed to have the design in their computers. Otherwise, there would be a problem in meeting the time schedule. In the morning at breakfast it was clear that he had really been plugging away through the night. At breakfast, Stan reported that he uploaded the files to the company network at half past four in the morning.

In the lobby of Leonardo's office building is, of course, the original Macchi C. 205V. Working on such a machine is a sheer joy!

The Veltro has beautifully detailed workmanship. 

A good old measure tools always comes in handy when working on such a project. 

The undercarriage legs are articulated parts with lots of fine details. They are always a challenge for the designer.

The Mustang's undercarriage shaft design was a walk in the park compared to the Veltro shaft.


 A P-40L was waiting for us at the museum in Piana delle Orme. We didn't do any scanning there, we just needed to take a good look at the nose and compare it to the nose of the P-40E and N. It's all about the engine; as you know, the P-40F and L had a Packard Merlin engine, versus the Alison engine that powered the other P-40s. So we assumed that there would be a different cowling on the F/L and we needed to verify that. The museum at Pianna delle Orme is dedicated to the history of the Allied landings at Anzio, but also has a section dedicated to the development of agricultural technology and a section dedicated to post-war aviation with a large proportion of aircraft of the Italian Financial Guard (Guardia di Finanza), an armed branch in Italy with significant air and naval assets. The exhibits dedicated to the Anzio landings are interestingly designed as dioramas and contain a number of significant exhibits, of which we were, of course, particularly interested in the aforementioned P-40L. It is also displayed as part of a diorama. This is a wreck recovered from the sea in very good condition.

 A P-40L-15CU, Serial Number 42-10857, coded X49, belonging to the 86th FS/ 79th FG (12th AF) and named ‘Gipsy Rose Lee’, landed due to engine failure on the beach at Capoportiere on January 31st, 1944. The pilot Lt.M.Mauritz was captured. The aircraft lay in the sea off the coast for decades, was recovered in 1998, and today it is the only preserved example of a P-40L.

The exhibitions in the Piana delle Orme museum are designed as large dioramas. Such is the case for  the halls dedicated to the Anzio landings. 

The diorama also incorporates the P-40L. A P-40L-15CU, serial number 42-10857, with tactical designation X49, belonging to the 86th FS/ 79th FG (12th AF), named "Gipsy Rose Lee," landed for engine failure on the beach at Capoportiere on 31 January 1944. The pilot, Lt. M. Mauritz was captured. The aircraft laid in the sea off the coast for many decades. In 1998 it was recovered from the sea, and is now the only surviving example of the P-40L. 

The outdoor display features aircraft of the post-war Italian Air Force. The aircraft are in very good condition, this licensed Fiat F-86K Sabre serial number MM53-8299 is beautifully restored. Before becoming a museum exhibit, it served for many years as a gate guard at Milano-Bergamo Orio Airport.

Lockheed PV-2 Harpoon, serial number MM80074, ex US NAVY N7486C, is apparently the only surviving Harpoon in museums outside the United States. 

The outdoor exhibit includes a collection of machines from the Italian Financial Guard, Guardia di Finanza. This Piaggio P-166 visited Prague on October 17, 2007. As an owner and rider of a Piaggio scooter, I have a personal relationship with this brand!

Also from the Financial Guard is this Breda-Nardi NH-500MC licensed helicopter. Another machine of the same type and in the same colouring, but of course with a different fuselage marking, is in the collections of the Volandia Museum.


 From Pianna delle Orme, we moved 120 kilometers north to the edge of the town of Vigna di Valle on the shores of Lake Lago di Braciano, to the Museum of the History of Military Aviation (Museo storico dell` Aeronautica Militare di Vigna di Valle).

Here too, we were interested in Macchi fighters, and this museum boasts all three main types of Macchi series fighters, the C.200, C.202 and C.205. In the case of these exhibits, there is some doubt about their 100% authenticity, while in the case of C.205 these doubts are certainly justified. Our plan for this summer's trip to the United States is to scan critical parts of C.200 and C.202s in American museums. There’s a C.200 in Dayton, Ohio, and a C.202 at the NASM in Washington, DC. For many years it hung in a museum building in the city, near the National Mall, and is currently scheduled to be dismantled at Steven F. Udwar-Házy at Dulles Airport in Chantilly. We are already very familiar with this facility.

 In any case, the museum in Vigna di Valle is worth a visit regardless of the condition of the machines mentioned above. After all, you wouldn't know anything was wrong with them as a regular visitor anyway, the planes are very nicely restored and in excellent condition. However, I am sure that as modelers, you would suspect this in our kits, especially if you were given the necessary information by an expert taken at his word, and that word may even be given prior to a kit release, as it often is.

 The C.200-205 series fighters are not the only Macchi aircraft in Vigna di Valle. They have this stunning collection of three Macchi M.39, M.57 and M.72 floatplanes racers. These are wonderful machines, built for the then famous Schneider Cup. On October 23rd, 1934, pilot Francesco Agello set a world record of 709.209 km/h in an M.72 with two counter-rotating propellers and powered by a twenty-four-cylinder Fiat AS.6 engine with an output of 2,300hp. However, the maximum speed of this machine is stated to be 711.426 km/h! These Macchi birds aren't the only seaplanes in the museum, after all the museum is built on the grounds of a former seaplane base. Here you will also find another Fiat C.29 racer, as well as a huge three-engine Cant Z.206 and a wonderful Austro-Hungarian Lohner L-1, which can be taken as one of the themes in Vigna di Valle with a Czech or Czechoslovak connection.

 Another such item is a replica of the gondola of the airship Italia, which in 1928 under the command of Umberto Nobile set out on a journey to the North Pole, only to be wrecked in a storm on May 25th, 1928, about 100 km north of Northeast Land, one of the islands of the Svalbard archipelago. Of the sixteen crew members, eight people were saved during a dramatic rescue operation in which the famous Norwegian polar explorer Roald Amundsen disappeared without a trace, along with the operation’s commander Umberto Nobile, his dog and the mascot of the expedition, a Fox Terrier named Titina and the Czech scientist František Běhounk. I was mesmerized by Běhounk's book ‘Castaways of the Polar Sea’ as a boy and I wanted to be a polar explorer, which I was later somewhat introduced to by the Italian-Soviet film ‘Red Tent’ from 1969, with Peter Finch in the role of Nobile and Sean Connery in the role of Amundsen. My later experiences with winter maneuvers in Šumava during my military service were completely brought out. In Vigna di Valle, they also have a documentation center of this fascinating story of human courage, the desire for knowledge and sacrifice to save human lives, where various remains of Nobile's expedition, his personal library and archives, are stored. We didn't have time to do that, and you can only go there after prior ordering, so I have to go there at least once more.

 The third, but this time Czechoslovak or, more precisely, Slovak connection, is the Caproni Ca-3 three-engine bomber. One of the founders of the first Czechoslovak Republic, a Slovak scientist, aviator and the first Minister of Defense of the newly formed Czechoslovakia, General Milan Rastislav Štefánik, died on this type of aircraft while returning to his homeland. They don't mention this much in Vigna di Valle, and if they do, I missed it. But even so, this exhibit has an incredible history behind it. This machine, a survivor of World War I, was bought after its retirement by its pilot Casimiro Buttini, reportedly for 30,000 lire, stored in a barn, from where it was purchased by the Italian Air Force for museum purposes in 1958. I confess at this point that this plane is one of my all time favorites. I've admired it like a ravenous cat several times in Dayton, Ohio, and I'll be gazing into its gorgeous eyes again this year, and we've even started designing it as a kit at Eduard. The design is in progress but momentarily hidden in a drawer with our designer Karel Mišák.

 And there are so many more treasures to explore, including such one-of-a-kind pieces as Italy's first Caproni-Campini jet from 1942 or the SPADA engine that killed Francesco Barraca, and they also have a Fiat CR-32, which is another aviation love of mine. As you can see, I am a multiple bigamist when it comes to airplanes, and as I see now, many of my loves are Italian ladies. I strangely didn't realize that before. Either way, I have plenty of reasons to keep coming back to Vigna di Valle, and I highly recommend you all go there when the opportunity presents itself in your own travels. Take a look at the photo gallery for inspiration.

 From Vigna di Valle we left for Viterbo for the evening, we slept in the small historic town of San Martino al Cimino, and the next day we passed through Viterbo, another historical gem of Bagnoregio and one absolutely perfect four-hour Italian traffic jam, caused by a cement truck overturned all along the highway, tarriving in Bergamo shortly before midnight. Stand had stopped his design work by then, the wheel bay was already in the possession of and being worked by technologist Venca Pospíšil, and Stan was able to use his technological skills to track down the owner of our room, who only left an angry message on the doorbell saying that he only accepts guests until 5:00 p.m. This was also successful, the angry lodger turned out to be a very friendly piano teacher who devotedly took care of us for the rest of our stay in Bergamo.

 The modeling competition was small but nice. The Italian modelers gave us a warm and friendly welcome, and the closing party with them and a local mountain band is unforgettable and indescribable. If you want to experience it, go to the competition in Bergamo in October, and when you're gluing the wheel well into your new Mustang, put on some Italian classics, preferably Bella Ciao by Goran Bregovic or some Pavarotti!

The Lohner L-1 is associated with the most successful Austro-Hungarian naval aviator Gotfried von Banfield, who scored 6 kills in a Lohner L-1 with fuselage designation L16. The machine in the museum in Vigna di Valle, with the fuselage designation L127, reached Italy on 3 June 1918 after the defection of its two-man crew, which landed in the port of Fano. The machine is very well preserved, having undergone a complete refurbishment in 1988.  A total of 93 aircraft of this type were built, the L127 being one of 24 produced in Hungary by UFAG. 

The Caproni Ca-3 heavy three-engined bomber on display at Vigna di Valle was purchased by its pilot, Casimiro Buttini, after his retirement from the Italian Air Force, reportedly for 30 000 lire and stored in his barn, from where it was bought by the Italian Air Force for museum purposes in 1958. Another original piece of this type is in the USAF museum at Wright-Patterson AFB in Dayton, Ohio, and a replica, built at the Aircraft Repair Shop in Trencin, is on display at the museum in Piešt'any, Slovakia.

The Hispano-Suisa 8a engine from SPAD VII, which was used to kill the most successful Italian fighter of WWI, Francesco Barraca. 

Collection of Macchi M racing seaplanes M.39, M.57 and M.72

The Macchi M.72 reached a top speed of 711.426 km/h. 

The Fiat CR-32 Chirri on display at Vigna di Valle is a Hispano HA-132L built in Spain.

Fiat CR-42 Falco

The Macchi C.200 Saetta will be of great interest to us again this summer at the USAF Museum in Dayton, Ohio. 

We will be equally interested in the Macchi C.202 Folgore at the Steven F. Udwar Hazy Center in Washington DC.

 Macchi C.205 Veltro in Vigna di Valle is not completely restored. For example, both wing halves have the same span. In fact, each half of the wing of C.205 had a different span. It was a solution to eliminate the effect of propeller torque, a characteristic of Macchi's C.200/202/205 series fighters.

Fiat G.55 Centauro

The CANT Z-506S Airone makes a monumental impression in the museum display. This multi-purpose seaplane, introduced in 1935, lasted in service for almost a quarter of a century despite its wooden construction, the last examples being retired from service in 1959. 

Savoia-Marchetti S.79 Sparviero  unfortunately blends  in the display due to its all-green paint. 

Vigna di Valle also has a very valuable collection of jet aircraft.

And also helicopters. 

Not to be missed is the perhaps ubiquitous SF-260 in Italy.

A view of the Badoni hangar. Behind the Macchi C.205 and C.202 is the three-engined Fiat G.212 transport.

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The article comes from the issue 04/2024

Info EDUARD 04/2024, All About the Bays
Info EDUARD 04/2024, Page 15
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04/2024
Info EDUARD 04/2024

Good evening, dear Friends, We've had a hectic March. I understand that it might not seem that way to you, but every bar looks different from the dining room than it does from the kitchen. In order for the view from the dining room, in other words, from you, the customers, to be positive, the staff in the kitchen (us), has little choice but to be very busy. So, hectic is good.

4/1/2024

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