Gallic Spitfire

Historical Background

On 15 June 1936, the French Air Ministry promulgated the specifications for a new fighter aircraft. It called for an aircraft with a speed of 500 km/h at 4,000 meters, climb to 8,000 meters in less than 15 minutes and with take-off and landing runs not exceeding 400 meters. It was to be armed with two 7.5mm machineguns and one Hispano-Suiza HS.9 20mm cannon, or two such cannons. The private design firm led by Emile Dewoitine, whose D.513 design was rejected by the Armee de l'Aire in favour of Morane-Saulnier's M.S.406, responded by using a design utilizing the latest construction techniques and the most powerful engine at the time, the 890 hp Hispano-Suiza 12Y-21 liquid-cooled engine. The original design was rejected after the specifications were uprated. The Dewoitine concern revised their design but the nationalisation of the French armaments industry in 1937 and continued changes in the manufacturing programs delayed the work on the aircraft, designated D.520. On 3 April 1938, the Air Ministry rewarded contract No. 513/8 to SNCAM (the state-owned consortium of which Dewoitine is now part of). 

The prototype eventually flew for the first time on 2 October 1938 but only reached 480 km/h while suffering from dangerously high engine temperatures. Further modifications, including changing to a newer -29 engine, three-bladed variable-pitch propeller and incorporating exhaust ejectors, finally allowed the prototype to reach its design speed. Two further prototypes include a larger tail, sliding canopy and longer undercarriage legs. They were also armed with a Hispano-Suiza HS.9 cannon in an engine mount and fired through the propeller spinner and two MAC 1934 7.5mm machine guns (one under each wing) were also fitted. A small tailwheel instead of a skid was fitted to the third prototype. Flight tests were successfully undertaken, resulting in a contract issued in March 1939 for 200 machines, powered by the -31 (later -45) version of the 12Y engine. A contract for additional 600 machine was issued in June but was later reduced to 510 in the following month.

The outbreak of war in September 1939 resulted in a new contract which brought the total order to 1,280 while the Aéronautique Navale ordered another 120. The first production D.520 flew in October 1939. The production aircraft have the rear fuselage extended by 51cm, redesigned engine cowling panels, the curved, one-piece windscreen replaced with one containing an optically flat panel and armour plate behind the pilot's seat. The production-standard armament consist of an engine-mounted Hispano Suiza H.S 404 20mm cannon and four MAC 1934 M39 7.5mm machineguns in the wings. Despite the improvements, the first batch of 520s failed acceptance tests due to insufficient top speed and troublesome cooling. Redesigned compressor intakes and modified cooling pipes improved the latter while propulsive exhaust pipes cured the former. As a result, the type was not declared combat ready until April 1940.

As the aircraft was not operationally ready until the stated time, Group de Chasse I/3, the first unit receiving the D.520, only used them for training. By 10 May 1940, 228 were manufactured but the Air Force only accepted 75, with the rest being sent back to the factory to be retrofitted. Only GC I/3 was fully equipped and on 13 May, they clashed with the Luftwaffe, shooting down one He 111 bomber and three Hs 126 observation aircraft without loss. The rapid fall of France meant that only four more groupes de chasse and three naval escadrilles equipped with the type before France's capitulation. Of the eight units, only GC I/3, II/6 and II/7 and AC1 saw action. Against the Luftwaffe and Regia Aeronautica, the Dewoitines claimed 114 kills (plus 39 probables) while losing 85. By the time of the armistice in June 1940, 437 D.520s had been built with 351 delivered. 165 were evacuated to North Africa while another three escaped to Britain. In April 1941, German authorities allowed the Vichy government to resume production of 1,000 aircraft. As part of the agreement, 550 D.520s were ordered to replace all single-seat fighters in service. The Vichy D.520s were in action against the Allies during the Syrian campaign in June-July 1941 and also against Operation Torch in November 1942.  The aircraft was also used by the Luftwaffe and the Regia Aeronautica.

The Kit

Rather surprisingly (as French WW2 aircraft were rarely kitted by the mainstream manufacturers), Tamiya came up with the kit of the D.520 in 1996 as part of their 1/48 renaissance in the 1990s. There were just 45 parts in dark grey sprue and 5 more in clear styrene. Although obviously some compromises had to be made to ease construction, the level of detail is adequate for the average modeller. Some options are available such as separate canopies and positionable radiator shutter and flaps. There is also an option for a different radio aerial but you have to check your references first before using the alternate aerial. The particular kit used here was the 2011 re-release with new decals and the addition of a Citroen Traction 11CV (to avoid licensing fees, it was simply dubbed 'staff car'). Actually I don't do car models (except for that single 1/24 Mitsubishi Lancer Evolution X) especially in 1/48 but perhaps it could be used as an introductory kit for my son. The alternate radio aerial is now shown to be used for two of the marking options available in the kit. Speaking of which, they are:

1. Adjudant Chef  Bouton, GC II/3 Dauphine, 2 Escadrille , June 1940
2. Adjudant Chef Denis Ponteins, GC II/7, 3 Escadriile, June 1940
3. Sous Leutenant Pierre Le Gloan, GC III/6, 5 Escadrille, Spring 1942

The decals are quite thick however but the red in the French roundel has been corrected (the red was more burgundy in the earlier release). As a matter of interest, the original Tamiya kit also include markings for Le Gloan's earlier plane, aircraft No.277.

Construction

As usual with aircraft kits, work started at the cockpit. And as per my usual style, the parts were painted while still on the tree. The interior was not painted XF-24 Dark Grey as suggested by Tamiya but a custom mix of XF-17 Navy Blue and XF-8 Flat Blue which may or may not match the dark blue of the real aircraft. The seat back was painted XF-49 Khaki while the seat cushion was painted a mix of XF-10 Flat Brown and XF-64 Red Brown (to imitate the colour of leather). There should be an opening at the top corners of the seat, between the frame and the canvas seat back. It should be drilled out but I left them as they were. The instrument panel was painted Flat Black as per the instructions. The decals were then applied on the instrument panel and they fit nicely over the raised detail, especially after receiving a dash of Mr Mark Softer. The completed cockpit was then sandwiched betwen the two fuselage halves

Although Tamiya instructed the modeller to cement the exhaust manifolds at this time, I left them off as it might complicate matters during painting. The wing halves were cemented with no problems encountered. Some care had to be taken when fitting the wing to the fuselage to avoid gaps, especially towards the rear (a tiny gap did appear at the rear joint but easily filled with super glue). The flaps, which can be positioned in the down or up positions (cut off the tabs if you want them in the 'up' position) were left off at this time as I wanted them in the 'down' position. The tailplanes fit without any issues. The lower nose fairing however did not fit well, resulting in gaps at the wheel well and on one side of the fuselage. The radiator fairing was assembled, the grilles painted first with Mr Color Silver and then cemented to the fuselage. Finally the nose was cemented. I couldn't find the supplied poly cap; thankfully I still have leftovers from previous Tamiya kits and found one which matched the slot.

Painting and Decalling

Before painting can be done, the choice of markings has to be made beforehand. All three are interesting but I was quickly drawn by the Armee de l'Aire de Armistice's garish red and yellow stripes on Leutnant Le Gloan's plane. I was also intrigued by the story of the pilot, who fought for both the Allies and the Axis. He joined the service in 1931 and at the outbreak of war, he served in GC III/6, flying Morane-Saulnier M.S.406 fighters. He shot down his first victory, a Dornier Do 17P on 23 November 1939. He shot down three more enemy aircraft (another Do 17P and two Heinkel He 111) before the squadron re-equipped with D.520s and moved to Southern France. On  13 June, Le Gloan shot down two Italian BR.20 bombers, achieving 'ace' status. Two days later he shot down four Italian CR.42 fighters and another BR.20. GC III/6 was later withdrawn to Algiers and following the fall of France, the unit became subordinated to the Vichy government.

In May 1941, the squadron was transferred to Syria. On 8 June 1941, he shot down his first Allied fighter, a Hawker Hurricane. By 5 July, he had claimed five Hurricanes and a Gloster Gladiator and thus can claim a unique record of becoming an ace for both sides. GC III/6 was then withdrawn back to Algiers. Following Operation Torch, French forces in North Africa returned to the Allied fold. GC III/6 the re-equiped with P-39 Airacobras and it was in this aircraft that Le Gloan met his end on 11 September 1943. The engine of the Airacobra malfunctioned at Le Gloan tried to make a wheels-up emergency landing. However being used to external tank-less French fighters, he probably forgot the drop tank of the aircraft which should be jettisoned before landing. The remaining fuel in the tank exploded, destroying the aircraft and killing Le Gloan instantly. He was just 33.

The model was painted according to Tamiya's instructions. The lower parts were painted a mix of 2 parts XF-25 Light Sea Grey and 1 part XF-2 Flat White. The grey portion of the upper parts were painted an equal mix of XF-25 and XF-23 Light Blue (the original release of the kit has a mix of 1 part XF-18 Medium Blue and 3 parts XF-53 Medium Grey). The green was a mixture of 2 parts XF-49 Khaki and 1 part XF-5 Flat Green while brown was straight XF-10 Flat Brown. The yellow nose cowl, spinner and rear fuselage present a challenge as with white, yellow is not an easy colour to apply and require several layers to make it opaque. I originally wanted to have a richer, deeper yellow by adding a bit of red but I decided to go for straight XF-3 Flat Yellow. The decals were then applied. They are quite thick and a number of decals broke over raised details. The decals for the tail required some cutting to position it accurately. The fuselage chevron tricolor stripe and the bottom red stripe were made as a single piece of decal. This may cause problem during application and I therefore cut it into three pieces for an easier handling. And as I was half-asleep by the time I did it, I read the instructions wrongly and have the upper left wing ID stripe at a shallower angle than it should be. By the time I realised the error, the decal can no longer be moved. Stupid boy!

Finishing

With a kit this simple, there wasn't really much to do at this stage. The landing gear however needed some trimming to the fairing and to the top of the gear itself so they can fit properly into the well. The aerials at the top and the bottom of the fuselage was cemented and so while the flaps were then permanently cemented into place. The torn areas of the decals were touched up using Tamiya paints (X-14 Sky Blue, XF-2 Flat White and a mix of X-7 Red and XF-3 Flat Yellow). The model then received panel line enhancement using AK Interactive Paneliner solution with thicker application being done on the borders of the control surfaces. The exhaust manifolds were painted Burnt Iron and afterwards Tamiya Weathering master 'Rust' was applied onto them. Tamiya Weathering Master 'Soot' was then applied on the fuselage to represent exhaust deposits and also propellant residue near the gun openings. Finally, an overcoat of Flat Clear was sprayed, finishing the build.

Conclusion

Tamiya's kit of the 'French Spitfire' is another prime example of Tamiya philosophy of having simple to build yet having great details (OK not that great but highly acceptable, except maybe for the cockpit and the landing gear). Even though a few problems arose during construction, in general the parts were very well-moulded and engineered. The subject matter is also welcomed as like French early war armour, there aren't that many choices and types kitted by mainstream manufacturers. As for the Citroen, it went into my to-be-build stash.