The Fiat G.55 Centauro fighter was designed by Giuseppe Gabrielli at the Fiat factory in 1942 and flown in the spring of the same year (April 30). The plane was to be a response to the demand for an interceptor capable of operating at high altitudes, which was dictated by the increasing intensity of Allied air raids on Italian cities and military infrastructure. A total of 130 copies of this machine were produced. Most Fiats G.55 were stationed in bases in northern Italy, from which they defended industrial plants located in these regions. The G.55 fighters were very highly rated by the pilots who considered them superior to the German Bf 109s G and K versions, and the Focke-Wulf Fw 190A. Unfortunately, due to the bombing of Fiat factories and problems with the supply of a sufficient number of Daimler Benz 603 engines, the production of the aircraft was stopped. Published in Kagero’s renowned Top Drawings series for modellers and military historians, this volume details size=2 color="#333333"> the history of the Fiat G.55 Centauro fighter and includes size=2>10 quality colour profiles and drawings in scale. color="#333333">

The Bristol Blenheim was one of the most popular British aircraft at the beginning of World War II. It was a very versatile and modifiable machine, and therefore typical bomber, reconnaissance, and fighter (including night) versions were created. The first mass-produced version was the Mk I, which featured a richly glazed nose part of the fuselage. The most common version in the air force of several countries was the Mk IV, in which the glass nose of the aircraft was extended so that the bombardier could lie freely in a special cradle during targeting. The nose of the fuselage had an asymmetrical “dent” on the left side of the fuselage (in its upper part), providing better visibility for the pilot sitting in a separate cockpit. This version also had more powerful engines and a longer range, but slightly lower speed and ceiling.

Yakovlev Yak-3 is considered one of the best World War 2 fighters, invariably praised by those who flew it in combat for its remarkable performance. The Germans also treated it with respect, which is perhaps best illustrated by Generalleutnant Walter Schwabedissen's remark: The Yak-3 was a tough nut to crack for our pilots. It outperformed our machines in speed, maneuverability and rate of climb. The emergence of the Yak-3 was a compromise between the need to improve the Yak-1's characteristics, and the limitations of Soviet aircraft industry with its outdated technologies. The basic design concept took those shortcomings into account, which allowed a rapid launch of mass production of this inexpensive fighter. This in turn provided frontline units with timely deliveries of new equipment to recoup combat losses. The key to Yak-3's success was not due to the use of a new powerplant (in those days hard to come by in the USSR), but rather the superior performance of the M-105PF engine, which resulted in a five percent increase in power output. In combination with some serious weight shedding, the Yak-3 had a significantly better performance than the Yak-1. At altitudes up to 5,000m (which is where most of the air combat over Eastern Front took place), Yak-3 outperformed both the Bf-109 and Fw-190 in rate of climb and maneuverability. Unlike the Yak-1, the new fighter could also stay with the enemy in a dive.