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SE.5a Wolseley Viper
INTRO The Royal Aircraft Factory SE.5a is credited with being one of the fastest and deadliest aircraft of World War I. But the story of this 'Spitfire of Great War', as it is sometimes referred to, is not so straightforward. The SE. 5 (Scout Experimental 5) was designed by Henry Folland, John Kenworthy and Frank Goodden as a fighter powered by the new 150hp V8 Hispano-Suiza 8Aa engine. As the rotary engines neared their limitations, in-line liquid cooled engines were supposed to be a more promising way to fly faster and higher. The first prototype of the new fighter made its maiden flight on November 22nd, 1916 and began a somewhat intricate journey from miserable testing to combat proven glory. The new engine was troublesome and the wing design of the plane had glitches. The first two prototypes were lost in crashes, with chief test pilot at the Royal Aircraft Factory and one of the aircraft's designers, Major F. W. Goodden, losing his life on January 28th, 1917. The problems were partly solved thanks to modifications adopted on the third prototype, thus creating the first production variant of the new fighter. The SE.5 entered service with No.56 Sqn RFC, during April 1917. The squadron was home to several famous aces. One of them, Albert Ball, was instrumental in honing the SE.5 into a formidable airplane. The new fighter was received with mixed emotions because of its unusually high seat position, large windscreen and armament layout that was composed of fuselage mounted 0.303 Vickers and upper wing mounted 0.303 Lewis machine guns. Ball, together with his mechanic, worked during the nights to address smaller as well as bigger glitches of the new design and most of the changes they made to the design were adopted for all SE.5s at squadron level. The large windscreen was dispensed with and the pilots lowered their seats to a more normal position. But, they always prayed for good visibility from the cockpit. The changes made by No.56 Sqn were shortly adopted for production. The final few SE.5 aircraft built in July 1917 were fitted with a more powerful 200hp Hispano-Suiza 8Ab engine, effectively setting the SE.5a standard. Production of the SE.5 ended after only 77 examples being built. The SE.5a was then produced in high quantities by six manufacturers: Vickers (2164), Austin Motors (1650), Air Navigation and Engineering Company (560), Wolseley Motors Limited (431), Martinside (258) and Royal Aircraft Factory (200). The American Curtiss Aeroplane and Motor Company built one example, as production of some 1000 aircraft was considered there. The US Army Squadrons of the American Expeditionary Force were among those receiving the SE.5a, and the Curtiss supplies would equip them. But the armistice ended this plan. The SE.5a is frequently compared to another famous WWI fighter, the Sopwith Camel, the last formidable british fighter with a rotary engine. Because of the different engine construction philosophy, the two fighters were very different aircraft. The Camel was highly maneuverable thanks to the centre of gravity pushed very far forward and also because of the sheer inertia of the rotating engine, which made it very fast in a right turn. But the Camel was an unforgiving airplane, dangerous to less experienced pilots. The SE.5a, although very fast, was to the contrary a very stable and forgiving fighter. It was not as agile as the Camel, but still agile enough. And above 10,000 ft it was clearly superior not only to the Camel, but also to most enemy aircraft. Furthermore, the armament of one fixed, fuselage mounted Vickers machine gun, supplemented by a Lewis machine gun affixed to the top of the upper wing made it possible for pilots to attack a high-flying enemy, sneaking up beneath it unobserved. Some pilots questioned this armament arrangement, with two fixed Vickers suggested as a better solution, but early problems with the Constantinesco synchronizing gear spoke against it. In the end, the SE.5 was the first fighter with two machine guns. The Camel entered the field later in 1917. For SE.5a pilots, it was quite easy to pull down the wing mounted Lewis machine gun for reloading, but changing the drum and pushing the weapon back into firing position was a different story. The slipstream could even ram the removed drum into the pilot´s face. But, pilots learned how to get the best from the SE.5a, the best of them leading the way. Apart from the aforementioned Albert Ball, there was, for example, James McCudden, a former sapper and air mechanic, later an ace with 57 kills, who used his skills to optimise the engine of his SE.5a for use in high level solo patrols against high-flying Rumpler observers. While 17,000 ft was the ceiling for the usual SE.5a, McCudden was capable of sorties of up to the 20,000 ft level. Another of the more famous men of the RFC ,Edward C. Mannock, developed tactics which allowed extraction of the best of the SE.5a´s qualities. Hisso and Viper Problems with both supply and reliability of the 200hp Hispano-Suiza (nicknamed 'Hisso') engines troubled the SE.5a throughout its service career. As a result, there were a number of engine modifications installed in the SE.5a, both from the French supplier of the Hispano-Suiza, as well as from the British Wolseley firm, whose engines were usually further developments of Hispano-Suiza designs. With the earlier geared engines, the prop shaft was driven by a reduction gear and the propeller rotated counter clockwise (from the pilots perspective). The later direct drive engines had the propeller rotating clockwise. As Hispano Suiza supplied most of the early engines, the nickname 'Hisso' was used for all the planes with the geared engine, whether it came from Hispano-Suiza or Wolseley. For later production, the more reliable direct drive Wolseley Viper became the standard engine and aircraft so equipped were nicknamed 'Viper', again without distinction between suppliers. After the armistice a great sale of army surplus was held, and many planes were offered to the public, including the SE.5a. The price of one airworthy plane was 5 £, which translates to some 1,500 £ at today's values. Some retired pilots, who never flew the SE.5a during the war, brought one just to make one test flight, returning the plane with a discount. Such was the reputation of the SE.5a, enticing the pilots to try them, even if it did cost them a sizeable amount of money! Many of SE.5as were actually sold and were used in air races and also for 'Sky-Writing' purposes in advertising.
8454 - NAV1
PLASTIC PARTS
A>
C>
82130 A
82130 C
B>
GUNZE C3 RED C62 WHITE C33 FLAT BLACK C81 RUSSET C43 WOOD BROWN C41 RED BROWN C11 LIGHT GULL GRAY C12 OLIVE DRAB C45 SAIL COLOR C309 GREEN Mr. METAL COLOR MC214 DARK IRON MC218 ALUMINIUM MC219 BRASS H3 H11 H12 H33 H37 H47 H51 H52 H85 H309
82130 B
-Parts not for use. -Teile werden nicht verwendet. -Pieces a ne pas utiliser. -Tyto díly nepoužívejte při stavbě. -
ATTENTION
ATTENTION
GB
Carefully read instruction sheet before assembling. When you use glue or paint, do not use near open flame and use in well ventilated room. Keep out of reach of small children. Children must not be allowed to suck any part, or pull vinyl bag over the head.
CZ
Před započetím stavby si pečlivě prostudujte stavební návod. Při používání barev a lepidel pracujte v dobře větrané místnosti. Lepidla ani barvy nepoužívejte v blízkosti otevřeného ohně. Model není určen malým dětem, mohlo by dojít k požití drobných dílů.
D
Vor dem Zusammenbau die Bauanleitung gut durchlesen. Kleber und Farben nicht in der Nähe von offenem Feuer verwenden und für eine ausreichende Belüftung sorgen. Den Bausatz von kleinen Kindern fernhalten. Vermeiden Sie, dass Kinder Bauteile in den Mund nehmen oder sich Plastiktüten über den Kopf ziehen.
F
Iire soigneusement la fiche d´instructions avant d´assembler. Ne pas utiliser de colle ou de peinture à proximité d´une flamme nue, et aérer la piece de temps en temps. Garder hors de portée des enfants en bas âge. Ne pas laisser les enfants mettre en bouche ou sucer les pièces, ou passer un sachet vinyl sur la tete.
INSTRUCTION SIGNS
OPTIONAL VOLBA
2
ACHTUNG
UPOZORNENÍ
BEND OHNOUT
INSTR. SYMBOLY
OPEN HOLE VYVRTAT OTVOR
INSTRUKTION SINNBILDEN
SYMETRICAL ASSEMBLY SYMETRICKÁ MONTÁŽ
REMOVE ODŘÍZNOUT
SYMBOLES
REVERSE SIDE OTOČIT
A
B
B19 H 37 C43
B25
H 47 C41 RED BROWN
B40
decal 25
H 12 C33
WOOD BROWN
C MC218 ALUMINIUM
MC214
FLAT BLACK
DARK IRON
MC214
decal 26 B20
DARK IRON
H 37 C43
MC218
WOOD BROWN
ALUMINIUM
B49
B22 decal 23
H 47 C41
decal 23
RED BROWN
decal 24 B63
decal 30
H 37 C43
decal 31
WOOD BROWN
MC218 ALUMINIUM
MC219
B37
BRASS
decal 24
B36 H 12 C33
H 37 C43
FLAT BLACK
WOOD BROWN
B15
B H 37 C43
B51
WOOD BROWN
decal 25 H 37 C43 WOOD BROWN
C
A
B48
H 37 C43 WOOD BROWN
B45 B33
B8
MC214 DARK IRON
B43
MC214 DARK IRON
MC219 BRASS
B33 H 37 C43
B43
WOOD BROWN
H 37 C43 WOOD BROWN
B52 decal 26
3
D
MC214
step 1
DARK IRON
step 2
B12
MC214 DARK IRON
wire
H 37 C43 WOOD BROWN
MC214 DARK IRON
wire
B53
MC219 BRASS
MC214
B55
DARK IRON
H 47 C41
B44
RED BROWN
MC218
H 37 C43
B55
ALUMINIUM
B12
WOOD BROWN
H 85 C45 SAIL COLOR
A20 MC218 ALUMINIUM
A20 H 37 C43 WOOD BROWN
B8
B33
B53
B12
B25
B22 B63
B19 B20 A20 B43
B43
B33
B49
B48
B55
C5
H 12 C33 FLAT BLACK
decal 26 A9
H 12 C33
OPTIONAL: decals B4 28 27 32 29 32
MC214 DARK IRON
B11 H 37 C43 WOOD BROWN
FLAT BLACK
25
MC219 BRASS
B27 B4 4
H 37 C43 WOOD BROWN
H 37 C43 WOOD BROWN
MC218 ALUMINIUM
MC218
B70
ALUMINIUM
H 37 C43 WOOD BROWN
B39
H 85 C45
MC219 BRASS
SAIL COLOR
MARKING B ONLY
H 37 C43 WOOD BROWN
B3 MC218
A23
ALUMINIUM
H 85 C45 SAIL COLOR
B5 MC218
H 37 C43 WOOD BROWN
B70
ALUMINIUM
B43 MC214
B13
DARK IRON
H 37 C43 WOOD BROWN
D
5
E
B7
B1
B2
B6
B54
MC219 BRASS
H 12 C33 FLAT BLACK
MC219 BRASS
MC218
B34
ALUMINIUM
B46 B46 H 12 C33
MC218 ALUMINIUM
FLAT BLACK
H 12 C33 FLAT BLACK
B69
MC218 ALUMINIUM
B67
F C1 B9 H 47 C41 RED BROWN
MC218 ALUMINIUM
H 37 C43 WOOD BROWN
6
B9
B38
7
E
C9
X
A26
B65
MC218 ALUMINIUM
X H 37 C43 WOOD BROWN
H 85 C45 SAIL COLOR
C10
X
A27
A21
A24 MC218 ALUMINIUM
MC214 DARK IRON
B14
F
X
C6
X
C11
A6
A5
8
9
ALUMINIUM
MC218
B17
MC219
BRASS
B60
H 12 C33
C4
B42
FLAT BLACK
B50
C3
C2 C3 - MARKING
C2 - MARKING
B A
B74
B74 - MARKING
B ONLY
H
G
B32
C7
CAMOUFLAGE COLOR
C8
A18 A12
X
X
A12 B60
A2
B30 B30
G A12
A15
A14
A1
MC214 DARK IRON
A19 A17
A18 A16
H A14 A13
10
J
MARKING
A
A7
A3
A10
A4 A25
MARKING
B
A7
A28
A10
plastic - 1 mm l - 16 mm
A29 A25
plastic - 1 mm l - 16 mm
11
MC218
B29
ALUMINIUM
A12
K
L
12
A12
B35
RUSSET
H 33 C81
B31
ALUMINIUM
MC218
A16
A18
B57
K
B35
H 33 C81 RUSSET
B16
L
BRASS
MC219
B28
J
step 1 A8
MC214 DARK IRON
step 2 A11
13
ONLY
DARK IRON
MC214
B10
A
fill
MARKING
DARK IRON
MC214
B68
B47, B68, B75 - MARKING B ONLY
B47 MC214
RED BROWN
H 47 C41
A22
A22 - MARKING B ONLY
WOOD BROWN
H 37 C43
DARK IRON
WOOD BROWN
H 37 C43
B75
14
C1149, Capt. D. W. Grinnell-Milne, No.56 Squadron, Bethencourt, France, A January 1919 British fighter ace Duncan William Grinnell-Milne was born on August 6th, 1896, in London and at the age of thirteen he joined the ranks of the 5th Battalion Rifle Brigade (Prince Consort’s Own). After the beginning of the war, he was deemed too young for service at the Front, and was left on the island. He was subsequently assigned to the RFC and underwent pilot training. On September 29th, 1915, he received orders that assigned him to No.16 Squadron, RFC. As a member of this unit, he took part in the fighting, but on December 1st, 1916 he was shot down and taken prisoner. He managed to escape in April 1918 and return to the British side of the Front. After that, he was assigned to No.56 Squadron, equipped with the SE.5a. On December 17th, 1918, he was assigned CO of this unit. He had the fuselage of his SE.5a painted red and named it ‘Schweinhund’ as a reference to his time in German captivity.
B F8146, 27th Aero Squadron, United States, 1922 The 27th Aero Squadron was formed on May 8th, 1917 in Texas, and later moved to Toronto, Ontario, Canada to undergo training consistent with RFC norms. The unit arrived in France on March 18th, 1918 and began accumulating combat experience on June 2nd. The unit moved back to the States after the ceasation of hostilities. Between 1919 and 1922, the unit was equipped with the SE.5a and the SE.5e. Later, the unit was redesignated as the 27th Fighter Squadron and operates as such to this day, flying the F-22, as the first unit to reach operation status using the type. Aircraft that were used in the United States had their upper surfaces painted Olive, and the lower surfaces received only a clear coat. The national insignia remained in the same location as the British markings. The white pointed star on a blue background with a red centre was worn by US aircraft from August 1919. The unit insignia appears behind the fuselage markings.
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