A training aircraft for all services

Welcome to this latest edition of our Workbench blog and all the news, updates and modelling exclusives from the fascinating world of Airfix. 

We have another bumper edition awaiting your inspection this weekend, with our usual selection of exclusive imagery and the very latest updates from some of the most anticipated new model kit projects in the hobby. Our lead feature for this edition places the blog spotlight once more on our new 1/48th scale de Havilland Chipmunk T.10, as we take a look at the FOUR scheme options which will be included with the release of this much anticipated new kit. We will be following this up with our latest exclusive box artwork reveal, one which is a stunning representation of arguably the most feared aircraft from the early stages of WWII, before again going on to cover the scheme options to be included with this particular kit. As promised in our previous edition, we will be bringing you the built sample images from our new Quickbuild F-35B Lightning II which were not available in time for inclusion last time, but which show why this is destined to be one of our most popular models in the years to come, before ending with another reader supplied feature. We have much to get through, so let’s make a start straight away.

Flying without the fuss

Following the January announcement of our new 1/48th scale de Havilland Chipmunk T.10 kit, if we had any concerns about returning to the subject of classic training aeroplanes, as opposed to the more usual warplane subject matter Airfix is famous for, these were quickly evaporated and we needn’t have worried. Proving the overwhelming popularity of an aircraft which may have made its first flight back in May 1946, but is still a regular sight at airfields all over the world, news of our decision to produce this famous old aeroplane in kit form caused quite a hobby stir and has left many people looking forward to adding this to their summer build schedule. The ideal follow up to our successful Tiger Moth release, this tandem two seat monoplane trainer incorporated numerous design and technological advances over its predecessor, whilst also retaining many of the tried and trusted design philosophies which made it such an important wartime aircraft. Central to the success of both aircraft was the fact that both were simple to maintain and relatively forgiving to fly, whilst at the same time being extremely reliable - for the type of work they would be required to do, it was essential that they should be in the air earning their keep, whenever their services were called upon.

Having the distinction of being the first aircraft type designed and built by de Havilland Canada, the first Chipmunk took to the skies in May 1946 and almost immediately gained interest from the military. By April 1948, the Royal Canadian Air Force had taken delivery of their first Chipmunk, but they were not the only ones admiring the qualities of this extremely capable aeroplane. The vast majority of the 1,283 de Havilland Chipmunks built would be manufactured under licence in the UK, in factories at Hatfield and Chester, with around 735 of these going on to see service with the Royal Air Force, again as the direct replacement for the venerable old Tiger Moth. In RAF service, the British built machines were known as the de Havilland Chipmunk Mk.10 and they would go on to provide basic flight training support for thousands of future military aviators, in addition to providing air experience opportunities for many more as part of the University Air Squadron organisation.

A computer rendered 3D representation of the new 1/48th scale de Havilland Chipmunk, a classic training aeroplane which will be joining the Airfix ranks a little later in the year  

Highlighting the strength of its design, the Chipmunk is still a regular sight in British skies and its viewed as a relatively cheap and extremely reliable way for groups or individuals to own and operate an aeroplane which possesses military credentials. Indeed, at the beginning of 2017, it was estimated that 118 de Havilland Chipmunks were on the British civil register and if not all of these were classed as airworthy at that time, they were probably well on the way to being so. It is also of interest to note that aircraft operated by the Battle of Britain Memorial Flight and the Fly Navy Heritage Trust are still in service and working hard to maintain the currency of pilots flying many of the historic aircraft under their charge, the same task for which the Chipmunk was initially designed more than 75 years ago.

For an aircraft which possesses such a rich heritage as this, it is perhaps understandable that the announcement of this new Airfix kit was met with such overwhelmingly positive feedback and how it was welcomed as an extremely valuable addition to the range. We are delighted to now be in a position to bring you the latest update from this highly anticipated new kit, by confirming details of the four fascinating scheme options which will accompany the initial release.

Scheme A - DHC Chipmunk T.10 WB585/28 (G-AOSY), in the colours of No.2 Flying Training School, restored by Vintage Fabrics Ltd, Audley End Airfield, Saffron Walden, Essex, England 2020.

The first scheme option to be offered with the release of our new 1/48th scale de Havilland Chipmunk kit is something of a classic and an aircraft which will now be forever linked with this latest new tooling project. Providing our Senior Product Designer Matt with a wealth of vital information at the outset of this project, WB585 was the restored example of the Chipmunk were fortunate enough to be able to scan prior to the design phase of the new kit, thanks to the kind permission of the aircraft’s owner. With grateful thanks to Clive Denney, an expert in all things Chipmunk and the man who restored this beautiful aircraft back to its RAF service configuration (and carried out its first post restoration flight), we were allowed to attend his Vintage Fabrics business premises and conduct a detailed LIDAR scan of the aircraft. With the hangar being an extremely busy place in the world of historic aviation, the Chipmunk had been positioned with as much space around it as could be spared, so the scan could be as accurate and unobstructed as possible and whilst this was very much appreciated, the scanning technology we use actually obtains so much information that it would have been able to pick up everything inside the entire hangar that could not escape the attentions of its inquisitive laser scanner beam. Thankfully, the scanning professionals we use are expert in cleaning up the data files their equipment captures, providing our designers with the actual scan data they will need in support of their latest new tooling project and none of the hangar ‘extras’.

The fact that these scans are so detailed can be both a blessing and a curse for our designers and requires quite an amount of prior research, in addition to discussing the aircraft’s history with its current owners. The LIDAR equipment is so effective that it will pick up every detail of the aircraft’s construction, including any non-standard equipment added to the aircraft over the years, or if it had previously suffered damage and had to be restored with panels from another aircraft of had parts specially fabricated. If we are intending to produce an aircraft from a particular period in time, existing aircraft may have been subject to updating in the years after that period, especially if they are still flying and have had more modern equipment added - this could be as simple as mirrors and aerials, but they all have to be noted and accounted for. In the case of a museum exhibit, in order to make the aircraft suitable for display, any missing components are often either fabricated at the museum, or similar parts borrowed from other aircraft, components which may not always have featured on that particular variant. Although these features can easily be altered during the design process, the designer has to be aware of the discrepancy before he embarks on the project.

De Havilland Chipmunk T.10 WB585 was quite an early build machine and in the worlds of Clive Denney, has been around for a long time. During its service career, it certainly spent some time serving with the Cambridge University Air Squadron as a quick web search will produce some really attractive black and white pictures of it in this particular livery.

Scheme B - DHC Chipmunk T.10 WB549, the first British Chipmunk, displayed at Farnborough, Hampshire, England 1949.

If you are after a historic scheme in which to finish your new Airfix 1/48th scale Chipmunk in, then look no further than WB549. This particular aircraft was the very first of 1,000 Chipmunks built by de Havilland in the UK, an aircraft which must surely be considered to be one of the most important post war piston engined designs to take to British skies. The man who had the honour of flying the very first Chipmunk was de Havilland’s test pilot Pat Fillingham, who was seconded from Hatfield and flown to Canada to put the new aircraft through its paces. Showing great promise from the first time it took to the air on 22nd May 1946, the same pilot also displayed the first British manufactured Chipmunk (WB549) to officials at Farnborough in 1949, prior to its acceptance for use by the Royal Air Force. A fully aerobatic ab initio trainer, the Chipmunk proved to be just the aircraft the RAF were looking for to train future military pilots, with this very Chipmunk being the first of what would become and extremely important post war British aircraft type. Following the successful completion of trials, WB549 was taken on strength with the Royal Air Force and assigned to the Empire Test Pilots School at Farnborough and interestingly, the aircraft still has official approval to display the famous ETPS standard (crest).

After an active military career which spanned almost 24 years, this aircraft was deemed surplus to requirements and sold into the civilian market, later being allocated the registration G-BAPB. Since joining the civil register, she has been very well looked after and is now regarded as one of the finest examples of the Chipmunk currently in existence. Restored to as close to her 1949 configuration as possible, she was also returned to her original RAF markings by Vintage Fabrics during 2019 and on 3rd March 2020, completed her first post restoration test flight in the capable hands of Clive Denney.

Going back to famous de Havilland test pilot Pat Fillingham for a moment, he was one of the most experienced test pilots this country has ever produced and it is claimed that he flew at least 120 different types during his career, including all variants of the Mosquito. In one quite astonishing month, his log book included entries showing that he flew such diverse types as the Dove and Heron airliners, Mosquito bombers and Vampire and Chipmunk trainers - there is nothing like a bit of workplace variety.

Scheme C - DHC Chipmunk T.10 WK608/906, Royal Navy Historic Flight, Royal Naval Air Station Yeovilton, Yeovilton, Somerset, England, 2009.

With a pressing need to replace the de Havilland Tiger Moth trainers used by the Britannia Royal Naval College Air Experience Flight at Roborough, the Royal Navy purchased twelve former RAF Chipmunks in 1965. After undergoing a short period of maintenance, the aircraft entered service the following year and would begin a long association between this famous trainer and the Royal Navy. In addition to the Roborough aircraft, the Chipmunk would be used by Nos 771 and 781 Naval Air Squadrons for communications and glider towing duties, flying from their respective bases at Culdrose and Lee-on-Solent. The trainer would also serve with the Station Flights of RNAS Yeovilton, Lossiemouth and Culdrose, but after 27 years of exceptional service, the Chipmunk officially retired from Royal Navy service in 1993, but that is not the end of this particular story - more on this a little later.

Chipmunk T.10 WK608 was built at the de Havilland Factory at Hawarden, near Chester and was initially allocated for service with the Royal Air Force. In June 1966, she was one of twelve former RAF Chipmunks purchased by the Royal Navy, to serve with their Britannia Flight at Roborough, which she did with distinction until type withdrawal in 1993. At that time, she immediately transferred to the Royal Naval Historic Flight at Yeovilton, where she was used to perform a variety of tasks, including general communications, pilot continuation and tailwheel type experience flights. This hard working aircraft is still in airworthy condition to this day and is used all year round to provide these vitally important services. Even though the aircraft can be spotted in the static displays of several Airshows up and down the country each year, she is not classed as a display aircraft and will therefore rarely be seen flown in a spirited manner away from her Yeovilton home.

Still providing the same flying training support for which this exceptional aircraft was originally designed to provide, Chipmunks remain in British military service with the Royal Air Forces’ Battle of Britain Memorial Flight, with aircraft also flying with both the Fly Navy Heritage Trust and the Army Historic Flight, further underlining the effectiveness of this magnificent little aeroplane.

Scheme D - DHC Chipmunk T.10 WP964, Army Air Corps, Army Aviation Centre Middle Wallop, Hampshire, England, June 1968.

With a need to provide the same basic flying training support for its future pilots as both the RAF and the Royal Navy, the Army Air Corps used the Chipmunk extensively in the basic trainer role from the early 1950s onwards. Initially, the Royal Air Force were responsible for training Army Air Observation Post pilots and in 1953, eleven newly constructed Chipmunks were assigned to the Army’s Light Aircraft School at Middle Wallop, where they replaced their ageing Tiger Moth Trainers. These first aircraft were finished in the standard silver scheme with yellow bands as was standard on RAF Chipmunks at that time, but following the establishment of the Army Air Corps on 1st September 1957, all of these aircraft would be transferred to them. Indeed, this initial fleet would be further bolstered by the acquisition of several former RAF Chipmunks, bringing the school’s total strength to a maximum of 21 aircraft. Although the Army Chipmunks would not be finished in the light aircraft grey scheme later adopted by the RAF and Royal Navy machines, they would proudly display the word ARMY on both sides of the aircraft’s fuselage. 

Army Air Corps Chipmunks would later adopt the classic red, white and grey scheme (with black anti-glare panel) which became such a feature of British Chipmunk military training operations, however two of their aircraft would famously adopt a very different appearance. Without doubt, the most distinctive of the Army Air Corps Chipmunks were the two aircraft which were finished in this stunning glossy olive drab and dark earth scheme, whilst they were performing the role of Forward Air Controller aircraft. Wearing these spectacular markings for around ten years, WP964 was usually based at Middle Wallop, but would attract plenty of attention wherever it visited, be that as a general airfield stop-over, or as a static display item at an Airshow event. It is reported in several journals that amongst the Army student pilots at Middle Wallop, this distinctive aircraft was known colloquially as the ‘Spitmunk’ and the opportunity to take a flight in her was highly prized and never refused.

The Army Air Corps’ basic fixed wing flight was eventually disbanded in March 1997, with the majority of their remaining Chipmunks being sold into the civilian market. Many Workbench readers will probably remember seeing one example being flown at Airshows as part of the Army Historic Flight and whilst the aircraft is still under their protection, it is not currently in airworthy condition - the four aircraft they currently display are the fixed wing de Havilland Beaver and Auster AOP.9 aircraft, along with examples of Sioux and Scout helicopters.

Clearly, the new 1/48th scale de Havilland Chipmunk T.10 is going to be a significant addition to the Airfix range and one which will perfectly complement the previously released Tiger Moth in the same scale. With many modellers looking forward to adding this training classic to their build schedules later this year, our Development Manager has not made our selection of potential finish option a particularly easy one, as he has included four absolute crackers with this first release. With examples of Chipmunks flying in the markings of the RAF, Royal Navy and Army Air Corps, he has also included the scheme options to model the very first British built Chipmunk to fly, an aircraft which really does possess significant post war credentials. With the model still currently on course for a summer release, we do have a little time to make up our minds, but with all four being equally appealing, we may be changing our minds right up to actually applying the paint on this model. Whichever one we go for, this new kit is going to look stunning in our display cabinets. 

New Stuka bears its teeth

As Europe braced itself for war during the summer of 1939, it was already clear that air power would be playing a significant role in the conflict to come, with a mastery of the skies being a crucial component of any future military strategy and the aeroplane possessing the potential to wreak untold devastation on any target they were sent against. The Great War had shown that no ground actions could safely take place without your own air forces having control of the skies, with the aeroplane itself developing from flimsy observation platforms to deadly dominators of the sky, in just a few short years. The development of air power soon encompassed the need not only to support advancing ground forces, but also to effectively destroy enemy infrastructure with highly accurate strategic bombing attacks, reducing their ability to fight back and spreading confusion amongst their ranks. In the late 1930s, no other aircraft did this as effectively as the Junkers Ju 87 Stuka, a distinctive gull-winged single engined dive bomber which would not only prove incredibly effective in this role, but one which would come to herald the coming of a new type of terrifying warfare - Blitzkrieg!

Although the Stuka was designed to be an effective and robust strike dive bomber first and foremost, its potential as a fearsome propaganda weapon for the Wehrmacht was not lost on the Germans, who intentionally added air-speed driven sirens to the undercarriage spats of their aircraft. Once the aircraft began their near vertical attack dive, the sirens would let out a terrifying wailing sound which was intended to spread fear and confusion amongst the enemy, who knew that when this horrendous sound began to abate, the bombs would start to explode. Not content with this, the bombs themselves could even be equipped with cardboard sirens, which continued the terror of their attacks still further. With the distinctive profile of the Stuka and the fact that its very presence announced that war was coming, it is little wonder that the Stuka was considered by many Western Europeans as the very embodiment of German military prowess.

One of the main reasons for the early success of the Stuka was that it was designed for this specific precision attack task at the outset and incorporated a number of advanced features to help crews fulfil their dangerous missions. Incorporating a relatively thick and incredibly strong wing, which was designed to withstand the rigors of the steep bombing dive, the Stuka featured a number of automatic features which helped the pilot focus on the task at hand. These included automatically operated dive brakes, which limited the speed of the dive attack and allowed some stability during this relatively violent manoeuvre, along with an automatic dive pull-out system that prevented the aircraft from crashing into the ground (or the sea) as a result of ‘g’ induced blackout. Significantly, once a Stuka crew had managed to position themselves for an attack and started their attack sequence, it was almost impossible to defend against this almost vertical attack.

Due to the combination of the Stuka’s infamous reputation and the fact that it was one of the most distinctive aircraft to ever take to the skies, the aircraft has long been a favorite subject for the world’s modellers, with the aircraft being a feature of the Airfix range since way back in 1957. In recent years, our Stuka kit offerings in both 1/72nd and 1/48th scales have been the subject of major new tooling projects, underlining the continued popularity of one of the Second World War’s most famous aircraft and its importance to the Airfix range. Indeed, the current range included examples of the aircraft in both scales and we are delighted to now be in a position to not only share the stunning box artwork (at the head of this feature) which will accompany the release of the latest 1/72nd scale version of the kit, but also to bring you details of the two appealing scheme options which will be included with the kit. 

Scheme A - Junkers Ju 87B-1 Stuka VK+ER, II./Sturzkampfgeschwader 77, Breslau-Schöngarten, Germany (now Poland), Spring 1939.

Although the Stuka would earn an almost mythical destructive reputation during the early months of the Second World War, they only made up a relatively small proportion of the Luftwaffe’s overall strength on the eve of conflict, as the emphasis prior to war was very much on air supremacy. It was only following the combat experiences of the Condor Legion in Spain that the clear strategic benefits of the Stukas precision bombing capabilities brought about a rethink amongst military strategists, with new emphasis being given to the equipping and training of dive bomber squadrons. For Stuka crews themselves, this was perhaps not a bad thing, because as far as their operations were concerned, it quickly became apparent that without the benefit of effective fighter cover, their aircraft were extremely vulnerable to enemy aircraft attack when operating in contested airspace, something which would come starkly in to focus during the period of the Dunkirk evacuation and later, the Battle of Britain.

II./StG.77 was formed during the middle of May 1939 from elements of the already established II./StG.51 and in the period leading up to the start of the Second World War. At that time, training for the Stuka crews was extremely intensive, as their commanders knew their services would be very much in demand once Germany put her offensive plans in to operation and the support of advancing ground forces would be crucial to the success of such operations. The unusual scheme applied to this particular machine must have a fascinating story behind it, but as with all things connected with this volatile period in history, it can be incredibly difficult to obtain definitive details about its history. A rare pre-war colour image of StG.77 Stukas being bombed up for a training mission at Breslau-Schöngarten show this incredibly distinctive aircraft at the head of a group of five machines, with this being the only one decorated in such a flamboyant manner. Clearly, this image was produced for propaganda purposes, serving to terrify most of Europe’s population, whilst at the same time emboldening the German people for the struggles which lay ahead of them, with these shark mouth markings lending themselves perfectly to the shape and growing reputation of this devastatingly effective strike bomber.

If you were unfortunate enough to see this aircraft in the sky, preparing to launch its attack dive, these stunning, if rather unusual markings must have made this Stuka appear as if had been sent by the Gods of War to hasten their demise and indeed as the population of Europe would soon come to learn, it was indeed a fearsome airborne bringer of devastation, however, it was sent by a much more sinister human regime. 

Stukas from this particular unit would see extensive action in the months following the start of the Second World War, beginning with four or possibly five strike missions on 1st September 1939, the first day of Germany’s attack against Poland. They would also go on to see action in France and the Low Countries, and during the Battle of Britain, a period which saw the much vaunted reputation of the Stuka damaged irreparably, as this fearsome weapon was shown to be extremely vulnerable if caught unprotected by enemy fighters. We have already seen how the work of researchers trying to find definitive evidence connected to individual aircraft taking part in a conflict some 80 years ago can be incredibly difficult and it has not been possible to ascertain whether this striking aircraft actually took these markings into combat. Nevertheless, we do have the benefit of the colour picture from its pre-war days and in Stuka terms, that is good enough for us modellers, as this is a particularly appealing and historically accurate presentation of one of the world’s most famous aircraft.

Scheme B - Junkers Ju 87B-1 T6+IH, I./Sturzkampfgeschwader 2 ‘Immelmann’, Balkans, 1940/41.

From the perspective of a Stuka crew, the aircraft’s attack run must have been something of a wild ride for them and was certainly not for the faint hearted. An attack dive would usually commence from an altitude of around 15,000 feet, with the pilot locating his target through a small bombsight window in the floor of the aircraft. Moving the dive lever to the rear would restrict the movement of the control column and automatically trim the Stuka for the attack - similar automation would set the engine speed and propeller pitch for the dive. The Stuka would then perform a graceful roll onto its back, before commencing its steep dive attack – the dive brakes would limit the speed to around 350mph with an angle of attack usually being anywhere between 60 and 90 degrees. Approximately 30 seconds from the start of the dive and with the ‘Trumpets of Jericho’ emitting their terrifying wail, the pilot initiated the automatic dive pull-out system, which also released the aircraft’s bomb load at the correct moment. The large, centrally mounted bomb would be deployed by the use of a long metal cradle sling, an ingenious device which cleared the bomb away from the arc of the spinning propeller and sent it on its way to the way to the target.

After the automatic dive pull-out system had done its essential work, the pilot would attempt to regain control of the aircraft by disengaging all the automatic features and powering the aircraft for a swift getaway. For the Stuka crew, this would prove to be the time when they were at their most vulnerable. Trying to regain their senses after undertaking such a severe manoeuvre, they were now in very real danger of being hit by shrapnel from the exploding bombs they had just dropped, failing to regain control of the aircraft whilst so close to the ground, or falling prey to enemy fighter aircraft or ground fire. Indeed, once allied fighter crews became accustomed to the attack procedure of the Stuka, they knew that their best chance of destroying them was as they attempted to recover from their dive and many aircraft would subsequently be lost during this vulnerable phase of their operation. 

Despite the Stuka’s shortcomings in defending itself in contested airspace, its effectiveness as a strategic strike bomber in support of advancing ground forces was impressive and as a consequence, it would be used in this role until relatively late in the war. Following an uncomfortable period for Stuka crews at the hands of the Royal Air Force during the Battle of Britain, the Stukas of I./StG.2 were once again back terrorizing the population of Europe during the Balkan Campaign from the end of 1940, as the Luftwaffe were forced to come to the aid of Italian forces engaged in fighting the Greeks, and were not doing too well. Fearing the Allies would seize this opportunity to strengthen their forces in the area and strike towards the southern flank of Germany, Hitler had to act and committed significant forces to the invasion of Greece and Yugoslavia. With German air power in the region overwhelming their Allied counterparts, it would not take long before their Stukas were wreaking havoc once more and would eventually spearhead a hard-fought victory in the region.

During the Balkan campaign, the Stukas of I./StG.2 were forced to operate from some very poorly prepared airfields, with maintenance and rearming of aircraft taking place in open fields which could be rather uneven, with grass which had not been cut for some time. Thankfully, the Stuka had a reputation for being a tough aeroplane and these qualities would be tested to the full during this period. This particular aircraft was operated by arguably the most famous Stuka unit of WWII, Sturzkampfgeschwader 2, a unit which proudly took the name of famous German WWI fighter ace Max Immelmann into combat. The aircraft also sports the unit’s black Scottish Terrier on a white disc on both sides of the fuselage, which is an attractive, if much less aggressive option to the first scheme covered.

Presenting the modeller with two slightly more unusual scheme offerings for the famous Junkers Ju 87B Stuka, A03087A is scheduled for an early summer release and is certain to continue the scale popularity of this most distinctive WWII bomber.

New Quickbuild Lightning strikes twice

In the previous edition of our blog, we promised to bring you exclusive pictures of production samples of the latest new tooling project to join our popular Quickbuild range, a kit which is surely destined to be one of our most popular models over the coming few years, the awesome F-35B Lightning II. Unfortunately, our best intentions exceeded our ability to deliver on that occasion and the only image exclusive we were actually include then was a picture of the box artwork which will accompany this release, however, we are delighted to be in a position to put that right now. Regular readers of the blog will probably recall how we featured the design development of this kit back in the 124th edition, where we also introduced the talents of the newest member of the Airfix design team, Adam French.

Although we have been unable to attend the largest UK Airshow events for almost two summers now, when we do get back to enjoying these magnificent events, there is no doubt that the RAF’s most capable combat aeroplane will certainly be playing a prominent role in proceedings. An aircraft which rarely seems to be out of the aviation news at the moment, the F-35 is regarded as one of the world’s most capable combat aircraft, a stealthy, multi-role fighter and attack aircraft which is packed full of the latest cutting edge aviation technology. Britain initially committed to purchasing 138 of these highly advanced fifth generation combat aircraft, a purchase which would have enabled the RAF to maintain its position as one of the world’s most capable air forces, however, recent reports suggest that this number may be reduced dramatically, with the final number possibly being as low as 48. In the absence of any official confirmation at this time, let’s hope that we end up taking somewhere closer to the 138 machines originally ordered, even though 48 will still provide the nation with a formidable fighting force.

This exclusive selection of images feature an advanced production sample of this stunning new Quickbuild F-35B Lightning II model, one we have been following for around a year now and one which has just been released to model shops everywhere

With the first British aircraft taking up residence at RAF Marham recently, the former home of the last RAF Tornados in service, UK Airshow crowds have only had one opportunity to view the awesome capabilities of this impressive new strike fighter, as a single aircraft displayed at the 2019 Royal International Air Tattoo, to mark No.617 Squadron’s association with both the retiring Tornado and the new F-35B Lightning II. For enthusiasts who have fond memories of seeing the British Harrier balancing on a column of hot air, before bowing gracefully in acknowledgement of the crowd, an F-35 display is definitely all this only turbocharged, showcasing the very latest in aviation technology. This stunning aircraft is everything the Harrier was but made more effective in every respect - a faster, more powerful, more agile aeroplane, one which incorporates a host of new technologies and advanced avionics, with the ability to bring a devastating array of offensive and defensive weaponry to bear. For those in the know, it is not a question of how much the F-35 is going to cost us, but how many can our air force manage to get hold of! According to pilots with F-35 experience, this is a truly awesome aeroplane and one which is a technological quantum leap ahead of anything else currently in the skies. Rather than describe this as an Air-to-Air fighter, it is probably more accurately described as an Air-to-Everything platform, it really is that good. 

There is no doubt that the F-35 is going to be a show-stopping act at any event at which it appears and with its combination of sinister good looks, noise, hovering ability and high speed afterburner runs, it is going to captivate Airshow audiences for many years to come. For younger members of the audience, once they have seen an F-35 display, there is only one aircraft they are going to want a model representation of and that is the new Lightning II - parents had better get used to hearing their offspring announcing that they want an F-35 model as soon as the aircraft’s impressive display concludes and thankfully, we now have the solution to this particular problem. A high quality, no glue required model F-35B Lightning II which is designed specifically for youngsters, but one which will also bring hours of building fun for the entire family. Significantly, once assembled, this model is an attractive scale representation of this spectacular new aircraft and would not look out of place in any model aircraft display.

This final selection of F-35 Lightning II images includes two models finished with the supplied RAF stickers. This new model is destined to be a perennial favourite for many years to come

This exclusive selection of images feature a production sample of the new Quickbuild F-35B Lightning II and show just how impressive a model it is. With the new model being a real triumph for its designer Adam, this latest Quickbuild kit features innovation which has not appeared on earlier designs, including the ability to display it either in flight configuration or with the undercarriage extended - the model also includes several moving part options, with will further enhance its appeal. The distinctive swivelling engine nozzle which allows the F-35B to hover is represented, as are the opening auxiliary doors on the spine of the aircraft, which reveal the unique and hugely powerful lift fan inside. Although it might seem on the surface that these new hinged parts would not be too difficult to incorporate into the model’s design, Adam told us that this actually proved to be quite a challenge for him, especially when considering the rather enthusiastic audience this tactile product is intended to appeal to and therefore requires a degree of inherent strength.

There can be no doubt that this new kit is definitely destined to be one of the most popular releases for years to come and as of this week, we are delighted to confirm that it is now in stock and available. Unfortunately, we also know that from this point forward, it is going to be quite a challenge to keep up with the expected demand for this model, especially when Airshows are back up and running, but you can be assured that a further production batch will be on the way. In the meantime, as it won’t be possible to let the younger members of our families to see an F-35 going through its paces at an Airshow this summer, we could always prepare for the glorious return of these much-loved events by embarking in a little family Quickbuild F-35 ‘build off’ fun, to see which age group comes out on top in building this impressive model in the fastest possible time - something tells us that youth will emerge victorious in this particular contest! Our new Quickbuild F-35B Lightning II model is available through all good model suppliers now.

Model combat in painted clouds

We end this latest edition of Workbench by once again featuring the build talents of one of our readers, this time a build project which includes the extremely imaginative approach we have all now become accustomed to seeing from our contributors, but this time also embracing a love of art and some clever technical innovation thrown in for good measure. This stunning build is the work of Swedish modeller Lars Eriksson and very much reflects the evolving nature of our hobby. Lars told us that the inspiration for this project was his desire to produce a Great War air combat diorama which featured examples of the classic Airfix Spad and Fokker Dr.1 kits, but how he didn’t want to use a photograph as his backdrop. We often describe how we feel much of the modelling talent we see on the blog and at model shows up and down the country could surely qualify as an art form in its own right, however, in this particular instance, there is no question about it. As a man who enjoys painting, Lars decided that we would paint the background for his build, something which would allow him to get exactly the effect he was hoping to achieve, with the right scale and perspective.

The modelling aspect of the build centred around the Spad and Fokker Dr.1 kits, which once completed would be strategically fixed to the painting as if flying out of it. The Spad would be attempting to avoid the attentions of the Fokker which was looking to score another victory and to add a sense of drama to the project, Lars hid the support struts for each aircraft inside cotton wool which had been effectively positioned at the top of the picture. Further enhancing the overall appearance of the scene, Lars also added two LED lights behind the cotton to represent the sun shining through this artistic representation from high above the Western Front, which at the same time throws a little additional light onto the model stars of the project. The final component of this stunning build was to add a little 3D printed Spad fighter in 1/300th scale, which was positioned in the background to give the impression of having been the Fokkers previous victim, an aircraft which was now heading earthwards in flames.

By producing the diorama in this manner, Lars was able to display the completed build on his wall, a rather unique display piece and a combination of art and modelling. He told us that he has only been building model kits for around two years and how this was actually his first aircraft diorama - he also said that the build was as enjoyable as it was easy to do and how he would encourage everyone to have a go at doing something similar. Even though more and more modellers now have access to 3D printer technology, if you are not one of those people, you could always substitute the aircraft intended to represent the shot down machine in the background with a commercially available small scale kit alternative, although you may have to alter the perspective of your painting as a consequence. 

We think you will agree that Lars has produced something really impressive and we are grateful that he has allowed us to share it with fellow Workbench readers. Once again, one of our modellers has provided plenty of modelling inspiration for us all, with this beautifully executed interpretation of his imaginative vision.

That’s another edition of Workbench done and dusted, and we hope we managed to include at least one feature which was of interest to you. As always, if you have any suggestions for particular subjects you would like to see covered in a future edition, please do drop us a quick line, using this workbench@airfix.com link to contact us.

In between new editions of our blog, the Airfix conversation continues over on our Airfix Forum Workbench thread, with further discussions taking place on both the official Airfix Facebook page and the Airfix Twitter channel – please do get involved in the discussions and let us know what you think about Workbench.

Whenever you decide to visit, the Airfix website is always the place where you will find all the latest model availability information, previous editions of our blog, a selection of modelling tips and much more.

The next edition of Workbench is scheduled to be published on Friday 30th April, which will be our 150th edition.

As always, we are incredibly grateful for the support you continue to give our Airfix Workbench blog.

The Airfix Workbench Team