Chinook test frames receive designer’s attention

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

We return to our usual format of a single blog posting for this weekend after two consecutive weeks of double blogs, however, when it comes to our subject matter for this edition, we have an aircraft type which demands everyone pays attention, be that the real thing, or our new scale tribute to it. For many modellers, the announcement of our Mighty Wokka in 1/72nd scale was the standout new tooling announcement from this year’s January range launch and we are therefore delighted to be in a position to bring you a second update from this exciting project.

In this, our second visit to the new Chinook HC.1 tooling, we once again benefit from designer Paramjit Sembhi’s expert input, as he guides us through the finer points of what he was looking for when receiving the first test frames from a project he had already invested so much time in. Showcasing a further selection of exclusive Chinook design imagery to illustrate the points raised by Paramjit, prepare for a fascinating insight into how a new Airfix Chinook makes it from a designer’s computer, to a series of test frame components destined for a future model kit release.

As this is a major update marking the fact that this eagerly anticipated addition to the current range is speeding nicely towards its initial release, we will be following this by also looking at both the artwork and the details behind the two very different scheme options available with the new Chinook. One of the most successful aircraft of the post war era, let’s spend a little quality Workbench time with an aviation phenomenon which just happens to make for an equally impressive modelling subject.

RAF Chinook – 44 years and still going strong

Having now attracted the attentions of an Airfix designer, many will be excited to get their hands on the new 1/72nd scale Boeing Chinook HC.1 kit.

When it comes to describing an aircraft type which possesses incredible role versatility as standard and is able to turn its abilities to a seemingly endless list of operational taskings, surely there’s no other aircraft currently in service that comes close to matching the capabilities of the mighty Boeing Chinook. A heavy lift helicopter which has proved just as proficient when providing medivac support for British troops in the deserts of Afghanistan, as it is serving as a ‘Damfixer’, when the retaining wall of a UK dam is about to fail and needs the urgent placing of shoring ballast, the Chinook is an invaluable aviation asset and one which has worked its way into the affections of both military personnel and the general public alike over the past four decades.

Throughout the 1950s, the first reliable helicopter types gradually started to enter service across the world and immediately displayed the versatility which would make them invaluable in taking on many military and civilian tasks. Proving equally effective in delivering troops and supplies into areas which were simply inaccessible to other aircraft types, as they were at rescuing grateful holiday makers from the sea when they found themselves in difficulties, the helicopter has established itself in so many ways and whether operating in a military or a humanitarian role, really have no equal in the world of modern aviation.

An aircraft which possibly underlines the qualities of the modern helicopter more effectively than any other type, the mighty Boeing CH-47 Chinook has already been in military service for over sixty years and shows no sign of disappearing from our skies any time soon. The distinctive tandem twin rotor configuration of this heavy lift helicopter cleverly counteracts the effects of engine torque by having each of its huge rotor blade stacks turning in opposite directions, thus negating the need for the tail rotor we traditionally associate with helicopters.

An extremely impressive machine, the Chinook made its first flight back in 1961 and since that date, has gone on to become one of the most effective aircraft designs of the post war era, one which can operate in almost any environment, no matter how inhospitable the terrain. Clearly, this has made the Chinook invaluable when performing a great many roles and certainly when it comes to British military operations where troops are on the ground, they won’t go unless Chinooks are there to support them.

Britain’s links with this magnificent machine go all the way back to 1967, as the RAF’s admiration for America’s impressive new heavy lift helicopter led to an order being placed for 15 new aircraft to replace their own Bristol Belvedere tandem rotor military helicopters. Unfortunately, it later transpired that this order was cancelled as a result of ongoing government defence spending cutbacks, and it would be a further ten years before this interest was revived.

Britain’s indigenous Chinook. The Belvedere was an innovative post war helicopter, but the RAF were looking for an upgrade in capabilities.

After that decade long hiatus, Britain was now looking to replace or upgrade the capabilities of its ageing Westland Wessex fleet, to which end the British Government approached Boeing once more in the late 1970s, this time placing an order for 33 new Chinook aircraft, machines which were essentially equivalent to the US CH-47C variant. The honour of becoming the first Royal Air Force Squadron to operate the new Chinook was bestowed upon No.18 Squadron at RAF Odiham, with British aircraft going on to carry the designation HC.1 (Helicopter Cargo Mk.1), and they would soon start to show the British public how incredible their latest helicopter actually was.

No sooner had Britain’s Chinooks entered service, than events on the other side of the world resulted in an early overseas deployment for this impressive helicopter, one which would be the start of an incredible story for one particular aircraft and indeed the ever-growing reputation of the Chinook as a military aircraft. Five of the RAF’s new Chinooks were loaded aboard the requisitioned container ship Atlantic Conveyor for the Task Force voyage down to the South Atlantic, each one stored on the deck of the ship and wrapped in Driclad PVC covers as a protective measure. Chinook ZA707 was offloaded at Ascension Island prior to continuing the voyage to the Falkland Islands and famous ‘Survivor’ ZA718 was in the air when the Atlantic Conveyor was struck by Exocet missiles and destroyed, with the remaining Chinooks lost. ZA718 ‘Bravo November’ would be the only Chinook subsequently available to the British Task force, but we will be hearing more about her a little later.

An indication of just how successful the RAF’s Chinook force has proved to be over the years, the fleet has benefitted from almost constant upgrade and additional procurement, with the aircraft unquestionably becoming an essential component of Britain’s military capabilities. This upgrading of capabilities has kept the Chinook at the forefront of world helicopter technology, and currently, it appears the only aircraft capable of replacing a Chinook is another Chinook, a situation which doesn’t seem likely to change for many years to come.

With the latest Chinooks being some of the most advanced aircraft in current Royal Air Force inventory, despite the fact that that the aircraft has already been in British service for 43 years, the Chinook Sustainment Programme will ensure these aircraft can continue serving the nation in a way only a Chinook can, for at least the next sixteen years.

Paramjit on Chinook checking duties

Having spent so much time designing his Chinook, Paramjit was must have been looking forward to receiving the first test frame components produced from the CAD files he supplied the toolmaker.

For we mere modelling mortals who are so fascinated to learn about the work undertaken by the Airfix designers who continue to bring so many appealing new kits to the market each year, it’s difficult for us to imagine how exciting it must be for them when the first box of test frame components turns up at Airfix HQ in relation to their latest design project. Having already invested so much time and honest endeavour into the project, the opening of this box of first components must be an incredibly exciting time for them, but one surely tempered with just a little trepidation – what are they going to find inside?

That being the case and with the new Boeing Chinook HC.1 tooling having recently reached this important development stage, we wanted to ask the kit’s designer Paramjit Sembhi a few questions about the process. As he opened the box for the first time to reveal those first Chinook frame parts, what aspects of the design was he particularly interested to see and indeed, were there any aspects of the kit’s design he remained a little unsure about at that stage?

Without too much hesitation, Paramjit informed us that the ‘quilted’ appearance of the acoustic blanketing used to line the interior of the Chinook was something he was particularly interested to see and how this had been replicated by the toolmaker, as it would be a significant feature of the new kit. Although confident that his design work had replicated this detail effectively, he couldn’t be absolutely sure until he had the opportunity to inspect first test frame components. That being the case, he asked the toolmaker to include this detail on just a small section of the cockpit bulkhead at this initial stage, just so he could check and just so he could be sure.

Although Paramjit fully replicated the acoustic blanketing detail within his design, he wanted to check how it looked in tooling before committing it to the full Chinook interior. This is how it looked in design, but Paramjit just asked the toolmaker to apply the detail to the top rectangular section on the left-hand side.

A before and after shot of the detail discussed above, with the first test shot component in the left-hand image and the later representation to the right.

Another example of CAD versus first test shot interior detailing.

This acoustic blanket detailing covers much of the interior surface of the Chinook and whilst Paramjit was sure it would look as intended once the CAD design had been committed to tooling, correct replication was so important that he felt he had to take this cautious course of action. He needn’t have worried though, because the toolmaker was able to do a fine job in replicating the CAD surface detailing, with it turning out exactly as Paramjit had intended and therefore now reassured, this would be one of the major points in his tooling report to be sent back to the toolmaker, to include this detail across the majority of the interior sections.

By adopting this strategy, Paramjit was able to obtain the accuracy confirmation he was looking for, saving much development time in the process. The acoustic blanket detailing was already part of his CAD files, so all he had to do was instruct the toolmaker to add this detail to the Chinook tooling, but didn’t need to go back and spend time on what would have been a major modification to the design files, had he not done it this way.

A couple of detail discoveries he was less please with were how the fabric and webbing detailing on the foldaway seats in the main cabin had been replicated in tooling and several less than perfect part fit issues towards the front end of the Chinook. The foldaway seating detail Paramjit had incorporated into his design files was something he was rather pleased with, however, this detailing had not been replicated to his satisfaction in this initial round of tooling frame shots and needed changing. As always, working closely with the toolmaker, he was able to make some changes to the main CAD files and fully expected the next round of test frames to show the detail as he had intended.

The front of the Chinook kit is dominated by the large and impressive clear sections of the nose, but what turned out to be another area of concern for Paramjit was how during test assembly, the parts were not coming together as intended in his design files. During the vital sub assembly of parts, he noticed one or two gaps evident in this first round of components which were certainly not a feature of his design and definitely required attention. Adopting a similar process to how he dealt with the main cabin seat detailing issue, he made a couple of slight CAD changes to support the toolmaker in overcoming this issue, ensuring the flush fitting of components as required. All the Airfix design team will attest to the fact that this vital first tooling assessment stage is very much a close collaboration between designer and toolmaker.

Kindly supplied by Paramjit himself, this image montage shows the clear part discovery he made after receiving the first test frame components and how a little liaison with the toolmaker easily rectified the situation.

Chinook interior seat detail development, the various rounds of tooling test frames allows the designer the opportunity to work closely with the toolmaker to replicate the detail produced in design, in the final production tooling.

Staying with the subject of clear parts for the time being, Paramjit also told us that he wasn’t overly happy with how the circular fuselage windows had been manufactured at this stage, or more specifically, how they located into their individual positions. This was one of the design innovations he was particularly pleased with in CAD, however, when assembling these first test frame components, they weren’t fitting as he had intended. Once again, this did see him returning to his CAD files to make some slight changes to his design, albeit to modify the design specifically to allow the toolmaker to achieve exactly what Paramjit was looking for with these parts, always with the modeller in mind.

In all, Paramjit told us that there wasn’t anything out of the ordinary when it came to assessing these first Chinook frames, just the usual collection of issues associated with any new tooling design, maybe just in different areas to other projects. As always, a thorough visual inspection of parts and surface detailing, along with the assembly of full and partial Chinook builds was the most time-consuming aspect of this process, as this revealed several other issues which would need to be addressed.

We wanted to ask Paramjit about inspecting the Chinook frames for the first time, and if when doing so if he found anything unexpected, or similarly, if he found anything that sticks out as being particularly pleasing?

He told us that he wasn’t really faced with anything unexpected on this project and indeed, of the things he had been thinking might reveal a problem or two, actually turned out really well. The clear parts did initially cause him some concern and had him diving back into his CAD files to make a couple of tweaks, but nothing more than he would usually expect to have to do on any new tooling project at the same stage.

Cabin floor detail in CAD and how it translated into plastic components through the new Chinook tooling.

Moving on to the subject of things he was particularly pleased with, Paramjit was really happy with how the detail he included into the cockpit and main cabin floor sections came out in this initial tooling, also the design for the Chinook’s rotor blades. The drooping of the rotor blades on a Chinook at rest is one of the aircraft’s most distinctive features and as a designer with plenty of modelling experience to call upon himself, this was something Paramjit was determined to replicate effectively on this new model.

For any Airfix designer, they’re bound by the current constraints imposed by the manufacturing process, including the minimum thicknesses at which individual components can be designed, parameters which cannot be ignored if manufacturing integrity is to be maintained. Clearly, these tolerances have an impact on the scale replication of certain features on any scale design project, with the Chinook being no exception.

When it came to the Chinook’s main rotor blades, Paramjit knew what he wanted to achieve and instinctively knew that this would have to be done by incorporating clever design into the tooling, rather than relying on a little help from natural forces. He particularly felt that most modellers would want to build and display their model as it would have appeared on the ground and therefore needed to replicate the blade droop in all its glory. For a design project like the 1/48th Westland Sea King, the additional length, thickness and weight of the blade parts meant that they used much greater volume of plastic and therefore, could rely on a little help from gravity in producing the blade droop modellers found so appealing. For his new Chinook kit, Paramjit couldn’t rely on any such natural intervention and therefore had to take matters into his own hands.

He would have to build scaled rotor blade droop into the actual design of the kit itself, however, he was pleased to inform us that he was extremely happy with how this had translated into tooling. Even at this first test frame stage and even before the tooling had been signed off, when he built the test components into a complete kit, the resting blade position representation really has turned out to be strikingly effective and he hopes this design feature will be one aspect of the new kit’s design modellers will come to love.

Perfected through design, Paramjit had to take matters into his own hands when it came to replicating the characteristic blade droop on his new Chinook project.

Finally, just to provide us all with some idea of how many issues he discovered when inspecting these first Chinook test frame components, we asked Paramjit if he would be kind enough to tell us just how many change requests his initial tooling report contained?

Again, Paramjit was at pains to tell us that there really wasn’t anything out of the ordinary when it came to assessing the new Chinook parts and across the three tools this new kit comprises of, his report only contained a relatively modest 68 points at this first inspection round stage. These included the acoustic blanket detailing and clear part fit issues he pointed out to us earlier, but mainly consisted of general and quite minor fit issues, the correct replication of surface detailing and some more generic manufacturing issues, but certainly nothing at all out of the ordinary.

In summary, Paramjit informed us that of those 68 initial points highlighted from the receipt of these first test frame components, he would expect subsequent issues to decrease by around 60% by the time he received the second round of test parts and how some of these might even be new issues which were the result of remedial actions taken to address some of the points raised on his original tooling review report.

He went on to tell us that the new Chinook goes together really well and how he’s excited to see what the modelling world does with his latest scale kit creation once it’s unleashed into the hobby world.

Our next visit to the 1/72nd scale Boeing Chinook HC.1 project will see us featuring images of both full test build models from the latest round of test frame components, and hopefully a first look at fully built and finished models from the final round of test shots in both of the scheme options we are about to feature below. We still have much to look forward to when it comes to Workbench and the new 1/72nd scale Wokka.

A helicopter of distinction

The iconic legacy created by the RAF Chinook featured as our lead scheme also demanded its replication as the new kit’s artwork.

As one of the highest profile aircraft types in current Royal Air Force service, the Chinook has created a large, tandem rotor sized hole in the Airfix range which really did need filling, so we therefore hope that this year’s announcement of such a significant new tooling addition to the current model range will have come as a pleasant surprise to many across the modelling community.

As for the variant of this magnificent machine to be modelled, there really could only be one, as we knew we definitely wanted to include an aircraft which has been described by some as the most significant individual aircraft to see Royal Air Force service in the post war era, one which has earned an almost mythical reputation during its extensive service career, a career which stems back to the dark days of the Falklands Conflict. Thankfully, the reputation of this aircraft ensured its preservation as a unique piece of Britain’s aviation heritage, and Chinook ‘Bravo November’ is now a prized exhibit within the extensive collection of the Royal Air Force Museum at Cosford.

Scheme A – Boeing Chinook HC.1 ZA718 ‘Bravo November’, No.18 Squadron Royal Air Force, ‘Operation Corporate’, Falkland Islands, South Atlantic, May – June 1982.

It is difficult to describe just how significant an aircraft Boeing Chinook ZA718 ‘Bravo November’ actually is within the annals of British Military aviation history and how it continually managed to overcome incredible adversity to ensure it was able to continue doing its vital duty. Part of an initial order for 33 Chinook heavy-lift helicopters placed by Britain in 1978, ZA718 joined a re-formed RAF No.18 Squadron at Odiham in late 1980, with British Chinooks taking the designation HC.1 (Heavy Cargo Mk.1). Almost before the aircraft had the chance to fully settle into Royal Air Force service, a dramatic development on the other side of the world would see ZA718, now coded ‘BN’ and referred to phonetically as ‘Bravo November’, sent as part of a small detachment of Chinooks to help a British naval Task Force re-take the Falkland Islands from Argentinean occupation.

Travelling aboard the requisitioned container ship Atlantic Conveyor, ‘Bravo November’ was one of five RAF Chinooks stored on the deck of the ship as it steamed towards the South Atlantic, protected against the elements by being wrapped in Dri-Clad covers and corrosion inhibitors. The Atlantic Conveyor would also be used to transport 6 Wessex helicopters, several Scout light helicopters, 8 Sea Harrier FRS.1s and 6 RAF Harrier GR.3s, in addition to assorted supplies of war and various types of ammunition.

As the ship approached the Falkland Islands and disembarked its complement of RAF and Fleet Air Arm Harriers, ‘Bravo November’ and one other Chinook had their protective coverings removed, rotor blades reattached and prepared to make their first post voyage test flight. In advance of the anticipated hectic schedule of supply transportation, Bravo November used her test flight on 25th May 1982 to pick up a load of cargo from HMS Glasgow, but whilst she was in the air, tragedy struck the Atlantic Conveyor – she was hit by two Exocet missiles fired from Argentinean Navy Super Etendard jets. Despite the heroic efforts of the crew, fire eventually engulfed the vessel and hastened the order to abandon ship, leaving the fire to destroy all the ships vital cargo, including all the remaining helicopters on her deck.

Aware of this tragic development and the fact that they were now the only British heavy lift helicopter available to the Task Force, the crew of ‘Bravo November’ landed their aircraft aboard HMS Hermes, knowing that she now had an incredibly heavy burden of work placed on her shoulders. What makes this story all the more incredible is that all of the aircraft’s support equipment was lost with the destruction of Atlantic Conveyor and during the several weeks of critical activity to come, the aircraft’s crew would have to operate her without the benefit of spare parts, technical manuals, specialist lubricants and dedicated toolsets. It is also important to remember that at that time, the Chinook had only been in Royal Air Force service for a few short months.

Full scheme details featuring this famous Falklands War ‘Survivor’ and one of the most famous individual aircraft of the post war era.

Performing heroically throughout her time in the South Atlantic, ‘Bravo November’ would also earn her pilot Squadron Leader Richard Langworthy a DFC for actions whilst flying the Chinook during a heavy snowstorm. Travelling at speed, the pilot attempted to fly under the storm, however, a faulty altimeter caused the aircraft to strike the sea, but thankfully, at a slight nose up attitude. With sea spray entering the engines, the pilot as able to coax the Chinook back into the air once he had received a damage report, returning to its temporary base, where a full damage assessment could be undertaken. Around this time, ‘Bravo November’ was to receive its nickname ‘The Survivor’, a mark of respect and term of endearment for a hard working helicopter which was making such a valuable contribution to the war effort in the South Atlantic. Incredibly, by the end of her lengthy service career, three other airmen would be awarded the Distinguished Flying Cross whilst flying this famous aircraft in various combat zones around the world.

On her return to the UK, there was to be no let-up in the workload for this now famous aircraft, as she helped to establish the new Chinook force into Royal Air Force service, until when in 1994, she was to become the first RAF Chinook to undergo upgrade to HC.2 standard.

As if she had not already established her service reputation in the RAF, ‘Bravo November’ would also go on to play a prominent role in the 2003 invasion of Iraq and is widely thought to have been the first British helicopter to land Royal Marines on Iraqi soil at the start of the conflict. She would also earn one of her pilots another DFC during Operation Telic, however, this magnificent machine was still not done yet.

2006 brought another overseas military deployment for ‘Bravo November’ this time as part of the coalition anti-terror operations in Afghanistan, where the aircraft would once again be placed in the combat zone, not only to deliver and re-supply troops, but also to evacuate those wounded in action. This venerable old warhorse continued to roll back the years and carry on the vital work she started back in the South Atlantic a quarter of a century earlier, providing heavy-lift support for troops fighting in extremely challenging circumstances. ‘Bravo Novembers’ Afghanistan service would see two more of her pilots awarded the DFC, one for Flight Lieutenant Craig Wilson in June 2006 and a final one for Flight Lieutenant Ian Fortune in 2010.

Full box artwork of a new kit which is surely destined to become a firm favourite with modellers. 

In a glittering service career which spanned over 40 years, Chinook ZA718 ‘Bravo November’ earned the reputation as a heavy-lift helicopter workhorse which would not be beaten, keeping her troops safe and supplied, but when they were in need of medical assistance, coming to their aid no matter how intense the fighting might be around the landing zone, taking them to where they could receive the help they needed. Known as ‘The Survivor’, this magnificent aircraft has taken part in every major conflict where British forces have had boots on the ground during that time and has benefited from major upgrades on three separate occasions. Over that time, most of her parts have gradually been replaced, however, due to her famous history and ZA718 serial, her unrivalled reputation remained constant. She has to be considered the most significant individual RAF aircraft of the post war era, standing testament to the effectiveness of the modern helicopter and the bravery of the crews who flew them.

In a year which marked both 42 years of RAF Chinook operations and the 40th anniversary of the Falklands War, it was somehow fitting that this most famous of aircraft should be allowed to finally cash in her flying hours and enter a deserved retirement as a unique component of the nation’s rich aviation heritage. Her amazing story is such that there must have been quite a battle to secure her retirement home, but that struggle was won by the Royal Air Force Museum, who prepared a fitting home for ZA718 at their Cosford site.

‘Bravo November’ left her home at RAF Odiham for the final time on 16th March 2022, travelling by road to be unloaded and re-assembled  by RAF Museum technicians and RAF engineers, in advance of a special media preview day, where she would be unveiled in her new display position. She is now a major attraction at the RAF Museum Midlands site, with visitors travelling from across the country to pay their respects to this quite remarkable helicopter.

Scheme B – Boeing Chinook HC.1 ZA684, RAF No.7 Squadron, ‘Operation Granby’ . Desert Storm, Gulf region, May 1991.

The unrivalled versatility and load carrying capabilities of the Chinook has ensured this mighty beast of a machine is now one of the most famous aircraft to see post war service across the world and indeed with our own Royal Air Force. Equally at home on the battlefields of the Middle East as it is dropping ballast sacks to prevent a dam burst a little closer to home, the Chinook has now been in RAF service since 1980, with the latest variant of this magnificent machine further enhancing its already legendary operational flexibility still further. In addition to being one of the most important aircraft currently in service, the Chinook also happens to be the consummate Airshow performer and a real crowd favourite wherever it displays. Demonstrating the aircraft’s power and manoeuvrability to tens of thousands of Airshow-goers every summer, these impressive aircraft retain their operational status at all times and whilst crews practice in advance of their latest Airshow engagement, they never forget that they could be called away on international deployment at a moment’s notice, such is the reliance on their in-demand aircraft.

If you are fortunate enough to experience a Wokka display, there is nothing quite like seeing one of these huge helicopters being hurled around the sky in a manner which almost defies logic, with the sound of the Chinook’s iconic ‘blade slap’ leaving a lasting impression on any who hear it.

Following the legendary exploits of Bravo November during the Falklands Conflict, the Chinook would settle into Royal Air Force service over the next several years, all the time displaying its ability to take on more tasks than any other aircraft possibly could with power and versatility coming as standard. Able to carry more troops or more cargo than any other helicopter in RAF service, it came as no surprise that when British forces went to war again, the services of the RAF’s Chinooks would be needed once more.

Following the Iraqi invasion of Kuwait in 1990 the international condemnation which followed saw a mighty coalition military force amassing in Saudi Arabia, the size of which had not been seen since the end of the Second World War. The initial phase of the coalition response was to secure the airspace in the region before striking at opposing military facilities and infrastructure, all intended to neutralise the threat posed by Iraqi forces, and whilst this work was carried out by coalition fast jets, RAF Chinooks began their own operations which were perhaps less glamorous, but no less vital.

Full scheme details for this stunning Gulf War Chinook, one which helped to further enhance the reputation of this magnificent aircraft.

The first choice when it came to supporting British forces, Chinooks deployed to the Gulf transported troops and supplies before, during and after the ground phase of the war, moving men into some of the most advanced positions ahead of the main ground offensive. Chinooks were also the first choice for Allied Special Forces throughout the conflict, including the men of the SAS who mounted the famous long-range patrol deep into Iraqi territory known as Bravo Two Zero.

Once the fighting was over, Chinook operations showed no sign of reducing, with these superb aircraft simply adding to their growing reputation by turning their hands to even more tasks, transporting prisoners of war and delivering aid and supplies to the thousands of displaced refugees in the Gulf region. Perhaps the sentiment which best describes the continuing service reputation of this mighty heavy lift helicopter is the fact that the only aircraft crews thought capable of replacing a Chinook was another Chinook.

Chinook ZA684 was produced for the RAF at the main Boeing Chinook plant at Ridley Park, Pennsylvania in early 1981 and later delivered to No.7 Squadron, who had only recently relinquished their Canberras and reformed at Odiham as the RAF’s second Chinook HC.1 squadron. One of two Chinook squadrons deployed to the Gulf in support of Operation Granby, amongst the many tasks allocated to No.7 Sqn aircraft was the delivery of Allied special forces, where the speed, range and load carrying capabilities of this tandem rotor made them ideal for this work.

In 2000, No.7 Squadron would become part of the recently formed Joint Special Forces Aviation Wing and in conjunction with other Chinook units, have seen several operational deployments over recent years, including Yugoslavia, Sierra Leone, Afghanistan and Iraq. With these aircraft always being in high demand, it seems the Chinook is also the ideal aircraft to support the specialist work of the SAS and SBS.

Not long to wait now, this box presentation is about to grace the display shelves of model shops everywhere.

Throughout the 43-year service of the RAF’s Chinooks, they have been front and centre during some of the most historic occasions in the nation’s history and the two scheme options selected to be included in the initial release of this impressive new kit are a clear illustration of this. Two Chinook deployments a decade apart, it’s difficult to imagine two British Chinook schemes being so different from each other, but with both being equally iconic in their own right, how could we possibly choose between them. The only thing to do in situations such as these is to secure two kits and plan a dual build project to finish a kit in both scheme options.

We look forward to bringing Workbench readers the next instalment of the continuing development of this fantastic new kit, where we will be looking at built models finished in both of the schemes featured above.

We are afraid that's all we have for you in this latest edition, but we will be back next Friday with more project development updates and the very latest Airfix kit exclusives. In the meantime, we are always keen to hear your views on all things Airfix and in particular, any thoughts and opinions you may have regarding our Workbench blog. If you would like to drop us a quick line, could we please ask that you use our workbench@airfix.com email for all correspondence. 

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