Chipmunk 75 - A spectacular new tooling in this anniversary year
Welcome to this latest edition of our Workbench blog and all the news, updates and modelling exclusives from the fascinating world of Airfix.
For many aviation enthusiasts the world over, 2021 will be remembered as the year of the Chipmunk, as this magnificent post war training aircraft not only celebrates the 75th anniversary of its first flight this year, but we will also witness our new 1/48th scale tooling representation of this classic aircraft triumphantly taking its place in the Airfix model kit range a little later in the year. In this latest Workbench update, we are delighted to bring you the latest exclusive update from this project, one which seems to be gathering more interested modellers with each successive update - this time, you can look forward to the sight of not one but two full test builds, each one finished in one of the FOUR fantastic scheme options which will accompany the first release from this new tooling.
In something of a scale aviation dichotomy, our second feature will be looking at the latest release from a kit which presents modellers with one of the most famous fighting aeroplanes in the history of flight, one which made its first flight almost exactly 86 years ago and one which has the distinction of being the most heavily produced fighter aircraft in history - the awesome Messerschmitt Bf 109. In support of this impending new Messerschmitt kit release, we will be bringing you an exclusive first look of the artwork which will be gracing the box front of this new model, before going on to take a closer look at the two spectacular schemes options included with this release. We will end by once again featuring the modelling talents of another Workbench reader, one who on this occasion has done something incredibly imaginative with models of the world’s most famous (and fastest) commercial aircraft. Strap yourselves in as we take off on another Airfix journey of development discovery.
Happy Anniversary to a Canadian aviation classic
An exclusive first look at fully built and finished sample models from our new 1/48th scale de Havilland Chipmunk T.10 tooling, featuring two of the four scheme options which will be included with this first release.
On the morning of 22nd May 1946, the atmosphere at de Havilland Canada’s Downsview factory airfield site in Toronto was one of excitement, as hopefully on this historic day for everyone concerned, they would bear witness to the maiden flight of the Company’s first indigenously designed aircraft. Designed by talented Polish aeronautical engineer Wsiewolod Jakimiuk, the new aircraft was intended to be the modern replacement for the venerable old Tiger Moth, an aircraft which had earned significant aviation credentials during its service career and one which would undoubtedly prove to be a tough act to follow. This maiden flight would be conducted by de Havilland test pilot Pat Fillingham, who had flown to Canada from the UK specifically to put the new aircraft through its paces.
This very first Chipmunk had been developed as something of a private venture by DHA Canada and used many parts taken straight from existing Tiger Moth stocks during its construction. Serving as something of a ‘proof of concept’ aircraft, when CF-DIO-X took to the air on that historic day, she actually had no brakes, no electrical system and only basic instrumentation. Indeed, if you were used to flying a Tiger Moth, you would have felt right at home in this new aircraft, as many of its controls and cockpit components were the same as those found on its biplane forebear. Despite this, the maiden flight proved to be a huge success and the team behind the new aircraft were confident that they had a winner on their hands. From these relatively humble beginnings, de Havillands would fully develop the Tiger Moth replacement they were so desperate to create and whilst it would not go on to match its predecessor on the number of aircraft eventually produced, it would certainly qualify as an aviation classic in its own right.
Paramjit has been at it again, this time turning his modelling attentions to the latest sample components produced from our new Chipmunk kit.
A proud achievement for the Canadian aviation industry, it would not be long before the new trainer began to attract the attention of the Canadian military and by April 1948, the Royal Canadian Air Force had taken delivery of their first Chipmunk. Clearly delighted with their latest aviation acquisition, they would not be the only ones admiring the qualities of this extremely capable new aeroplane. The vast majority of the 1,283 de Havilland Chipmunks which would eventually be built would be manufactured under licence in Britain, at factories located at Hatfield and Chester, with around 735 of these machines 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 many thousands of future military aviators, in addition to providing air experience opportunities for many more as part of the University Air Squadron organisation.
Despite being a Canadian design, the Chipmunk has become one of the most recognisable Royal Air Force aircraft of the post war era and has enjoyed a military career which began in the early 1950s and continues to this day. It can lead to some confusion when British enthusiasts refer to the aircraft simply as the de Havilland Chipmunk, only to be pulled up by others who like to stick steadfastly to the aircraft’s De Havilland Canada title. In truth, both are actually correct, however, you have to have some sympathy for those who choose not to use the ‘Canada’ title, as not only were the majority of the 1,284 aircraft built manufactured in Britain, they were also effectively re-designed to British military requirements. Rather than using American grade aluminium and aero components during manufacture, the British built Chipmunk T.10s used readily available (and cheaper) British aluminium, in addition to hardware which was available ‘off the shelf’ in the UK supply network. This would also include wheels and brakes produced by Dunlop, in addition to instrumentation, propellers and any number of other components which were all manufactured by British companies.
More British influence for the Chipmunk
An elevated view of our new Chipmunk kit, the first release of which includes four attractive schemes, which is not going to make our finish choice an easy one.
All the exclusive imagery we are showing here feature full test builds from the latest kit frame components produced from the new 1/48th scale de Havilland Chipmunk T.10 tooling and represent the latest Anglicisation of this famous aircraft, this time concerning its representation in scale plastic model kit form. Since this new model was announced at the beginning of the year, it has steadily been receiving more and more enthusiast attention and with last weekend’s 75th anniversary of the aircraft’s first flight gathering at Old Warden (34 aircraft were in attendance), many people are looking forward to adding a Chipmunk to their build schedules a little later in the year. Incidentally, the enduring popularity of the Chipmunk ensured that the Shuttleworth Collection’s airfield was not the only venue across the world to mark this significant anniversary for the Chipmunk last weekend, as people all over the world took their airworthy aircraft for a little spin, or maybe even planning a slightly more ambitious gathering, in an attempt to suitably mark this occasion. There is also more to come, as Old Warden will once more be the venue for Chipmunk devotees, as their next evening Drive-in Airshow will host their ‘Scurry of Chipmunks’ event on Saturday 19th June, which if the weather is kind, should result in some stunning photo opportunities and the perfect way to mark this anniversary year.
Anyway, back to our new Chipmunk model and this latest series of images. As you may well have guessed, these stunning models represent the latest modelling endeavours of our Product Designer Paramjit Sembhi, who when not working on his latest new tooling creation, likes nothing more than unwinding with a test build of one of his own, or one of his colleagues new tooling projects. Using the latest sample frames produced from the tooling, he has constructed two full kits, finishing both in different scheme options which will be offered with the release of this new kit. To add a little variation to the project, Paramjit finished one model with engine cowling panels and canopy in the open position, whilst the other was completed in clean configuration, showing off the beautifully clean lines of this famous aeroplane. It is clear when looking at these pictures that the new Chipmunk kit is going to be giving more war-like modelling subject matter a run for their money following its release, as many modellers will find it difficult to resist the charms of this handsome post war aviation classic.
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 aircraft modelled here will from this point forward, forever be inextricably linked with this new Airfix kit, as Chipmunk T.10 WB585 was the aircraft we scanned at the very start of this project. Thanks to the kind support of 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 to conduct a detailed LIDAR scan of this very 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 possibly be spared, so the scan could be as accurate and unobstructed as possible. Whilst this was very much appreciated, the scanning technology we use is so efficient that it will capture so much information that nothing inside the hangar would be able to escape the attentions of its ultra-inquisitive laser scanner beam, even though the files will have been cleaned somewhat before being delivered back to the lead designer on the project.
This particular aircraft was manufactured in 1950 under construction number C1-0037, part of a contract to build 200 Chipmunk T.10 trainers for the MoD and was later assigned the RAF serial WB585. She entered service with No.22 Reserve Flying School at Cambridge (Teversham airfield) in March 1950, where she originally wore fuselage codes RCU-X, however some time later, these were replaced with the number 22.
During the summer of 1953, WB585 went into storage at No.20 MTU at Aston Down in Wiltshire, following the closure of 22 RFS during a period of swingeing RAF cutbacks and by August 1955, was classified as being ‘Non-effective stock’ and prepared for sale. On 29th June 1956, the aircraft joined the civil register as G-AOSY for the first time and the following month, work was carried out at Burnaston, Derby to convert the Chipmunk to Mk.22 standard. Later that same year, G-AOSY was issued a Certificate of Airworthiness.
A series of images which give us all something to look forward to. The Chipmunk featured here is finished in the beautiful ‘Blue Chips’ scheme in which Clive Denney completed his restoration of this beautiful aeroplane. It now calls Audley End its home and is regularly flown for the enjoyment of the group who own her.
Over the years, this aircraft has worn a number of interesting and attractive schemes and called various airfields across the country home. She flew in the colours of the London Flying School for a time, before this organisation changed ownership and became British Midland Airways Limited, a change which brought about a radical new scheme adoption for our Chippie. She was given a smart all-over light blue paint scheme, finished off with a dark blue cheat line and fin flash, with her registration applied in the same darker blue in large letters on either side of the aft fuselage. Over the next few years, she would call Elstree Aerodrome, Manchester Barton, Blackbushe, Biggin Hill and Audley End Airfield home, as this historic aircraft continued to do what she was built to do, enable people to enjoy the thrill of flying.
In 2015, the aircraft embarked on a major restoration programme at Audley End, with Vintage Fabrics returning her back to something close to her original service configuration. The culmination of this project saw the Chipmunk finished in a stunning new livery, one which represented an aircraft of No.2 FTS ‘Blue Chips’ based at RAF Church Fenton during the early 1970s. Although clearly retaining her WB585 serial, the scheme adopted was actually worn by a different Chipmunk, WG348, during its time with this unusual display team.
No.2 FTS was formed from the Primary Flying Squadron which had been based at RAF Church Fenton since January 1967 and the arrival of the Royal Navy’s EFTS Chipmunks from nearby Linton-on-Ouse in late 1969. No.2 FTS would turn out to be the largest concentration of Chipmunks in the RAF at that time, with around 42 of these trainers noted at the station during mid 1973. As the Chipmunks of Yorkshire University Air Squadron were also based at Church Fenton throughout this period, on most days, over 50 Chipmunks could regularly be seen inhabiting this Yorkshire Airfield on any given day.
This magnificent image is being shown with the kind permission of photographer Richard Paver and shows Chipmunks WB585 and WB549 flying in formation over IWM Duxford on a beautifully clear day. Decals and scheme details for both of these aircraft will be included in the first release from our new 1/48th scale kit of the Chipmunk T.10.
Model proof …. these two kits have each been finished to represent WB585 and WB549, a scale modelling equivalent of the fantastic image above.
During this period, the paint scheme applied to No.2 FTS Chipmunks was rather specific, some might say unique and was to prove to be rather short lived. The red on the aircraft’s wings ran laterally across their span for the entire length, extending back to cover the metal section of the wing leading edge. This differed significantly from the scheme eventually adopted by the RAF, which had the red painted sections placed on the outer sections of each wing. In addition to sporting the number 28 in white on both sides of the forward fuselage, WB585 also has a light blue rectangle and 2 FTS crest painted on either side of her cockpit, making her a particularly attractive example of this classic training aeroplane.
We are extremely grateful to Phil Hardisty (joint owner and Group Chairman of the Chipmunk G-AOSY group) for his invaluable help in supplying details for this section of the blog. For those heading for the ‘Scurry of Chipmunks’ evening Fly-in event at Old Warden on 19th June, G-AOSY will be in attendance and is scheduled to display during the event - a must attend event for any Chippie fan.
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.
Every inch a classic aeroplane from whichever angle you view it. This full test build model has been finished as WB549, the first British built de Havilland Chipmunk.
The Chipmunk was the RAF’s Tiger Moth replacement in the crucial ‘ab initio’ pilot training programme and whilst she was actually a Canadian design, only 217 of the total 1,283 number built were manufactured at the Downsview, Toronto facility. Exactly 1,000 Chipmunks were produced in the UK, with approximately 741 of these going on to see MoD service, with the balance of 66 aircraft being built under licence in Portugal. Many of these magnificent machines not only went on to provide initial flying training opportunities for thousands of military and civilian pilots, but would also continue flying long after the end of their military careers, being highly prized amongst civilian owners, both private and as part of a collective group. The Chipmunk is regarded as one of the best handling light aircraft ever produced and as such, makes an excellent choice for pilots of all abilities. From a flying characteristics perspective, the aircraft’s designers knew that students would often make mistakes, but whilst the Chipmunk would usually be quick to forgive them, it would definitely let them know that they needed to do it better next time, such a valuable asset in a training aircraft. For those close to the aircraft, that first Chipmunk flight experience never leaves them, as the excitement caused them to fill their senses with what was about to happen. Even now, when they get close to a Chipmunk, that first experience comes flooding back to them, as the familiar smells of a Chipmunk cockpit take them right back to that first flight - many people will tell you that you never forget the smell of a Chippie, so its no wonder the aircraft is viewed with great affection by so many people.
For Chipmunk devotees, they have their own take on the colloquialism which is often used to describe the aircraft, calling it the ‘Poor man’s Spitfire’. These people in the know prefer a slight reversal of this description and like to think of the Spitfire as being a ‘Rich man’s Chipmunk’ - quite an apt description really.
Our newly tooled 1/48th scale de Havilland Chipmunk T.10 kit A04105 is still scheduled for a summer release, but can still currently be pre-ordered on the Airfix website.
Gustav, defender of the Reich
This stunning new box artwork has been produced in support of the latest, impending release from our 1/72nd scale Messerschmitt Bf 109G tooling - doesn’t this look magnificent!
An aircraft which came to represent German aerial strength during the Second World War perhaps more than any other, the Messerschmitt Bf 109 series of fighters were the main adversary for Allied aircraft for the duration of the war and like the Spitfire, would undergo constant development throughout the conflict. Taking many of its design philosophies from the earlier and extremely successful Bf 108 Taifun four seat sports aircraft, the Bf 109 was intended for one thing and that was to dominate the skies. Quite a diminutive aircraft, everything about the 109 was cutting edge, from the inclusion of automatic leading edge slats to the fuselage mounted fully retractable undercarriage, this aircraft was intended to give the Luftwaffe an advantage when the conflict which seemed inevitable actually started.
When the prototype made its first flight in May 1935 (almost exactly 85 years ago to the day), it looked dramatically different to the front line fighter types which were in service with most of the world’s major air forces at that time. With fast and manoeuvrable biplane fighters very much being the order of the day, the sleek monoplane Bf 109 was a completely new direction for aviation, but as it possessed exceptional speed and manoeuvrability, there would be no going back from here. Highlighting the magnitude of this advance, at first, many Luftwaffe pilots employed during the new fighter’s acceptance trials were less than complimentary about it, presumably because they were used to operating in open cockpits and having the security of the second wing of a biplane. Despite these initial misgivings, the performance of the Bf 109 soon won them over and they accepted that the age of the biplane fighter was now over.
Introduced in early 1937, the Bf109 would make its combat introduction during the Spanish Civil War, where it showed its superiority against anything else in the sky. These early combat experiences allowed the aircraft to be upgraded and improved to such a point that by the start of the Second World War, the Messerschmitt Bf 109 was the consummate fighting aeroplane and one which was available in large numbers. Over the course of the next five-and-a-half years, Allied forces would become very familiar with the Luftwaffe’s diminutive single engined fighter.
Enter Gustav, the most produced Messerschmitt
Although you could never really describe the Messerschmitt Bf 109 as a pretty aeroplane, it is fascinating nonetheless, by virtue of the fact that it looks just as a sky dominating fighting machine should … a lean, mean fighting machine.
The G variant (known as the Gustav) of the Bf 109 series would prove to be the most significant, as this was by far and away the most heavily produced variant of the entire 33,984 aircraft production run. A development of the earlier F (Friedrich), which incidentally many Luftwaffe pilots thought was the definitive version of this famous fighter from the perspective of combat effectiveness, the Gustav used basically the same airframe, but married it with the heavier and more powerful Daimler Benz 605 engine, a unit which suffered from a number of teething problems during its introduction. Indeed, famous Luftwaffe ace Hans Joachim Marseille initially refused to exchange his Friedrich for the new Gustav due to the problems pilots were experiencing with the new variant - he didn’t want these issues to get in the way of his already impressive victory scoring.
Having later been ordered to upgrade by his commanding officer, this decision would prove to have disastrous consequences not only for the Luftwaffe’s most gifted air ace, but also for the morale of the entire force. On 30th September 1942, whilst leading a mission to support a flight of Stukas on a strike mission, Marseille’s new Messerschmitt Bf 109G-2 fighter developed engine problems. With the cockpit filling with noxious fumes and with the pilot being unable to see out of the front of the canopy, he had to rely on his wingman to guide him over friendly lines, before he could attempt to bail out. Once over German held territory, with the effects of smoke inhalation now inducing disorientation, he turned the fighter on its back and rolled out of the cockpit. With the aircraft now adopting a nose down attitude, Marseille struck the tail of the Messerschmitt, probably killing him instantly and sending his lifeless body tumbling to the desert floor – the ‘Star of Africa’ had fallen, a loss which was directly attributed to the initial engine issues experienced with early G variants of the Bf 109.
Illustrating the constant development of the 109 series, the final K-4 variant of the aircraft was the fastest of the Daimler Benz powered 109s and was capable of speeds in excess of 440mph, which was 110mph faster than the ‘Emils’ which had fought the Battle of Britain. Constantly developed and upgraded, the sleek and cultured late war machines bore little resemblance to the angular fighters that swept across Europe in the early months of WWII, despite the basic airframe remaining almost the same. Contrary to common misconception, the Messerschmitt remained an extremely competent fighter aircraft throughout the Second World War and in the hands of an experienced pilot, was more than capable of challenging the very latest Allied designs during combat. Unfortunately, by the later stages of WWII, the Luftwaffe was simply unable to call on the services of large numbers of experienced fighter pilots, in addition to running out of new aircraft, spares and fuel supplies. Despite this, history will note that some of the world’s most successful air aces used the Messerschmitt Bf 109 whilst gaining many of their victories.
Scheme A - Messerschmitt Bf 109G-6 ‘Green 1’, Aircraft flown by Major Hermann Graf, Jagdgeschwader 50, Wiesbaden/Erbenheim, Germany, Autumn 1943
A gifted footballer, Hermann Graf would have two loves during his formative years, playing goalkeeper for his local team and his fascination with flight. Splitting his free time between his two loves, the local gliding school would encourage him to actually build his own glider, an aircraft he would fly in regularly and one which would later almost cost his life. When the political situation in Germany allowed, Graf applied to join the Luftwaffe and was immediately accepted in part, due to his extensive previous flying experience, albeit of the unpowered kind. As one of the oldest students amongst his peers, he was initially streamed to fly transport aircraft, but was fortunate that the coming war would see a great need for fighter pilots, so at the first opportunity, he transferred. Having not been trained to fly fighter aircraft, his first flight in a Messerschmitt Bf 109 was an inauspicious one to say the least, as it ended with a crash landing, however, this particular airman was destined for great things and this was just the start of his Luftwaffe story.
Although the early months of his Luftwaffe combat career were relatively uneventful, a posting to the fighting on the Eastern Front would prove significant for Hermann Graf, allowing him to hone his fighting skills and to steadily increase his victory tally. Already an ace by the time he and the rest of 9./JG52 moved east, the savage fighting in this theatre and almost daily combat would claim the lives of many pilots, however, Graf just kept on scoring victories. By the end of May 1942, his victory tally was already standing at 108 and he was beginning to attract the attention of senior officials back in Germany.
Following a brief period of leave and a well-earned rest, he returned to the fighting in Russia once more, taking his place in a highly publicised propaganda race to become the highest scoring Luftwaffe ace of the war. During the month of September 1942, Graf would shoot down no fewer than 62 Soviet aircraft, during which time he became only the second pilot in history to achieve more than 150 aerial victories. With the pace of combat at fever pitch, this month would also see Graf secure the coveted title of the Luftwaffe’s fastest scoring ace and he regularly scored multiple victories on a single day, as there were no shortage of missions to be flown and seemingly no shortage of Red Air Force aircraft to be shot down. Significantly, Hermann Graf secured his place as a national hero on 26th September 1942 when he became the first pilot in history to score 200 aerial victories, a feat which earned him even more adulation, in addition to a promotion to the rank of Major.
With his new found national fame, he would spend the next few months back home on a propaganda tour of Germany, helping to raise the nation’s morale and to encourage young men to enlist in the forces. Itching to return to flying duties, he was assigned a position as an instructor at a unit based in occupied France, where he was ordered to prepare young pilots for imminent transfer to the Eastern Front, where a rejuvenated Red Air Force awaited them. Unable to forget the thrill of combat, he constantly tried to engineer a return to action and when he was offered the opportunity to head up a new unit back in Germany, he was only too pleased to accept.
Defence of the Reich
In June 1943, Graf was sent to the airfield at Wiesbaden/Erbenheim near Frankfurt, to set up a new fighting unit with orders to stop the RAF’s high altitude Mosquito incursions which were proving such an embarrassment for the Luftwaffe. Although he would manage to claim one Mosquito shot down during the first weeks of operation, the war took a significant turn during this period, as the USAAF began mounting much larger daylight bombing raids against targets much deeper into German territory and Graf’s new unit had to respond. Officially redesignated Jagdgeschwader 50 on 15th August 1943, Graf and his unit would spend more time in combat with the USAAF bomber streams than they would hunting for high altitude Mosquitos, but on a personal level, despite this change in combat operations, Graf would continue adding to his score, although admittedly at a much more sedate pace.
The war was turning against Germany now and Luftwaffe pilots were facing much stronger levels of opposition, with enemy airmen who were executing good battle plans and who were increasingly aggressive in their defence. On 29th March 1944, Graf would score his final aerial victory, when he downed a Mustang which was conducting a fighter sweep in advance of the next incoming bombing raid. With other US airmen racing to his aid, Graf and his Messerschmitt became embroiled in a savage dogfight and during the melee which ensued, his aircraft collided with another Mustang. Injured and shaken up, he managed to clamber out of the stricken fighter, but with his parachute failing to deploy fully, his heavy landing resulted in him suffering significant injury, wounds which would bring an end to his combat flying career. He would finally be accredited with 212 aerial victories from 830 combat missions flown, a tally which would see him occupy the position of the 9th most successful air ace in history.
His Messerschmitt ‘Green 1’ was flamboyantly decorated with a red tulip design on the nose and cowling and a white tail and rudder which displayed his impressive victory tally. It is thought that as the first Luftwaffe fighter ace to reach 200 victories, Graf was afforded certain privileges, which clearly included the ability to decorate his aircraft in this distinctive manner. Although clearly an extremely proficient fighter pilot, these markings would have made him particularly conspicuous during combat situations and whilst he would be clearly visible to other members of his own unit, the fighter’s unusual appearance would have also singled him out for plenty of attention from enemy fighter pilots, who would have been excited at the prospect of claiming such a high-profile victory. This aircraft also features the under-wing cannon gondolas which were used widely on this G variant of the Bf 109, as they provided the aircraft with heavier firepower to combat the massive American bombers which were now entering German airspace in ever increasing numbers.
Scheme B - Messerschmitt Bf 109G-6/R6 ‘Yellow 1’, Aircraft flown by Lt. Manfred Dieterle, 3./Jagdgeschwader 300, Bonn-Hangelar Airfield, Germany, March-April 1944
A specialist single seat fighter unit, JG300 was established to combat Bomber Command’s night raids into German territory during the latter stages of WWII, raids which were proving devastating to both Germany’s ability to continue fighting and to the morale of its people. Using the light of searchlights and burning cities below to illuminate their targets, along with flares dropped by other Luftwaffe aircraft flying above the British bombers, this may sound like something of a haphazard plan, but it proved to be rather effective. Using single engined day fighters, pilots were free to roam their assigned area and attack anything they identified as a suitable target and even though their aircraft didn’t have the benefit of airborne detection radar, ground control and the lighting technique soon began to produce results. Relying on flying skill and a keen eyesight, JG300 soon began to score some significant victories and using their unusually painted Bf 109 and Fw 190 fighters, quickly perfected their night interception tactics.
Unfortunately for then, once the British became aware of this new tactic, they immediately countered it by mounting diversionary raids in addition to their main raids, sometimes to several different targets each night. This had the effect of not only splitting the nightfighter force, but also causing confusion amongst ground controllers, who now found themselves in an impossible situation - wherever they sent the fighters, someone was going to get bombed! From a high point of 17 bombers destroyed on 28th July 1943, interceptions and victories steadily declined, to be replaced by a significant increase in accidents amongst Luftwaffe pilots flying these nocturnal sorties. With little benefit to their continued use, the fighters of JG300 returned to daytime operations and the massive formations of USAAF bombers, although sporadic night sorties would still be undertaken, when they were ordered to do so by High Command.
This unusually presented Messerschmitt Bf 109 was the mount of Luftwaffe fighter ace Manfred Dieterle and was finished in a scheme which was intended to give him an advantage whilst engaged in his night ‘Wilde Sau’ operations against Bomber Command. Making the aircraft difficult to see from either above or below, this nocturnal hunter would stalk its prey in the dark of night, using illumination from the searchlights below, or the flares dropped from above to locate a target and attack it. By the nature of this night war, victory claims were a little difficult to corroborate, so unless a bomber was seen to be well ablaze, or it came down where reported by the pilot, they may have actually been more effective that claim figures suggest. In truth though, at this stage of the war, this didn’t really matter, as all they had to do was shoot down as many aircraft as they could on any given sortie, in a vain attempt to stem the Allied tide.
This aircraft was heavily armed and employed the external wing mounted cannon gondolas which whilst making this variant of the Bf 109 a fearsome opponent, did increase its operational weight and reduce its manoeuvrability. Whilst this had little impact on its operation as a night fighter, when used during the day against the Americans, this definitely had an impact, especially if they were bounced by the latest enemy escort fighters.
Manfred Dieterle began his Luftwaffe career as a flight instructor in 1942, only making his combat introduction with 3./JG300 in the late summer of the following year. Looking at his combat record, it definitely appears to reflect the change in Luftwaffe fortunes at that stage of the war, because even though he would claim 13 aerial victories, he most definitely did not have everything his own way. Shot down on several occasions either by return fire from US bombers, or after being attacked by their escort fighters, he would even lose a fighter and sustain quite significant injury when his aircraft suffered a burst tyre during its take-off run, veering off the runway and crashing on uneven ground.
This beautifully presented aircraft is testament to the wartime staying power of the Messerschmitt Bf 109, as by this stage of the war, arguably the most famous Axis aircraft of all time had been in constant Luftwaffe service for seven years. Surely, this particular aircraft has to be considered as one of the most attractively presented Messerschmitt Bf 109s of the almost 34,000 machines produced.
Always a popular addition to any Airfix kit range, our 1/72nd scale Messerschmitt Bf 109G kit featuring both of these stunning schemes is scheduled for release in early August, so we only have a few weeks to decide which one gets our vote and will be the subject of our latest Messerschmitt build.
For the love of Concorde
When we saw pictures of this fascinating build created by modeller David Fisher, we simply had to find out more information - we were certainly not disappointed.
We leave the final feature of this latest blog to one of our talented readers again and a build project which once again displays modelling skill and imagination in abundance. We saw the image above shown on a modelling enthusiast site and we just had to try and find out more, not because it features one of the world’s most famous aircraft in model form, but because it is such an imaginative way of displaying built models. Having made initial contact to introduce ourselves and to explain what we were after, we were fortunate to make the acquaintance of Mr David Fisher, a man who describes himself as being very much an ‘Out of the box’ modeller and one who has been an Airfix fan for many years. Although he definitely has hundreds of traditional builds to his name, he has also developed a passion for doing something a little special with some projects, a rather unique way of constructing and displaying his models - this was the main reason for our interest.
David told us that he first had the idea of doing a ‘profile build’ back in 1984, when he was about to start working on a Sea King kit and couldn’t decide which of the two attractive scheme options to finish it in. With one scheme being that of an RAF SAR machine and the other a Royal Navy sub hunter, this proved to be a difficult choice, as he would really like to do both, which is when he had his eureka moment - why not do both? The solution he came up with was to build them both in halves, following the split line of the main fuselage components and fit them into a modified picture frame. In what was effectively a 3d picture, there were a few technical hurdles to overcome, but as he likes to display his model builds behind glass anyway, he thought it would be worth the effort. Using a standard picture frame as his base, he knew that he would have to build the sides of the frame out, not only to allow enough depth for the model to be placed inside, but also to give the right viewing experience to the finished build. He quickly discovered that a depth of 50mm was the absolute maximum for this padding, as any deeper and the finished display would look a little strange and spoil the overall appeal of the build. Using a suitably sized picture frame for the project, he would then use a piece of painted plywood as a backboard and lengths of pine strip wood at the required thickness to give the frame depth - after all that, it’s just a case of finishing the model build itself.
First of the many, this was David’s first frame build and featured both fuselage halves of an Airfix Sea King. How could he possibly produce models featuring the two supplied scheme options in the same build?
David described how he doesn’t really know why he decided to do this for the first time all those years ago, other than the fact that he thought it might look nice. Since then, and as his model collection, both plastic and diecast continued to grow, he has found that this way of displaying models is both appealing and space saving, allowing him to have more of his models on display at any one time. In truth though, he just likes the way they look, as it is something like a Squadron Print profile artwork, only in 3d. It also allows him to effectively display more models in different schemes at the same time and when the frame includes models of different aircraft types in the same scale, it allows the viewer to have an accurate impression of the relative size of each aircraft compared to the other. At the end of the day, it just looks good to him.
David is fully aware that this rather radical way to build model kits will not find favour with everyone and some may even go so far as to say that he is butchering the kits, but it works for him and as the joy of modelling can take many forms, that is the only thing that matters. Looking at his first Sea King build, you can clearly see that if you use the fuselage halves from the same kit, the resultant profile build will obviously have the different finishes facing in opposite directions, but as David likes to have his finished displays with the models all facing in the same right-to-left configuration, this means that each fuselage half used will have to come from a different kit, meaning there could potentially be quite a lot of surplus parts. It might be quite handy if he found someone who preferred doing something similar, but with the models facing in the opposite direction. Whatever the case, they all look rather fantastic to us.
Concorde creation
This brings us nicely to the build which actually started this particular modelling investigation, David’s fabulous Concorde display. He described that how for people of his generation, Concorde was perhaps the most famous aircraft they will ever know, one which they followed through its development right up to the end of its supersonic service - it just happens to also be a stunningly beautiful aeroplane. For him though, Concorde has a much more poignant significance, as he was lucky enough to enjoy a flight on the aircraft some years ago, as he took his place on one of the regular enthusiast charter flights which British Airways used to arrange. In 1990, David paid the princely sum of £500 for a flight in G-BOAD, with the aircraft taking off from Leeds-Bradford Airport, before heading out over the North Sea heading for Norway, turning towards Iceland and heading back over the Irish Sea, passing over the Lake District and landing at Teesside Airport, his home airfield - 1000 miles in 100 minutes. During the flight, they attained a speed of Mach 2 and at one point, the captain announced that other than for two Soviet cosmonauts and another Concorde flight currently travelling from New York, they were currently the highest altitude human beings on the planet.
From the perspective of the aircraft’s crew, they really did seem to enjoy running these flights, because they knew that everyone on board was a Concorde enthusiast and would be filling their senses with every second of this experience. In some cases, their passengers could have been saving up the money for this flight for many years and to put things into perspective financially, the £500 paid by each passenger was probably equivalent to the price of a two week family holiday to Spain at that time. Even though there was no champagne or caviar on these flights, everyone on board had a love for this supersonic sensation.
Another look at David’s beautiful Concorde build, one which has special meaning for him, reminding him of a very special day back in 1990 and a date with the world’s most enigmatic aeroplane.
For David’s Concorde tribute build, he used parts from three different Airfix Concorde kits, with each one painted in a different British Airways livery from throughout the 27 year service life of the aircraft, with the famous Landor livery gracing G-BOAD, the aircraft he had been lucky enough to fly on. The SST Prototype kit he used was a resin kit (French manufacturer he seems to recall) bought specifically for the project and the display is finished off with a luggage tag and a card which commemorates Concorde’s association with British Airways service. The model kits themselves had their outer wings cut off just outboard of the engine nacelles, which allowed the builds to fit inside their frame and produce the effect David was looking for. Attaching the kits to the backboard was achieved by simply gluing a piece of shaped wood inside the kit’s hollow fuselage section, before screwing it to the backboard once it was dry. In all cases with this kind of build, the most challenging aspect is spacing the individual models correctly, because if you get this wrong, your eyes will be drawn to it every time you look at it. As you can clearly see, it really is worth all the effort and something everyone would admire, whether they were a modeller, aviation enthusiast of not.
To finish this story on a light hearted note, David told us that if you look at the back of the frame, he has also attached a piece of Concorde toilet paper, which is another piece of memorabilia from his flight back in 1990 - well, everyone else was doing it, so he thought why not! We think this build is incredibly impactful and one which has even more appeal once you learn of the personal story behind it. We would like to thank David for allowing us to share these details with fellow Workbench readers and with potentially two different Airfix Concorde kits available from us at some point during the year, it remains to be seen if other modellers will be inspired by his idea into doing something a little different with one of their forthcoming builds. As far as Concorde is concerned, this aircraft is so beautiful and such an instantly recognisable shape that whatever you do with your model build, this aviation icon will always look fantastic.
We are afraid that’s all we have for you in this latest edition of Workbench, which we hope you found enjoyable. 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.
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