Concorde comes home
Welcome to this latest edition of our Workbench blog and all the news, updates and modelling exclusives from the fascinating world of Airfix.
Well the above title was certainly something of an attention grabber and we definitely have wall to wall aviation classics for you in this latest new Airfix project update review. We begin by bringing you a final update from the latest impending release from our highly regarded Vickers Wellington tooling, this time one of the 400 machines adapted to use the Rolls Royce Merlin X powerplant - with exclusive images of a fully built sample model, we will show how this version looks quite different from the more usual radial powered variants. Moving on from this, we feature a comprehensive update from the next release from another relatively new tooling, this time featuring a Soviet jet classic built under licence by another former Warsaw Pact country, the Lim-5 - we will have a box artwork unveiling and details of the scheme options to bring you.
Our next subject is a true aviation great, one of the most distinctive aircraft ever to fly and one which looks as cutting edge today as it did when it first flew back in March 1969, the incomparable Aérospatiale/BAC Concorde. Marking the impending release of our 1/144th scale Gift Set, we will see how this kit commemorates the last flight of this beautiful aeroplane and again, you can look forward to stunning artwork and admiring a fully decorated sample model. We end this latest blog in the best way possible, by reporting that our beloved Model Shows are slowly starting to appear once more and thanks to our friends at the Airfix Modelling Special Interest Group, we can share in their excitement at attending their first show for many months the weekend before last. We are so looking forward to getting back on the road again. As you can see, it’s definitely good news all the way in this 158th edition of Workbench, so strap yourself in for a supersonic read.
Our bombers will win the war!
Built sample model featuring the new Wellington kit parts which allow this unusual Rolls Royce Merlin powered variant of the bomber to be modelled
As Europe erupted into conflict at the start of the Second World War, the Royal Air Force was still in a period of significant expansion, with military officials certain that the aeroplane would play a major role in the battles to come, but found they were now having to make up for lost time. With a fighter force which could now boast the new Hurricane and Spitfire monoplanes amongst their numbers, Bomber Command were certain that they held the key to eventual victory and that their bombers would pound the Germans into submission, but only if Fighter Command could protect their airfields from attack. During the first offensive operations of the war, it soon became clear that the pre-war belief that British bombers would be capable of defending themselves against enemy fighter attack was cruelly misguided, a realisation which would quickly see the bombing offensive move from precision daylight raids, to less accurate night bombing, in an attempt to reduce the quite staggering losses the force were experiencing.
On the eve of conflict, Bomber Command could call upon some 23 operational squadrons (around 280 aircraft), which were equipped with such aircraft as the ageing Whitley, unsuitable Battle and more effective Blenheim and Hampden bombers. By far the most capable bomber they had at their disposal at that time, the Vickers Wellington had first flown in 1936, eventually entering Royal Air Force service with No.99 Squadron at Mildenhall in October 1938. These early production aircraft bore little resemblance to the prototype aircraft and when compared to contemporary medium bombers already in RAF service, the Wellington appeared to be a much more advanced design, an aircraft any potential enemy should be fearful of. With its sleek monoplane design and heavy defensive armament, the new Wellington was one of the most capable medium bombers in the world and the aircraft would have an important role to play in the coming air war.
With heavier four engined bombers in development but still some way off being in widespread service, the operational use and continuous supply of new Wellington bombers was absolutely essential to Britain’s war effort and nothing could be allowed to affect the continued supply of newly constructed aircraft. A developmental proposal which actually stemmed back to 1938, the Mk.II variant of the Wellington was an attempt to equip this important aircraft with more powerful engines, whilst at the same time also helping to ensure the continued flow of newly built aircraft, even if there were supply issues with the more usual Bristol Pegasus engines.
All the images used in this section of the blog feature a built sample of the impending kit release of our new Wellington Mk.II, with the additional parts needed to construct this Merlin engined variant of the bomber
The main powerplant to be used by this variant was to be the Rolls Royce Merlin X, a powerful inline V12 engine which utilised a two-speed supercharger and held the promise of increased power output, however, what the new engine gave the Wellington with one hand, it took away with the other. With the lengthy development of the new Merlin X engine, it would not become available to Vickers designers until early 1939, with the first flight of the Mk.II variant not taking place until 3rd March 1939. Although clearly a welcome potential addition to Bomber Command’s aerial arsenal, the overall performance of the Merlin powered Wellingtons did not entirely meet initial expectations, proving to be more of a compromise that a straight improvement. Although the new engines did produce more power than the original Bristol Pegasus, they were also quite significantly heavier than its radial competitor and whilst the Mk.II Wellingtons were capable of achieving greater speeds and operate at higher altitudes than other Wellingtons, it also operated with a reduced bomb carrying capability and could not match the range of its predecessor.
Finally entering service at the end of 1940, the Wellington Mk.II would be produced in much smaller quantities than variants which came before and after it and from a total wartime production of 11,462 Wellingtons of all types, only 401 would be of the Rolls Royce Merlin powered variant. With the exception of the alternative powerplants, the Wellington Mk.II was basically identical to the Mk.IC, which was the first major production variant of the bomber, with some 2,685 of this type eventually being produced. Although historically only accounting for less than four percent of the total Wellington production run, the Merlin powered Mk.IIs have a fascinating wartime story to tell and from a modelling perspective, make for a really interesting and surprisingly different looking addition to any model collection of British wartime bombers.
The images we are using to illustrate this update feature a built sample model using advanced production frames from the additional Mk.II tooling option and finished in the lead scheme option to be included with this interesting new kit. Looking at the model, there is no doubt that this is 100% Wellington, but there is just something a little unusual about it. When displaying this model next to other Wellington variants, it will be interesting to see how many people comment on why it looks different and how many people will actually know the story of the 401 Rolls Royce Merlin X powered Wellingtons.
Scheme A - Vickers Wellington Mk.II Z8339/SM-N, RAF No.305 (Polish) Squadron, Lindholme, South Yorkshire, England, June 1942.
Formed in late August 1940, No.305 Squadron was made up of a majority of Polish aircrews, who had managed to escape the German Blitzkrieg against their nation, only to have to evade them again later in France. Originally equipped with the obsolete Fairey Battle light bomber, they later converted to Wellingtons and began night bomber operations from April 1941. In July of the same year, the unit moved to RAF Lindholme in South Yorkshire, from where they would operate the Rolls Royce Merlin powered Mk.II variant of the Wellington. After two constant years of operation supporting Bomber Command’s night bombing offensive, the Squadron converted to daylight bombing operations, having traded their British bombers for American made Mitchells. Their time with the Mitchell would prove to be short lived, as after just sixteen operational missions, they would exchange the ‘Magnificent Medium’ for an even more effective aircraft, the de Havilland Mosquito. They would use the Mosquito to continually harass the enemy until the end of the war, operating from several forward airfields on the continent following the D-Day landings.
Vickers Wellington Z8339 took off from RAF Lindholme just before midnight on 19th June 1942, taking her place in a force of 194 RAF bombers sent to strike the coastal town of Emden. The raid was made up of Wellingtons, Halifaxes, Stirlings, Hampdens and Lancasters, however, the main strength of the force was made up of no fewer than 112 Wellingtons. Records show that the main force were some way off the target and whilst most reported accurately bombing the town, they actually struck Osnabruck, some 80 miles to the south.
The raid would not be as costly as some, but would still suffer the loss of nine bombers, including Wellington Z8339. It is thought that she was the victim of nightfighter ace Herbert Lutje of 8./NJG.1 and his Messerschmitt Bf 110F-4 G9+AS, who intercepted the bomber almost immediately as she turned for home. The aircraft came down near the Dutch town of Heeten in the early hours of 20th June 1942, with all but one of the crew tragically being lost.
A really interesting addition to the range, this alternatively powered Wellington would look great displayed next to one of our Bristol Hercules powered Avro Lancaster B.II kits, scale examples of famous British WWII bombers which seem to have something a little unusual about their appearance. Our new Wellington Mk.II kit is scheduled for release during the first week in October.
Soviet aviation classic, Polish manufacturing prowess
Is it any wonder why box artwork reveals prove so popular with Workbench readers? This stunning work will grace the box of the forthcoming Lim-5 kit release and features an East German strike jet firing its load of unguided rockets
In the years which followed the end of the Second World War, the introduction of the world’s first jet fighters and the capture of classified German propulsion and aerodynamic data would dictate the future direction of world air power. As Europe traded six years of war for a peace which must be described as uneasy at best, the victorious Allied air forces began to trade their huge aviation inventories for fewer numbers of more technologically advanced designs, aircraft which utilised jet propulsion and would make full use of information captured with the fall of the Third Reich and the final weeks of conflict. As relations between former wartime allies began to deteriorate, both sides rushed to introduce new and more capable aircraft, each hoping that the deterrent threat of their awesome capabilities might prevent a swift return to war once more.
Initially, the Western powers were a little complacent in assuming Soviet jet technology was lagging somewhat behind the progress they themselves had been making, certain that the captured German data they possessed would give them a significant technological lead in this early race. Unfortunately, this presumption would result in something of a reality check during the Korean War, as Allied pilots first encountered the impressive MiG-15 fighter, an aircraft which proved to be a revelation. The diminutive MiG-15 was one of the first successful transonic jet fighters to feature a swept wing configuration and its performance proved more than a match for all but the very latest US North American F-86 Sabre jet fighters. As the world descended further into a Cold War of military threats and political mistrust, in everyday parlance, the acronym MiG would come to stand for the latest Soviet air power and aircraft the West must prepare to face in the event of conflict.
Even while the first frenetic jet versus jet fighter combat was taking place in the skies above Korea, engineers at the Mikoyan-Gurevich company were already at the advanced stages of developing and upgraded version of their impressive little jet. Whilst it would not be entirely accurate to describe this new aircraft as a direct replacement for the MiG 15, it did represent another technological leap forward in aviation design and incorporated many improvements over its predecessor, some of which were made as a result of feedback following operational experience. Having said that, many people could easily be confused by the appearance of the MiG 17 (NATO reporting name Fresco), thinking that it was actually the same as its predecessor, or at best, a slightly larger derivative of the original MiG 15. Although the aircraft clearly retains a strong resemblance to the earlier fighter, it is a completely different aeroplane, taking everything that was good about the MiG which posted such an impressive combat record of 3:1 during the Korean War and improving it in almost every way. It could even be argued that the MiG 17 was a fascinating combination of the best fighter technology from the Second World War and the latest advancements in transonic flight research, Equipped with a devastating array of machine gun armament and in the days before effective air to air missiles were available, this aircraft has been described as the Soviet’s last ‘Gunslinger’.
Full CAD screenshot from the design files of our MiG 17/Lim-5 tooling, showing the inclusion of the wing root mounted Polis Mars-2 rocket pods which were eventually fitted to the East German Lim-5s
This computer rendered image clearly shows the similarities between the MiG-17 and its famous predecessor, however, if you know where to look, there are clear differences
The Mikoyan-Gurevich MiG 17 was a fast, high-subsonic fighter aircraft, designed to combat the potential threat of large scale Western bomber incursion into Soviet airspace. Although not intended as a dogfighter, the MiG 17 was an extremely manoeuvrable aircraft and would prove to be a feared adversary for much more modern designs during the Vietnam War. Indeed, these aircraft caused American airmen so many problems in combat, that in the aftermath of this conflict, the US initiated the lightweight fighter programme which would see such aviation heavyweights as the General Dynamics F-16 Fighting Falcon and the McDonnell Douglas F-18 Hornet eventually entering service. In the never ending quest to develop aircraft possessing even greater speed, the MiG 17 design attempted to overcome the effects of compressibility by adopting an even greater sweep to its wings and was the first Soviet designed aircraft to introduce the engine afterburner, allowing pilots to access greater thrust on demand, at the expense of greatly increased fuel consumption.
Offensively, this was one of the most heavily armed fighters in the history of aviation and could boast two 23mm cannon under the port side nose of the aircraft and a mighty 37mm cannon under the starboard side – the entire lower nose section of the aircraft, back to just behind the cockpit, was devoted to guns and ammunition, which is why this fighter is often described as one of the last true jet powered gunships. With its combination of robust construction, extreme manoeuvrability and heavy armament, the MiG 17 proved that Soviet aviation design was a match for the Western powers in a combat situation. Although it was not produced in the same quantities as the earlier MiG 15, the faster and more powerful MiG 17 became the standard Warsaw Pact fighter from the late 1950s and served with the air forces of over 20 countries – it was also built under licence in both Poland and China, making this one of the most important jet fighters of the 20th century.
Scheme A - PZL Lim-5, 45th Experimental Air Squadron, Polish Air Force, Modlin, Poland, 12th July 1993.
The Polish Air Force had been quick to enter the jet age with the MiG 15, convincing the Soviets that they needed the aircraft to provide an effective deterrent in ensuring Western aircraft did not enter its air space. In addition to securing Soviet built aircraft, they later signed a deal allowing them to produce licence built versions of both the aircraft and its engine and between 1952 and 1954, around 227 of these fighters, which were designated Lim-1 in Poland, were built, aircraft which would form the backbone of the Polish Air Force. With the arrival of the more capable MiG 17, Polish officials were keen to replicate this original arrangement, approaching the Soviets about obtaining and ultimately manufacturing the new jet.
Initially, twelve fighters were procured from the Soviets, with air and ground crews receiving conversion training in the Soviet Union. With a licence agreement in place, the manufacturing conversion was relatively trouble free, as the state run factories were experienced in manufacturing the MiG 15, not to mention the fact that the first four aircraft built were constructed from kit parts supplied by Mikoyan-Gurevich. Polish production of the MiG 17 would run to at least 477 Lim-5 fighters, with further undisclosed numbers of alternate variants for both home and export markets. The Polish reference Lim-5 loosely translates to Licence built fighter No.5 and these extremely capable aircraft would stay in Polish service for almost 40 years in a number of operational roles. Despite being a relatively early generation of jet fighter, this simple and easy to maintain fighter would be available in great numbers deep into the Cold War period and in the hands of a competent pilot, could still be a potent adversary for Western airmen.
Some of the first Polish MiG 17 (Lim-5) fighters to enter service did so at the Aircrew Conversion Training Facility at Modlin, an airfield which was used by the Luftwaffe during WWII and is now Warsaw Airport. The airfield would later be the home of the 45th Experimental Air Squadron, and important unit within the Polish Air Force tasked with test flying new and overhauled aircraft in advance of squadron allocation. They would later take on test and experimental flying duties, proving essential in the development, installation and operation of new weapons destined to be used by the Polish Lim-5 force. They would also operate the aircraft from motorways, as many of the Warsaw Pact nations were encouraged to train crews to operate aircraft from dispersed locations, maintaining their deterrent potential.
Lim-5 red 1717 had the distinction of being the last aircraft of its type in Polish Air Force service and the one which performed its final flight on 12th July 1993. An occasion which attracted significant media and enthusiast attention in Poland, the flight took place at the Modlin base, the airfield where the very first MiG 17 jets were accepted into Polish Air Force service. In commemoration of this high-profile final flight, the aircraft wore unique and extremely attractive markings, carrying the words ‘OSTATNI LOT’ (Last Flight) and ‘OSTATNI LIM’ (Last Lim) on either side of its fuselage and a beautiful tail design which was created by graphic artist Robert Gretzyngíera. This tail made reference to the 45 LED’s (experimental aircraft squadron) unit badge, including a stylised version of its ‘goose on the wing’ in the design and for those present on the day of the flight, this must have made for a memorable sight - an extremely attractive scheme to bid farewell to this Polish built Soviet jet classic.
Scheme B - PZL Lim-5, Jagdbombenfliegergeschwader 37 ‘Klement Gottwald’ (JBG-37), Luftstreitkfäfte der Nationalen Volksarmee, Drewitz Air Base, Deutsche Demokratische Republik (East Germany), 1986.
Another fascinating variant of the Mig-17 family, this East German Air Force machine was formerly used in the types more usual air defence role, but converted to combined fighter/ground support operations following the country’s adoption of the latest MiG-21 fighters. Concerned at their lack of coordinated close air support cooperation between land and air forces during the early Cold War period, a Warsaw Pact dictat implored all member states to establish such forces as a matter of some urgency. The MiG 17 and Polish Lim-5 had been assessed in a ground attack role, but was found to be unsuitable, however for cash strapped nations such as the DDR, this was the only suitable aircraft type available to them. In addition to this, assigning aircraft for this new role would strip squadrons of aircraft currently employed in an air defence capacity, something neither they nor the Soviet Union saw as being an acceptable situation.
Their opportunity to explore options came with the introduction of the spectacular MiG-21, an aircraft which had the performance to keep the West very much on their toes and the current pinnacle of Warsaw Pact aircraft technology. From the early 1960s onwards, the delivery of more MiG 21 fighters allowed the older Lim-5s to be reallocated to secondary roles and potentially, modification. Whilst their transition was taking place, Soviet and Polish engineers had been working on a plan to convert large numbers of the now relegated MiG 17/Lim-5 fighters to perform a fighter attack role, keeping aircraft numbers up, whilst at the same time increasing the effectiveness of their deterrent threat. Poland had been successful in producing an attack variant of the Lim-5, one which could not be described as an aircraft built for the task, but one which could do a job if required.
During the mid 1970s, all East German Air Force MiG 17 and Lim-5 jets which were still in a good state of serviceability, underwent conversion to give them a ground attack capability. These modifications included the addition of a pair of braced ordnance pylons under the inner wing root of each wing, similar to those fitted to the Polish Lim-6bis and Lim-6M fighter bombers. Omitting the brake parachute housing Polish aircraft featured, this conversion work was carried out by Flugzeugwerft Dresden, using fabricated component kits supplied by WSK PZL of Poland and would allow the aircraft to be operated with two Polis Mars-2 pods, each capable of firing sixteen 57mm unguided rocket projectiles, in addition to the jet’s already heavy cannon armament.
Operating at much lower altitudes, these ground support aircraft traded the bare metal of air defence Lim-5s for an attractive dark camouflage scheme and when beginning to show signs or weathering, these truly were some of the most appealing of the Cold War Warsaw Pact jets. Officially established in October 1971 in response to this new close air support requirement, Jagdbombenfliegergeschwader 31 (later to be redesignated JBG-37) had the distinction of being the first bomber squadron in the DDR and in their role of close air support, would never be too far away from any border hotspots. The rugged MiG 17 and Lim-5 aircraft they flew were well liked by their crews, tough and relatively easy to maintain, when flown at lower altitudes, these jets were capable of exceptional performance and could be quite a wild ride. Due to a lack of funds and the rate at which the aircraft burned additional fuel, the use of afterburner was strictly limited and only to be used in extreme circumstances.
Only the second individual kit release from this new tooling project which first arrived in model stores back in 2019, this latest PZL Lim-5 kit includes additional parts to allow this Polish licence built variant of the famous MiG-17 to be built in either of the above appealing scheme options. Currently scheduled for an Autumn release, we hope to have fully decorated built samples to bring you in a forthcoming edition of Workbench.
Aviation icon flies home
A thing of aviation beauty, Concorde may not be gracing the skies any more, but she has left an aviation legacy which will never be forgotten
The fascinating world of aviation can boast numerous different aircraft types amongst its ranks, some of which are familiar to many people and have a case for being regarded as a ‘classic’. When it comes to being labelled an ‘icon of the aviation world’, this exclusive group will only contain a handful of aircraft, but however long or short this list may be, there is one aircraft which will always be included, Concorde. An aircraft which may only have been made in small numbers and was to have a relatively short service life, this supersonic sensation is still arguably the most widely recognised aircraft in the history of aviation and the one millions of people still have a fascination with.
At a time when commercial aviation was enjoying a period of significant expansion, the Concorde project emerged from a desire to present the world with a viable supersonic passenger aircraft, one which could carry passengers around the world at more than twice the speed other aircraft were capable of achieving, effectively shrinking the world, whilst at the same time offering a Blue Riband aviation service for its passengers. With separate projects being developed in Britain, France, the US and in the Soviet Union, the frightening cost of the project would lead Britain and France to collaborate on their design, with the aim being to have their aircraft flying before an American competitor could take to the air, thus beating them to many potential sales orders. What they produced was a beautifully sleek aeroplane, one packed full of technological innovation and one which not only held the world spellbound, but was also probably responsible for turning more people into aviation enthusiasts than any other aircraft in history.
The first Concorde to fly was French prototype aircraft No.001, which took off from the airfield at Toulouse on 2nd March 1969, to be closely followed by the British built prototype on 9th April. Both aircraft were presented to huge crowds at the Paris Airshow in June of that same year and from that date, it was clear that the Anglo-French consortium had produced an aviation classic – the world had already embarked on its journey of infatuation with Concorde. As the aircraft’s development programme continued apace, initial interest in Concorde was extremely encouraging and orders were received for over 100 aircraft, from 17 of the world’s most progressive airlines, however, as the programme started to overrun and costs began to spiral significantly, this initial support soon diminished, as cost conscious airlines were now looking towards reducing future operating expenditure. Even before the first production Concorde aircraft had entered commercial service, the aviation world had become a very different environment in which to operate and Concorde would not only seen to be a unique and technologically impressive passenger aeroplane, it would also be an aeroplane which would be flying in the face of the entire commercial aviation industry at that time.
Looking back at Concorde’s operational history, this aircraft truly captured the imagination of the aviation world, despite the fact that most of the world could never hope to fly on her - somehow, that didn’t seem to matter to us. Spiralling costs and noise were considerations which always blighted Concorde operations and with only 100 passenger places available for each flight, ticket prices were always going to be on the high side. Also, whether it was a case of sour grapes or having genuine concerns, America would make operating the aircraft incredibly difficult for British Airways and Air France in their airspace, banning US continental flights and even proposing to ban the aircraft operating out of New York, both for reasons of excessive noise. It was only after satisfying strict noise abatement tests that Concorde was allowed to operate from New York and this was only due to the power and agility of the aircraft. Immediately following take-off, Concorde would bank out over the sea, avoiding overflying built up areas and therefore posting lower noise figures that most other commercial airliners.
Images of a built sample model in the livery of Concorde G-BOAF, the iconic markings of the last Concorde to ever fly
In a perverse twist of fate, Concorde crews would later claim that the American public loved Concorde just as much as everyone else and on most trans-Atlantic flights, American passengers would outnumber those from all other nationalities. Every Concorde take-off would also see an army of US enthusiasts taking up positions around the airport, just to catch their latest glimpse of the world’s most exciting civil aircraft. For passengers flying from London, the time difference between the two countries meant that when they adjusted their watches on arrival in New York, the three-and-a-half hour flight time meant that they would be landing in the US before they had taken off from London! Only Concorde passengers could make such a boast. In fact, business people could take the first flight out of London, attend a day of meetings on the other side of the Atlantic and be back home the same day, but only if they had two Concorde flights in their passenger log book.
Here in the UK, any appearance by Concorde was always greeted with huge crowds and significant media interest. When the aircraft appeared at an Airshow event, she would invariably steal the show, no matter how many of the world’s latest warplanes may have also been on the same airfield. Indeed, if show organisers could advertise the appearance of Concorde prior to their event taking place, they could virtually guarantee a full house on show day and probably traffic chaos in the immediate vicinity during Concorde’s display.
Unfortunately, after just 27 years of service, this aviation phenomenon was consigned to the pages of history. A tragic fatal accident and the withdrawal of manufacturer support signalled the end for Concorde, even though many experts felt that the completion of extensive safety modifications meant that the aircraft could have remained in service for many years to come.
Foxy heads home
This breath-taking image beautifully marks a moment in aviation history and the last few moments of Concorde’s flying career
The 26th November 2003 would prove to be a truly historic day for aviation and indeed, for the world’s most famous aeroplane, Concorde. This day would mark the final flight of an aircraft which was recognised the world over, a supersonic passenger jet which could boast performance which would put many of the world’s latest jet fighters to shame and for many people, also happened to be the most beautiful aircraft ever to take to the skies. Unfortunately, the changing nature of passenger air travel at that time dictated that continued Concorde operations would not be viable, bringing to an end a glorious chapter in commercial aviation and with it, removing this iconic shape from the skies.
As the last Concorde to be built G-BOAF ‘Alpha Foxtrot’ (or just plain old Foxy to those who knew her) made her maiden flight from BAC’s Filton factory airfield on 20th April 1979, so it was somehow fitting that this youngest Concorde would have the honour of conducting the final flight of this magnificent aircraft, some 24 years later. Taking off from London Heathrow at 11.30 with 100 members of British Airways staff as her passengers, Foxy would make one final supersonic dash out over the Bay of Biscay before setting course for Filton and the final landing of this iconic aircraft. Bringing to an end this glorious chapter in aviation history, Concorde flew low over the city of her birth and its famous Clifton Suspension Bridge and if the crew needed any reminder of how much this magnificent aircraft meant to the British public, the crowds they flew over must have made this emotional occasion even more memorable.
The box presentation for our new ‘Last Flight of Concorde’ Gift Set features several iconic images of this most famous aeroplane
With tens of thousands of people lining the proposed flightpath of the world’s last flying Concorde, enthusiasts, local and national news teams and anyone who could make it were all determined to be present for this final opportunity to see Concorde in the air. The aircraft quite literally brought Bristol to a standstill, as the world’s media and Concorde’s greatest fans, the British public, all gathered to wish her a fond farewell. As G-BOAF landed at Filton, the oldest aircraft manufacturing factory in the world, she had finally come home, landing back on the same tarmac which she had first lifted off from some 24 years earlier and in her wake, leaving a lasting aviation memory for everyone who had been lucky enough to see her, let alone fly on her. With only 20 aircraft produced, has any other aircraft produced in such small quantity had such a dramatic impact on the world of aviation as Concorde?
Concorde G-BOAF is now the most impressive exhibit at the Aerospace Bristol Museum, on the historic Filton site.
Continuing our modelling association with the world’s most famous aircraft, the latest release from our 1/144th scale Concorde tooling presents aircraft number 216 registration G-BOAF ‘Alpha Foxtrot’ on the occasion of her final flight into Filton on 26th November 2003, the last ever flight of a Concorde. Featuring two new pieces of stunning box artwork, this Gift Set release comes with poly cement, 2 paint brushes and 6 acrylic paints, everything you should need to make your own modelling tribute to this aviation icon, arguably the most aesthetically pleasing aeroplane ever to take to the skies. Scheduled for an Autumn release, could there be any finer modelling way to welcome the dark nights back than to spend a little quality time with Concorde?
Model Shows hit the road again
Thanks to images supplied by AMSIG’s Mark Maxey, Workbench readers can share in the positive news that the first post restriction model shows have started to take place across the country
It seems as if it has been such a long time in coming, but we are delighted to be able to report that the first few post lockdown model show events have started to take place across the country, which really does seem like such a positive development for us all. From our own perspective, the last show where we had a representative in attendance was at the Huddersfield/Halifax show at the beginning of 2020 and we can’t wait to get back on the road again and see what you have all been up do. Thanks to us regularly checking modelling enthusiasts sites, we became aware that IPMS Avon & Lincombe Barn’s combined modelling and wargaming show was due to take place on Sunday 8th August, but as we were unable to attend, we asked our friends at the Airfix Modelling SIG (who were attending) if they would mind sending us a few pictures from the show. We also asked if we could speak to them about the event, other modelling related issues and to include this in the next edition of Workbench, all of which they were more than happy to help us with.
The images we are using here were all taken by AMSIG member Mark Maxey and we took the opportunity to speak to Mark about the show and how the past few months have impacted on his own modelling experience. In relation to the show, he told us that he was expecting it to be a very busy day, as this was one of the first shows taking place after such a long hiatus, however, he was surprised to find that in his opinion, public attendance was actually down on what they would usually expect, perhaps between 60 and 70 percent of normal attendance. This could clearly be a result of many reasons, from general event awareness, to people still having some reservations about indoor gatherings, however, the show’s organisers had worked hard to ensure effective anti- coronavirus measures were in place and everyone in attendance certainly felt safe and mutually protected. Once people become aware that shows are starting to take place again and measures to ensure their wellbeing are in place, they will surely start checking event schedules and soon get back into the swing of things.
Mark’s images show various model displays arranged on the Airfix Modelling SIG’s tables at the recent IPMS Avon & Lincombe Barn’s combined modelling and wargaming show
From a personal modelling perspective, Mark told us that throughout the lockdown and restrictions period, he has actually modelled less that he would normally, due in no small part to the fact that he has continued to work full time throughout, spending even more time at work, as others have needed to take time away. Thankfully for show display purposes, he has a modelling war chest of around 15/20 plastic boxes crammed full of built models just waiting to take their place on the AMSIG stand, so there are no shortage of options there. The Avon show proved to be a real joy for Mark, as it allowed him the opportunity to catch up with friends and acquaintances, and perhaps more importantly, just to do something normal for a change, after such a long period where everyone has had to make sacrifices.
As far as group dynamics are concerned, the Airfix Modelling SIG have members all over the country and usually attribute show attendance manning on a Southern or Northern team basis. On many previous occasions, they have been able to have displays at two shows on the same day/weekend, usually attending around twenty shows during a normal year. The highlight for them is always their attendance at Scale ModelWorld each November, where as many members of the team try to make the event as possible, with all their latest builds (and a few little surprises) all ready for display.
Over the past few months of restrictions the team have been staying in touch as usual, via their active Facebook page or their modelling forum, however, national restrictions have forced them to go all ‘high-tech’ and they now hold weekly zoom meetings. Again with as many members as possible checking in, these Thursday evening meetings have turned into something of a modelling ‘Show and Tell’ occasion, but have been a really enjoyable way to keep in touch with fellow members and to keep the modelling enthusiasm going.
Mark informed us that this attendance at the recent Avon Model Show was his first since Telford 2019, so it was really great to finally get out there again. We couldn’t let this opportunity pass without asking him about his personal modelling preferences and he told us that he likes to think he would have a go at most things. Within the group, they have members who specialise in military vehicles, ships and figures, so he would usually stay away from these areas in the main, but if he had to be tied down on a favoured subject, he would probably say Sci-fi and in particular Star Wars subject matter, but this is certainly not an exclusive. He also told us that he once set himself a challenge of building nine Spitfire kits in nine days, during a holiday period, something he managed to achieve and something we thought would make for a fascinating display on the AMSIG stand.
Not restricting themselves to simply meeting at their latest model show attendance, members of the group will also arrange to meet at museums and Airshows and Mark told us that he can’t wait for these to start up once again.
We would like to thank Mark Maxey and the Airfix Modelling SIG for supplying us with these fantastic pictures and providing us with an overview of the recent Avon Model Show. We look forward to catching up with you all at a show in the very near future and Mark, we will pass on your kit re-issue request to our development manager.
Thanks again.
We are afraid that’s all we have for you in this latest edition of Workbench, which we hope you found to be an enjoyable read. 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 our official social media platforms - Airfix Facebook, Airfix Twitter and Airfix Instagram – 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, a comprehensive round-up of previous editions of our Workbench blog, access to helpful modelling tips and much more.
The next edition of Workbench is scheduled to be published on Friday 3rd September.
Thank you, as always, for your fantastic support of our Airfix blog.
