Hawker's Tempest a fighting thoroughbred

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It has now become something of an early season tradition for IWM Duxford to unveil a special aircraft exhibition to herald the start of a new year of events at this historic site and this year, the development and achievements of the Hawker Hurricane, the nation's other Battle of Britain fighter, is their fascinating subject of choice. Their current Hurricane - Unsung Hero event attempts to illustrate why the Hurricane is deserving of much more recognition than it usually receives, how it was the right aeroplane during the dark days of the summer of 1940 and tracing its lineage from the classic Hawker biplanes of the 1930s, to the RAF's first 300mph capable monoplane fighter to enter service.

Our subject for this latest edition of Workbench is linked by way of a further extension of the Hurricane's development, as we bring readers details of only the second release from our new 1/72nd scale Hawker Tempest V tooling, a project which was only announced in 2021 and has therefore only actually been available in the range for a few months to date. We will be seeing how the new artwork and lead scheme options included with this forthcoming 2023 release are quite different to those we have on offer in the existing kit and indeed, why the Tempest occupies a position as one of the most potent piston powered aircraft to ever see Royal Air Force service. Significantly for Duxford's current display, we will also see how the Tempest was a further development of the successful Hurricane and could even be described as Hawker's long standing desire to produce a 'Super Hurricane'. Join us as we introduce you to our scale tribute to an aircraft which Luftwaffe Me 262 jet fighter pilots described as the Allied fighter they would least like to come across during the final months of the Second World War. 

A 'Super Hurricane' worthy of the name

A brute of a machine, the Hawker Tempest was the fastest piston engined aircraft in the skies when it first entered service and was the interceptor replacement for the Hurricane that designer Sydney Camm had always envisaged.

For people with just a passing interest in the Second World War and the history of British aviation, they may think that from a single engined fighter perspective at least, this story begins and ends with the Supermarine Spitfire, a thoroughbred fighting machine and one which the passage of time has not diminished the affection in which it is held. There is no disputing the fact that the Spitfire was an exceptional aeroplane and one the British nation would have been in an extremely precarious position had it not been available to them, however, during the early months of the war, it did have a more than able hangar mate, even though this particular aircraft is one which history and popular public understanding usually tends to overlook.

Although the Hawker Hurricane possesses several important British aviation accolades in its own right, it was very much in the shadow of the Spitfire during its service life and even though it accounted for more aircraft destroyed during the Battle than all of Britain's other defences combined, the Spitfire is still lorded as the saviour of the Battle of Britain. At the start of the battle, there were ten more squadrons of Hurricanes in service than there were Spitfires and whilst adopting more traditional methods of construction than the all-metal Spitfire, the Hurricane was fast, manoeuvrable and packed a heavy punch from its eight Browning machine guns. In fact, many pilots actually preferred the Hurricane due to its forgiving flight characteristics, being a stable gun platform and how the wide-track undercarriage made the task of taking off and landing much less traumatic than in a Spitfire. Crucially, in the majority of cases, should aircraft suffer combat damage, it was easier to patch up a Hurricane than it was a Spitfire, with aircraft damaged during the day often repaired and available on the line the following morning.

Where there is a slight divergence in the fortunes of the two aircraft comes in the months which followed the Battle of Britain, where the Spitfire continued to undergo significant further development, whilst the Hurricane had less potential in this regard, however, designers at Hawker Aircraft Limited were already working on a successor, their 'Super Hurricane'. With the Hurricane actually occupying a significant position within the history of British aviation, a proposed replacement interceptor was always going to be of interest to the Air Ministry, particularly as the anticipated performance of the new fighter would make it the fastest aircraft in European skies at that time.

Modelling tribute to an exceptional aeroplane, the Tempest may have traversed the period between the finest piston engined designs and the world's first jet fighters, but its lineage to the famous Hawker Hurricane makes it fascinating for the world's modelling community, in addition to the fact that it's just such a great looking aircraft.

As many Workbench readers will be aware, the original proposed replacement for the Hurricane and therefore the Company's intended 'Super Hurricane' was the Hawker Typhoon, a brute of an aeroplane which was an aviation attempt to marry the most powerful piston engine available at the time with a relatively diminutive, yet robust and heavily armed airframe. Although developed as a medium to high altitude interceptor fighter, it quickly became apparent during development trials that Hawker's new fighter would not be suitable for this role, as the thickness of the aircraft's wing actually hampered its performance at higher altitudes. 

Even worse than this, the Typhoon would endure quite a troubled development and protracted service introduction, to the point where cancellation of the entire programme was seriously considered at one time. Nevertheless, thanks to continued development and the efforts of Hawker test pilot Roland Beamont, who would later demonstrate the effectiveness of the aircraft in operational environments, the Typhoon would go on to find its aviation niche as a hard-hitting ground attack aircraft and one which would come into its own during preparations for the Allied invasion of Normandy and the months of intense fighting which followed.

Although there was no doubting that the Typhoon possessed huge potential, it transpired that it wasn't able to fulfil its intended role as a high performance interceptor and as a result, Hawker's search for their 'Super Hurricane' went on. Much of its design and flight data information would subsequently be used as the starting point for a new fighter project, one which would incorporate many significant improvements and a project which was initially referred to, within the company at least, as the Typhoon Mark II project. Prior to its maiden flight, the name of the new aircraft was changed to 'Tempest', but just like its predecessor, it was a real brute of an aeroplane.

A built sample model of the current (first) release from this magnificent new tooling, which allows us to see both the similarities and the differences between Hawker's previous design, the Typhoon, and their new interceptor, the mighty Tempest.

Although the Tempest was still relatively large for a single engined fighter, its airframe was light and it would be powered by a further enhanced and more mature variant of the savagely powerful 24 cylinder Napier Sabre engine which powered its predecessor. Making its first flight on 2nd September 1942, the Hawker Tempest featured a newly designed laminar flow wing which was much thinner than the one used on its predecessor and allowed the new fighter to slip through the air at incredible speeds. When viewing the aircraft from most angles, the Tempest V bears more than a passing resemblance to the Typhoon which preceded it into service, however, this was a very different aircraft and one which was destined to become the RAF's premier piston engined fighter of the day. 

If a Tempest and Typhoon were placed side by side, it wouldn't be difficult to spot some distinct differences in the design of each, however, when looking at a Tempest in flight, this distinction can be a little more challenging. The most significant distinguishing feature between the two types is their respective wing design, with the Tempest employing a much thinner laminar flow design for better performance at higher altitudes, one which conveniently also happens to be a completely different shape to the one used on the Typhoon. With a straight leading edge and distinctive elliptical trailing edge profile, the Tempest’s wing was designed for speed, even though it could still be adapted for use in a ground attack role. Other Tempest design differences include a slightly longer nose and a tail section which appears to be much larger, with a more generous vertical stabiliser and pronounced dorsal fillet. 

During the prototype aircraft’s maiden flight, it would post an impressive top speed of 477 mph in level flight, to the delight of both the design team and the watching Air Ministry.

Tempest enters the fray

Although our box art for this second release depicts an aircraft which is wearing post war markings, it could be argued that in this natural metal finish, the Tempest looks even more impressive than it did when wearing wartime camouflage, but certainly illustrates how most Tempests would see more post war service with the RAF than they did during WWII.

The Hawker Tempest V entered Royal Air Force service in early 1944 and in order to ease the transition of pilots and ground crews onto this powerful new fighter, it was decided that the first two squadrons to receive the type should both have previously operated its predecessor, the Typhoon. It was thought that managing the incredible power generated by the Tempest’s mighty Napier Sabre engine could pose problems for pilots converting from other aircraft types and how former Typhoon units would at least have prior experience in managing that power, thus ensuring a smoother service introduction for the new fighter.

In advance of the D-day landings, Tempests were being used in a similar ground attack role to the one being flown so effectively by RAF Typhoon squadrons, however, should it be required to make the shift to air combat operations mid-mission, the Tempest was much more suited to this task than its predecessor. Possessing significantly greater range than the Typhoon, Tempests could loiter in the combat zone for longer periods, allowing offensive strikes deeper into occupied Europe, or the potential for pilots to wait patiently for the Luftwaffe to come up and fight, where they could show them what their new fighter could really do.

A beast of an aeroplane, the Hawker Tempest really did require some taming, which is why its service introduction was handled by units and pilots which had previously flown the Typhoon operationally.

In operation, Tempest pilots described their impressive new aircraft as a more sophisticated evolution of the Typhoon, with all the previous aircraft's problems ironed out. Whilst this beast still needed some careful handling, it was a huge improvement in performance terms, with some pilots even going so far as to describe it as comparing a cart horse with a thoroughbred race horse - it seems as if Hawker's finally had their 'Super Hurricane'.

Although the Tempest was undoubtedly one of the finest piston powered aircraft to ever see Royal Air Force service, its introduction towards the end of the war, combined with Allied air superiority at that time meant that the opportunity for Tempest pilots to post large combat victory scores was significantly reduced, something which has possibly consigned the aircraft to relative obscurity when compared to other more famous types. Despite this, the Hawker Tempest unquestionably represents the pinnacle of piston engined fighter design during WWII and if for this reason alone, its inclusion in the Airfix range as a detailed scale model kit is big news for the modeller.

Let's take a closer look at the two scheme options offered with this impending second release of this beautiful model.

Scheme A - Hawker Tempest Mk.V SN228 XC/D, Aircraft flown by Squadron Leader H 'Poppa' Ambrose DFC, Commanding Officer of No.26 Squadron, Royal Air Force Gatow, Germany 1946.

During the final months of the war, there was some competition between Tempest units and those operating the new jet powered Meteor, an aircraft which may have pointed to the future of aviation, but at that time, was still in the very early stages of its technological development. Proud of their new jet fighter, the RAF were happy to allow the misnomer that the Meteor was the only British aircraft fast enough to catch the German V-1 Doodlebugs which were being hurled towards Britain in the weeks and months which followed D-Day, but this is simply not the case. Any former Tempest pilot will tell you in no uncertain terms that their aircraft was more than capable of chasing down a V-1 and indeed, many more Doodlebugs would fall to the guns of Tempests than they would to any other aircraft type. This determination to put the record straight was made all the more important for them as Tempest units were prevented from joining the rest of the RAF in immediate post D-Day operations. As the RAF's most potent fighter, they were held back for home defence duties and the V-1 onslaught gave them their opportunity to make a telling contribution to the air war.

RAF No.26 Squadron would actually spend their time in preparation for D-Day by retraining to perform a vital naval gunnery spotting role, using their Spitfires to provide real-time information to naval gunners engaged in the bombardment of strategic coastal targets. By the end of the year, they would revert to a traditional reconnaissance role, flying operations over Holland using their new Mustangs, but by the spring of the following year, would once again be called upon to provide their specialist naval gunnery support. In April 1945, the squadron would spend two weeks supporting French warships as they targeted pockets of remaining German resistance off the French coast, which they quickly neutralised.

Full scheme details for the Tempest V which inspired the creation of the box artwork which will accompany this release.

Following their final naval spotting stint, the squadron would operate from bases in Germany, but with the end of the Second World War, the 2nd Tactical Air Force, or the British Air Force of Occupation as it was renamed, would undergo quite a period of change. In April 1946, No.26 Squadron was disbanded, but on the same day, No.41 Squadron was re-numbered No.26 Squadron and as part of No.135 Wing, would fly their Tempest fighters at Wunstorf for the remainder of the Tempests service in Germany. It does have to be said that before Tempests were finally withdrawn from Germany the Bristol Centaurus powered Tempest II had replaced many of the earlier Mk.V variants in service. 

From a modeller's perspective, perhaps the most interesting period of RAF Tempest operations came from March 1945 onwards, when orders were issued that Fighter Command could dispense with wartime camouflage and relace it with either a silver doped or natural metal finish. Despite this, aircraft already in service and those already in production would generally retain their wartime markings, so during this period, the appearance of silver and natural metal aircraft proved to be the exception rather than the rule. By 1946, a firm order was issued for the removal of all camouflage from fighter aircraft and the drab, weathered appearance of war weary Hawker Tempests was transformed almost overnight, with gleaming natural metal speedsters emerging from paint shops in RAF Germany and didn't they look spectacular!   

One to look out for and isn't she a beauty!

It's interesting to note that the subject of this lead scheme, Tempest SN228, was the former personal mount of New Zealand ace Wing Commander Evan Dall 'Rosie' Mackie, in his roll commanding No.122 Wing, the 'Tempest Wing'. Mackie would end the war as the most successful New Zealand fighter ace of WWII, with 21.5 confirmed aerial victories and 5.5 of this number scored whilst flying the Hawker Tempest. SN228 would later pass to the care of No.41 Squadron and was still there in April 1946 when the unit was re-numbered No.26 Squadron. There, it would become the personal aircraft of Squadron Leader Henry 'Poppa' Ambrose, during whose tenure the aircraft would be stripped of its camouflage paint scheme and presented in a smart natural metal finish, showing of the purposeful lines of this most potent fighter aircraft.

Our Researcher Luke wanted to have this as the lead scheme option for this second Tempest release because it was just so different to the two finishes included with the first release from this impressive new tooling and many of us will find this an irresistible option when building our kit. During his Tempest research, he came across an interesting logbook entry whilst searching through artifacts held at RAF Manston History Museum. He discovered an entry which detailed a logged flight by Sqn Ldr Henry 'Poppa' Ambrose at the end of April 1946, where he returned to RAF Manston in his natural metal Tempest having recently taken part in dive-bombing exercises on the Fassberg Ranges in Germany. This inspired Luke to commission the stunning artwork which will be featured on the box of this future release, commemorating not only a beautifully presented Hawker Tempest, but also one of the most impressive modes of transport anyone could have used as their personal conveyance. When Sydney Camm envisaged what his 'Super Hurricane' would look like, surely it must have looked something like this.   

Scheme B - Hawker Tempest Mk.V EJ865 W2/Y, No.80 Squadron, Royal Air Force Wunstorf (formerly Advanced Landing Ground B-11), Germany 1946.

Hawker Tempest V deliveries to front line RAF squadrons began from April 1944 and by the end of the following year, seven squadrons would be equipped with this most potent of fighting aeroplanes. Initially used in the home defence roll combatting the V-1 Doodlebug menace, RAF Tempests would later be released to forage for enemy targets over enemy occupied Europe, hunting down potential V-1 launch sites and helping to quell the threat posed by the Luftwaffe's Messerschmitt Me 262 jet fighter. During air combat engagements with a depleted Luftwaffe, RAF Tempest units reported a combat success ratio of 7:1, with this number only falling to a still impressive 6:1 when engaged with Luftwaffe single engined fighters. The top scoring Tempest ace was an American pilot flying with a RCAF unit, with Sqn Ldr David Fairbanks scoring an impressive 12 victories before he himself was brought down over enemy territory, to become a prisoner of war.

Ultimately, the wartime career of the Hawker Tempest would only last for around a year, however, during that time and despite the Luftwaffe being seriously depleted and unable to regularly challenge the Allies in anything like significant numbers, Tempest units still managed to claim a large number of enemy aircraft destroyed. In fact, following the end of the war, Luftwaffe Messerschmitt Me 262 jet pilots who were interviewed by Allied interrogators described how the aircraft they feared most whilst engaged in their final combat sorties was the British Tempest - fast, manoeuvrable and heavily armed, the German jet was no match for the British fighter if it were not already at combat speed.

Full scheme details of this rather flamboyantly presented and well-travelled Tempest V, a fine example of one of the RAF's most potent piston powered single seat fighter aircraft.

RAF No.80 Squadron was assigned to the air defence of Britain around the time of the D-Day landings and whilst other similar units were fully engaged in Operation Overlord preparations and would later move to Advanced Landing Grounds in Normandy, No.80 Sqn would remain in the UK. Trading their Spitfire IX fighters for Hawker Tempests, they would themselves be fully committed to 'Operation Diver' and the defence of southern Britain against the terrifyingly indiscriminate threat posed by the German V-1 flying bomb campaign. Once this threat had diminished following the advance of Allied troops into the launch site areas, No 80 Squadron would also be sent to the continent, continuing to fly in the fighter/air defence role until the end of the war, then going on to form part of the British Air Force of Occupation in Germany.

No.80 Squadron would fly patrol and armed reconnaissance sorties from their base at B.116 ALG Wunstorf during this increasingly volatile period of European history, but would be relocated to Hong Kong in July 1949, having previously traded their Hawker Tempests for Supermarine Spitfire Mk.24s. Tempest V EJ865 was one of 300 Series 2 aircraft built by the Gloster Company and is an example of one of Britain's most potent fighting aeroplanes of the piston powered era. 

This second scheme option sports an unusually flamboyant compliment of fuselage markings and when combined with its blue flight coloured spinner and single drop tank, and lightning flash motif, will make for a particularly attractive addition to any model display. As some late war Tempests were required to change units several times in a relatively short period of time, the yellow bordered red lightning flash on this aircraft (EJ865) is a link to the aircraft's time serving with RAF No.274 Squadron, which would later be re-numbered to No.174 Squadron. The end of WWII would see a gradual reduction in RAF unit numbers based in Germany and No.174 Squadron would be disbanded, with EJ865 passing into the care of No.80 Squadron at Wunstorf as a result.

On joining  No.80 Squadron, EJ865 was allocated to 'B Flight' and as such, inherited a blue spinner and interestingly, blue long-range fuel tanks, although on operations, the aircraft would have presumably flown with whatever tanks were serviceable at the time. We are less certain about the origins of the question mark which appeared on both sides of the aircraft's radiator/air intake scoop and would appreciate any information our knowledgeable readers could share with us. Nevertheless, the two scheme options which will accompany this second Tempest release could hardly be more different, despite the fact that both are incredibly appealing in their own right. Which of the two scheme options do you prefer?

Nemesis of the Luftwaffe. Even though the Hawker Tempest only had a relatively short period of time in combat with the Luftwaffe at the end of WWII, it earned a reputation as being a fearsome adversary and one to be avoided if at all possible.

A final Workbench exclusive for this week, as we bring you a look at the full box artwork presentation produced in support of this second release from our 1/72nd scale Hawker Tempest V tooling. 

We are afraid that's all we have for you in this latest edition of Workbench, 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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