New Gloster Meteor schemes exclusive
Welcome to this latest edition of our Workbench blog and all the news, updates and modelling exclusives from the fascinating world of Airfix.
With new project updates coming thick and fast at the moment, we find that we often have to be rather flexible when it comes to blog subject matter these days, as things do have a habit of changing on a regular basis. When producing our blog schedule, we usually like to give equal billing to providing our readers with new tooling project updates, as well as marking the impending release of new and reintroduced kits, particularly as these will be residing on many a workstation in the immediate weeks ahead. That being said, should something unexpected happen on the production or shipping fronts, this blog scheduling may have to change with little notice, with the knock on effect being an eleventh hour change of tack when it comes to our blog focus for the week.
That proved to be the case this week, as research was already well underway for an interesting and slightly unusual blog update, however, this has now been deferred to a later date, but certainly not at the expense of update quality. Moving up the blog pecking order slightly, we are delighted to be taking a closer look at the three scheme options which will accompany the initial release of our new 1/72nd scale Gloster Meteor F.8 kit, our latest scale tribute to one of the most important British aircraft in the history of flight. Underlining the requirement to be flexible when producing these blogs, at this stage, we also have the intention of featuring a built and finished sample model of the 1/48th scale Westland Navy Lynx kit reintroduction we looked at a couple of weeks ago. We will keep you posted on this, but it will take the format of being a separate blog post if we do manage to get everything photographed in time.
Gloster Meteor - Britain enters the jet age
The Airfix designers have produced their latest scale tribute to this ground breaking British Aircraft, the RAF's first jet powered fighter.
Occupying a real position of prominence within the history of British Aviation, the Gloster Meteor propelled the Royal Air Force into the jet age and whilst it may have been considered primitive in the context of the jet types which followed it into service, the Meteor pointed the way to the future of aviation and pushed the very barriers of known aviation frontiers. Although we all now know that the Gloster Meteor was Britain's first jet fighter to enter service and the only Allied jet to see combat during WWII, it actually started life under two very different names. It isn't surprising to learn that a ground-breaking project of this magnitude was very much in need of a secret codeword and as far as Britain's new jet fighter was concerned, that codeword was 'Rampage' - that was the first name.
The second was the intention to give the aircraft itself a different name to the one we now know it by, one befitting its status as the pride of the Royal Air Force and that was Thunderbolt. Clearly, this would create a name clash with another famous Allied fighter type of the day, the American produced Republic P-47 Thunderbolt, something which really should be avoided, so the name Meteor was finally settled on.
The first Royal Air Force unit chosen to operate the new Gloster Meteor jet was No.616 (South Yorkshire) Squadron, of the Auxiliary Air Force, who were based at Culmhead, in Somerset. This unit had been operating Spitfire Mk.VII’s on armed reconnaissance missions over Northern France in support of D-Day operations and they had actually been expecting to convert to the latest mark of Spitfire at any time. An official request for the Commanding Officer of the unit and five of his best pilots to attend Farnborough for a short conversion course was the first indication that this may not be the case and on arrival, it was confirmed that No.616 Sqn would have the distinction of being the first jet squadron in RAF history. As the first Meteors began to arrive back at their home station, the squadron relocated to RAF Manston, where they prepared to take the Gloster Meteor to war.
As we now know, despite the fact that both Germany and Britain now had jet fighters in service, a wartime clash of jet air power never actually took place, with the Meteor initially being assigned to home defence duties and the battle against the V-1 Doodlebug menace. When they were released for overseas service, Meteor pilots were forbidden from entering enemy airspace, for fear of an aircraft being brought down and giving the Germans the opportunity to inspect Britain's first jet fighter. It is thought that several Luftwaffe aircraft were destroyed by Meteors in strafing attacks, but the world would have to wait for its first jet versus jet combat. In truth, the Allies really didn't have to force this issue at this time of the war, as Allied air superiority was so overwhelming that the Luftwaffe were almost being strangled into submission and their Messerschmitt Me262 jets were being hunted so mercilessly that they were rarely able to field more than a handful of aircraft for any attack. Allied jet technology was allowed to establish itself without the same pressures suffered by the Luftwaffe.
Meteor F.8 - the Meteor comes of age
The F.8 variant of the Meteor was a major development over its predecessors and was arguably the definitive variant of Britain's first jet powered fighter.
The variant of the famous Gloster Meteor we have decided to add as a 1/72nd scale new tooling project to the Airfix range this year is the Meteor F.8, an aircraft which was the first major redevelopment of the aircraft and a significant improvement over earlier variants. The edition of Workbench which looks at the design and development of this new kit can be viewed HERE, where we also take a look at the history of the Meteor in Airfix kit form and how this new kit joins an original Meteor kit in this scale which was first released back in 1970.
The first Meteors to enter service were robust, but relatively primitive jet aircraft and as you would expect from the introduction of radical new technology, were subject to almost constant modification and development. All the early marks of Meteor were developments of these first aircraft to see service, however, the service arrival of the F.8 variant in 1950 saw the Meteor maturing into a truly exceptional early jet, one which would not only see service with the RAF, but also with several other air arms across the world. Looking to keep pace with the latest breed of new jet fighters entering service with the major world powers, the Gloster Aircraft Company wanted to equip the Meteor with greater power and operational effectiveness, whilst at the same time keeping costs to a minimum by utilising as many of the existing F.4 tooling jigs as possible.
The F.8 featured a lengthened fuselage which gave this variant a sleeker, more cultured appearance over its predecessors, with other identifying features being redesigned horizontal and vertical stabilisers and an impressive new ‘blown’ cockpit canopy. From the perspective of power, the F.8 featured the new Rolls Royce Derwent 8 engines, with each one possessing 3,600Ibf of thrust and endowing the aircraft with more power and greater responsiveness. Increased structural strengthening allowed the F.8 variant to be equipped with ejection seats, something many pilots flying the earlier variants probably wished they had access to, as these early aircraft had a poor safety record and claimed the lives of many unfortunate airmen. Offensively, this latest variant was also capable of carrying two 1000Ib bombs or sixteen unguided rocket projectiles, providing the Meteor with a welcome ground attack capability.
An iconic shape, the Gloster Meteor F.8 would see widespread squadron service with the RAF and become the most heavily produced variant of this famous fighter.
Arguably the most effective version of Britain’s first jet fighter, for five years following its squadron introduction, the Meteor F.8 would form the backbone of the RAF’s fighter defence force, a jet powered equivalent of the Spitfire’s which patrolled Britain’s skies during the Battle of Britain only ten years earlier. With 1,183 aircraft built, the F.8 was both the final single seater fighter variant of the Meteor and the most heavily produced, arguably making this one of the most important British aircraft of the post war era.
For all the aircraft’s many positives, it has to be acknowledged that the Meteor’s introduction was not without its challenges and it would endure something of a troubled service record. With the adoption of new technologies and pilots sometimes struggling to make the transition from piston to jet powered flight, the Meteor had a poor safety record, with many pilots paying for misjudgements or inexperience with their lives. During its RAF service, almost 900 Meteors would be lost in accidents, with pilots and ground crews giving the aircraft the unflattering nickname of the ‘Meatbox’ as a result.
As one of the world’s most successful early jet fighters, the Meteor would also prove appealing to several overseas air arms who were looking for a rugged, capable jet fighter which didn’t cost the earth. Some received former RAF machines, whilst others placed orders for new built aircraft, although it does have to be said that following the introduction of such aircraft as the North American Sabre and MiG-15, the Meteor was undoubtedly beginning to show its age.
Let's now take a closer look at the THREE scheme options which will be included with the first release from this new Meteor F.8 tooling.
Initially formed as a Special Reserve Squadron in 1931, No.500 (County of Kent) Squadron would go on to become part of the Auxiliary Air Force in 1936, seeing service from bases at Manston and Detling. Following the end of the Second World War, the unit disbanded only to reform the following year, again as an Auxiliary Air Force unit, but this time within Fighter Command. Reforming on 10th May 1946 at RAF West Malling in a night fighting role, the unit were initially equipped with Mosquitos, but following a ministry decision to convert all RAuxAF squadrons to day fighter roles, they converted to the Gloster Meteor jet.
Beginning their Meteor association with the F.3 variant, they would later convert to the F.4 and finally the F.8, which was a significant upgrade in performance and capabilities. Although the squadron called West Malling its home station, the unit would regularly embark on overseas training deployments, with RAF Tà Qali on the Island of Malta being a particularly popular destination. This particular scheme possesses quite an association with Malta and these training summer camps at Tà Qali.
This particular Meteor was delivered to the RAF in early September 1952 and onwards to No.500 Squadron at West Malling that same month, where it would become the personal aircraft of Squadron Leader Desmond 'Dizzy' de Villiers. The colours which make up the tail and roundel pennants are thought to be a representation of the unit's links to the county of Kent, with the blue representing the English Channel, white being a representation of the White Cliffs of Dover and the green being the green fields of Kent. This aircraft would actually have a short service career of just two years and was one of the many RAF Meteors to be destroyed in accidents. During a summer camp in Malta, the aircraft undershot the runway at Tà Qali, badly damaging the undercarriage, to a point where it was considered uneconomical to repair, however, that was not the end of Meteor WF714, even though it was the serial which lived on and not the actual aircraft.
Full scheme details for this stunning RAF No.500 (County of Kent) RAuxAF Squadron Meteor, the mount of Sqn Ldr Desmond de Villiers.
Having just completed the restoration of a Spitfire, the team at Medway Aircraft Preservation Society were looking to embark on another project in the early 1980s and settled on Gloster Meteor F.8 WK914, which was languishing at Manston airfield having previously been used as a fire school training airframe. The aircraft itself had been built in 1952 and would go on to have an eighteen year career with the Royal Air Force, before being retired to No.5 MU at Kemble in 1970 and later onwards to the Fire Training School at Manston.
After lengthy negotiations with both the RAF and Manston, the Meteor was released for preservation, however, there was a caveat - the restored aircraft must be presented in the personal markings of No.500 (County of Kent) Squadron's CO between 1952 and 1954, Sqn Ldr Desmond de Villiers, an extremely distinctive looking scheme. The work progressed nicely under the guidance of the MAPS team and on 2nd October 1983, the aircraft was unveiled to the delight of Meteor aficionados everywhere. The original intention was for her to remain at the site as a gate guardian, a posting which would therefore see her left outdoors for the next few years, however, she would soon be at the centre of another ambitious project, this time with the intention of returning her to airworthy condition.
Transported to Duxford and into the care of the Old Flying Machine Company, this plan would never actually come to fruition and over the next few years, Meteor F.8 WK914 (even though she was in the markings of WF714) would spend time at Sandown Airport on the Isle of Wight, with Hawker Hunter Aviation at Scampton and with a new owner at Hooton Park in Cheshire. The new owner was a former RAuxAF pilot with No.600 Squadron and had himself spent many a happy summer camp Tà Qali on the Island of Malta and decided to donate his aircraft to the Malta Aviation Museum, where she can be seen to this day. Still wearing the No.500 (County of Kent) Squadron markings of Desmond de Villiers' WF714, the aircraft is now a much loved exhibit on an Island which was well used to the sight of Gloster Meteors operating in the blue skies above the George Cross Island.
Regarded as one of the most prestigious squadrons in Royal Air Force history, No.74(F) Squadron operated in the fighter role from its inception in 1917 until the 1990s and following that, in a training role until its eventual disbandment in 2000. Known as the 'Tiger Squadron', the unit was the RAF's member of the NATO Tiger Association until 1961, with the squadron crest tigers head and black and yellow striped markings being a feature of its aircraft throughout its history. In the fighter role, this squadron has operated such classic fighting aeroplanes as the Royal Aircraft Factory SE5a, Gloster Gladiator, Spitfire, Meteor, Hunter Lightning and Phantom, which perhaps goes some way as to explaining the enduring affection in which enthusiasts and former squadron members alike hold 'The Tigers'.
At the end of the Second World War, No.74 Squadron returned from operations on the continent to trade their Spitfires for Gloster Meteor F.3 jets, initially flying from RAF Colerne, then settling into a new home at Horsham St Faith. Once there, as an early operator of the RAF's new jet fighter, they would have the distinction of being part of the RAF's first all jet fighter wing, in conjunction with Nos.616 and 504 Squadrons. In October 1950, they converted to the much more capable Meteor F.8 variant and over the next few years, the gleaming natural metal presentation of their fighters would slowly give way to a camouflage scheme, whilst at the same time adopting the distinctive tiger stripes this unit was famous for, the first time a No.74 Squadron aircraft had done so since the Gloster Gauntlets of the pre-war era. After flying Meteors for twelve years, 'The Tigers' converted to the equally famous Hawker Hunter.
Full scheme details of this 'Tiger Squadron' Meteor F.8, a classic presentation of this famous fighting aeroplane.
The particular aircraft which inspired this scheme was delivered to the Royal Air Force in January 1954 and during its time with No.74 Squadron would be presented in both natural metal and camouflage finishes. She would actually be one of six aircraft which took part in an official RAF photoshoot to commemorate the 20th Anniversary of the Battle of Britain in 1960, flying in an iconic echelon formation with a Lightning F.1, Javelin FAW9A, Hunter FGA9 and a Spitfire and Hurricane of the Battle of Britain Memorial Flight. On that occasion, the aircraft was presented in a natural metal finish.
After taking part in this high profile assignment, Meteor F.8 WL164 was classified as non-effective in November 1961 and sold for scrap in March 1963, a sad end for one of Britain's early jet powered fighters.
One of the most significant features of the Gloster Meteor's aviation legacy was how this relatively simple, yet capable early jet fighter allowed many smaller air arms to enter the jet age effectively and whilst not labouring on its accident rate which was quite bad for a number of reasons, proved to be relatively simple to operate and maintain. Belgium would be the largest single overseas operator of the Meteor, eventually taking 355 aircraft in either F4 or F.8 variants. Of this number, 240 would be the more capable F.8 variant, with all but 28 of this number actually being manufactured under licence by Fokker at Schipol and Avions Fairey at Gosselies, and with all 240 aircraft being in service by August 1954.
Gloster Meteor EG-10/MN-S carried the construction number 6324 and entered Belgian Air Force service in January 1951 - she was one of the 145 Meteor F.8s built under licence by Fokker in Belgium. She would see service with No.350 Squadron at Beauvechain Air Base, part of the 1st Fighter Wing (1 Wing de Chasse), which comprised Nos 4, 349 and 350 squadrons. In this scheme, the aircraft is seen wearing the stylized winged emblem of No.350 Squadron on her nose, which is a representation of the helmet worn by Belgian national hero Ambiorix and is taken from the squadron crest of No.350 (Belgian) Squadron and service with the Royal Air Force during WWII. We are grateful to Workbench reader Christian de Has for providing us with this information.
The marking certainly adds a nice splash of colour on this otherwise standard presentation of a Belgian Meteor. As proved to be the case at this period in history, with the introduction of ever more capable aircraft and with the establishment of NATO presenting upgrade opportunities for European nations, this Meteor would have a relatively short service life and by July 1959, she had been withdrawn from service.
Built under licence in Belgium, the Belgian Air Force would eventually operate no fewer than 355 Meteors, the first jet aircraft operated by the force.
A beautifully sleek aeroplane which occupies a prominent place in not only the history of British aviation, but also of many European air forces as they entered the jet age, our new Gloster Meteor F.8 kit will be a fitting 1/72nd scale tribute to the legacy of this aviation icon. Currently scheduled for an October release, we will be returning to this kit one final time over the next few weeks, as we bring you pictures of a fully built and painted example of the kit to whet our appetites still further - we also have the box artwork to unveil. Gloster Meteor F.8 A04064 is available for pre-order on the Airfix website now.
That’s all we have for you in this latest edition, but we will be back with more project updates for you next week. As always, we are interested to hear your views on all things Airfix and particularly in relation to our Workbench blog, so if you ever feel like dropping us a quick line, please use our workbench@airfix.com contact e-mail address.
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