Only ‘Milk Runs’ for this USAAF bomber

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

How on earth can we already approaching the end of September and there are still so many model projects to tell you about? In this, the 160th edition of our Airfix Workbench blog, we will be bringing you a series of exclusive built sample model images from a kit we have been following throughout the year and one which has just arrived in model shops all over the world, the latest release from our highly regarded Boeing B-17G Flying Fortress tooling. We will be following this up with our latest delve into the ever popular world of Vintage Classics, as we mark the impending release of a 1/32nd scale car model kit which has been unavailable for far too long and is about to delight anyone who remembers building this beauty during their modelling past, the cultured Jaguar 420 sporting saloon.

We will once again be closing this latest edition of the blog by looking at the limitless modelling talents and project imagination of our readership, by once again throwing the spotlight on an impressive model build undertaken by one of our number, inspiration which will no doubt be the catalyst for several similar projects as we prepare for the arrival of the long, dark nights. It’s time for a little Airfix modelling indulgence once more, so settle back for a few minutes in the company of fellow modellers and Airfix enthusiasts.

Centurion bomber of the ‘Square K’

Dramatic box artwork showing ‘Milk Wagon’ during what must be one of her final few missions, but evidently with the Luftwaffe still putting up quite some resistance

An aircraft which was without doubt one of the most famous fighting aeroplanes of the Second World War, the Boeing B-17 Flying Fortress would be used extensively during the European air war in conjunction with its four engined fighting hangar mate, the Consolidated B-24 Liberator, an aircraft which was incidentally produced in much greater quantities than the Fortress. Perhaps by virtue of the gun-toting colloquialism by which it would always be known, in addition to the film unit officially assigned to covering the successful 25th mission of the ‘Memphis Belle’ bomber, the B-17 was arguably the most famous American aircraft of WWII and one which came to stand for the sheer industrial power this mighty nation could bring to bear in a wartime situation. Most of us can only imagine how terrifying it must have been to take one of these bombers into combat, but how magnificent the sight of hundreds of aircraft climbing from their bases right across East Anglia must have been for people on the ground, as they prepared to head out on their latest raid.

Built from the outset to undertake daylight precision bombing attacks against enemy targets, the heavy defensive armament carried by these bombers was thought to provide a range of fire which could protect them from enemy fighter attack from any angle and when the bombers arranged themselves in their meticulously planned defensive box formations, the mutual protection offered by this withering collection of machine guns would be enough to deter any enemy airman from being foolish enough to launch an attack. That was the thinking which guided the development and service introduction of the B-17, but unfortunately, plans drawn up on blackboards and flipcharts have a habit of coming undone in the melee of combat and that is exactly what would happen in the skies above Europe.

Even armed with their impressive defensive firepower, B-17 crews who were made up of young men from all over America, soon found themselves fighting for their lives almost every time they entered contested airspace and what made matters worse was the fact that each and every one of them knew that if by some miracle they managed to make it back to Britain, they would have to do this all over again tomorrow, or perhaps the day after. Certainly in the early days of these daylight bombing operations, there was a sense of foreboding amongst many crews, as the losses being experienced by the Eighth Air Force were frightening and it really must have seemed to those young man that it was only a matter of time before their numbers were up and a piece of shrapnel or a mid-air collision would have them spending the rest of the war as a prisoner, or worse. In fact, when it came to the profession of being a USAAF WWII bomber crew, the perils started long before they embarked on their first operational missions. 

With pilots, navigators, bombardiers, flight engineers and air gunners all arriving at training airfields across the country, young men from different walks of life and different characters were thrust together in autonomous flying units which would become as close as any brotherhood, all learning their respective trades at the same time, but each with a common goal - to go to war. Learning to fly these highly complex machines competently, they knew that their reward would be combat, but would that be long laborious hours of coastal anti-submarine patrols flying from a home based airfield, or would they be joining so many of their comrades before them in heading for the savage fighting in Europe, flying from a new base in England, a country most had never even been to?

Bristling with machine guns, the nickname given to the Flying Fortress would make this one of the most famous fighting aeroplanes of all time and one which would be tasked with performing one of the most dangerous missions undertaken by any aircraft, that of daylight bombing over heavily defended targets 

For those destined for Europe, they would have to fly their assigned aircraft via one of the potentially hazardous Atlantic Ferry Routes, where excellent navigational skills and the hope that their aircraft would remain serviceable throughout the journey were primary concerns, particularly if they became separated from the rest of the squadron during the one of the legs. On arrival in the UK, it was a case of getting used to their new surroundings, customs and commanding officers, before embarking on an intense period of training in advance of their first combat mission, something which always loomed large on the horizon. 

Once crews were released for combat, they had all the existing worries of general health, aircraft serviceability and navigational effectiveness, in addition to now having to form up in crowded skies, often in less than ideal conditions, before taking their place in carefully planned formation boxes, intended to give the raid maximum protective cover from enemy attack, with any section out of position placing themselves and the rest of the formation at greater risk. And then there was the Luftwaffe, both in the air and flak units on the ground, each one dedicated to making sure this would be the only time you and your crew would ever attempt a raid over their territory, but if you did come back, you knew what horrors would await you. The sobering thing is that all this was being faced by young men who were around 21 years of age and in many cases, even younger than that.

Once thrust into the teeth of combat, the odds were frightening and if crews believed in faith, luck or superstition, they were going to need all the help they could get from all three. Again assuming an aircraft did not develop technical problems during a flight raid which could take up to eight hours to complete, all crews prayed for a safe return, however, many factors would need to be satisfied for this to happen, including the bravery, experience and tiredness of the individual crew. In the heat of battle, would each man make the right decision when the chips were down, or would a momentary lapse in concentration place them all in mortal danger?

And then there were the statistics, those terrifying statistics, particularly during the early months of the daylight bombing campaign. In a tour of 25 completed missions, the first and last five were statistically the most dangerous, with the majority of crews being lost within those windows and whilst nobody really wanted to know the actual odds against their potential survival, whether they knew or not, they still climbed aboard their bombers time and again, until they themselves became one of the statistics, or were cleared to return home. Statistics can be open to interpretation in most cases, but as far as USAAF bomber crews in WWII were concerned, it is generally accepted that crews had a 51% chance of losing their lives on operations, a 12% chance of being killed in non-operational flying accidents and a 13% chance of becoming a prisoner of war. This left an incredibly fortunate 24% who would survive the war unscathed, with everybody trusting that they would be within this lucky number. As you can see from the numbers above, unfortunately for bomber crews during WWII, there were any number of random ways in which their continued safety could not be guaranteed.

The first B-17 Flying Fortress bombers to fly in the European Theatre were finished in Olive Drab over Neutral Grey, however, as Allied air supremacy began to take hold, the need to paint new bombers gradually subsided, although long serving camouflaged aircraft would still take their place in formations

As for the bombers themselves, these were mass produced to fulfil an essential purpose and were not exactly manufactured for longevity. In some cases, after surviving the arduous ferry flight from the US, bombers would be lost during training and familiarisation flights over the UK, without even making it to their first operational mission, but for those which did, by late 1943, the average survival rate for a B-17 was just 11 missions. Ground crews were undoubtedly the unsung heroes of the European air war, working long hours to expertly ensure that their aircraft was not only serviceable for the next mission, but was in the best shape it could possibly be in to enable it to bring its crew home safely. Often using components cannibalised from other aircraft, engines, tails, wings and even sections of fuselage were used to patch up their bombers, just so their squadron could meet its quota of machines for the next raid, knowing that on their return, they would probably have to do it all over again.

Despite this staggering combat attrition rate, some faithful B-17s managed to buck this particular trend and post combat mission totals which far exceeded this meagre average and in quite a number of cases, hitting or exceeding the magical 100 mission mark. Known as ‘Centurions’, these magnificent machines were regarded as ‘lucky ships’ on their respective squadrons and if you were assigned to fly in one, you knew that your bomber would look after you and the mood of the crew would be much lighter pre mission. The fascinating story of the wartime bomber ‘Centurions’ still captivates millions of people to this day, with modellers being particularly keen to make their own scale tributes to the legacy of these amazing aircraft and the heroes who flew them. The latest release from our 1/72nd scale Boeing B-17G Flying Fortress tooling includes scheme and decal options to honour one of the most colourful machines from within this celebrated ‘100 up’ group and as the kit is now available, let’s now take a look at the story behind the lead scheme once more. 

Boeing B-17G Centurion ‘Milk Wagon’

Boeing B-17G-70-BO Flying Fortress 43-37756 ‘Milk Wagon’, 708th Bomb Squadron, 447th Bomb Group, Eighth Air Force, United States Army Air Force, Rattlesden, Suffolk, England 1945.

For modellers, aviation enthusiasts and historians the world over, the operations of the USAAF Eighth Air Force during the Second World War is an enduring source of fascination and one which continues to attract new devotees and updated research material with each passing year. The thought of sleepy English villages and existing RAF airfields becoming Americanised almost overnight, is something which continues to hold us captivated to this day and will only increase further with the release of the Steven Spielberg/Tom Hanks produced ‘Masters of the Air’ mini-series, which is currently in filming. With the British people having already been at war for over two years, the arrival of thousands of US servicemen with their aircraft, vehicles and support machinery must have been a fascinating development, not to mention the fact that this logistical challenge of unimaginable complexity was being carried out during wartime conditions. The Yanks being ‘over here’ wasn’t without its problems, however, with the weight of America’s industrial might behind them, her brave servicemen would help to turn the tide of war in favour of the Allies and this friendly clash of cultures would help to create a unique bond which endures to this day.
 
With the British public more accustomed to seeing (or more accurately hearing) the Wellingtons, Stirlings and Lancasters of Bomber Command flying operations by night, the arrival of Flying Fortresses and Liberators operating during daylight hours soon made the sight of American bombers commonplace around Britain and heralded the beginning of a round the clock bombing campaign aimed at pummelling Germany into submission. With these operations taking place during daylight hours, the public would also have seen evidence of the ferocious opposition these aircraft and their brave crews were facing over occupied Europe, as 8th Air Force bombers often limped back to their bases having suffered significant battle damage, only to be patched up by hard working ground trades and sent to fight again. Indeed, the professionalism and ingenuity of the ground crews played a major role in the air war during WWII and much was owed to this relatively unsung band of men.

Established as a heavy bomber unit on 1st May 1943, the 708th Bomb Squadron was one of four original squadrons which made up the 447th Bombardment Group. Operating the B-17 Flying Fortress, the unit was initially intended to serve as an operational training unit, however, by October 1943 when the unit had reached full strength, things had changed and they were selected for immediate overseas deployment, joining the savage aerial battles which were taking place over German occupied Europe. With ground personnel travelling to Britain aboard an ocean liner the following month, the unit’s aircraft were flown to their new base at Rattlesden in Suffolk via the southern ferry route, with reports suggesting that all aircraft made this challenging journey unscathed.

This next series of images all show the model recently built by Paramjit and featuring the scheme and markings for 43-37756 ‘Milk Wagon’, the focus of our attentions in this review and one of the two scheme options included with the latest release from this magnificent tooling

The airfield at Rattlesden was constructed for American use during 1942 and was classified as an A standard airfield. With three concrete runways and 50 dispersed aircraft hardstandings, it was initially intended for use by twin engined Martin B-26 Marauder bombers, but when it was later felt that these aircraft would be better suited flying from bases further south, Rattlesden became home for the soon to arrive B-17s of the 447th Bombardment Group. The first bombing mission undertaken by aircraft of the 447th took place on Christmas Eve 1943, when their B-17s were sent to flatten a suspected V-1 flying bomb site near Saint Omer, a mission which would set the tone for a busy few months to come. Fully committed to the campaign in preparation for D-Day, the 447th would be sent against targets such as airfields, rail marshalling yards, suspected rocket sites, submarine pens and naval installations across France, Belgium and into Germany itself, interspersed with joining other units in concentrated attacks against city targets. On D-Day itself, the unit bombed the beachhead sectors in advance of the landings, following pathfinder aircraft for target identification.

The weeks following D-Day saw no let up in mission activity for the Fortresses of the 447th, as they undertook almost daily missions in support numerous strategic objectives, which included the Battle of the Bulge and Operation Varsity. They flew their final combat mission on 21st April 1945, targeting a marshalling yard at Ingolstadt in Germany and by the summer of the same year, all serviceable aircraft were flown back to the US, where the 708th Bomb Squadron was inactivated on 7th November 1945.

One of the most enduring features of US air operations from Britain during the Second World War was their use of nose artwork to adorn many of their combat aircraft, a practice which was generally frowned upon by RAF hierarchy, but seemingly ignored by their American counterparts. The adoption of nose artwork is thought to have taken many forms, from being a good luck charm for the crew or highly visible warning to enemy fighter pilots to leave them alone, if they know what’s good for them. They could also have been a simple reminder of home, which must have seemed such a long way away during the savage air fighting at this stage of the war. Whatever the reason for applying it, the practice ensured that some of these aircraft and the men who flew them, will be remembered for generations to come.

Boeing B-17G-70-BO serial number 43-37756 was built at Boeing’s Seattle factory in the early spring of 1944 and delivered to the USAAF at Dow Field, Maine on 18th May the same year. She was assigned to the 708th Bomb Squadron, 447th Bomb Group and later flown to Rattlesden in England, where she would join the rest of her unit already engaged in combat. Flying her first combat mission on 20th June 1944, she would be in the air again the following day, this time on a raid to the Big One - Berlin, in the hands of a different crew. This crew had recently transferred to Rattlesden from the 15th Air Force, flying bombing missions from bases in Italy. As this was quite unusual for base personnel, on landing back following the Berlin raid, they were asked by members of the ground crew how it compared to flying missions from the opposite side of Europe and they replied that it was like a ‘Milk Run’, obviously a little tongue in cheek, as this was a colloquialism for a mission which was without incident and one which incurred no casualties.

This off the cuff remark would stay with this particular Flying Fortress from that point onwards and 43-37756 would later benefit from the addition of some impressive and rather unique artwork. She would be adorned with a friendly looking cartoon cow and the words ‘Milk and Wagon’ painted either side of it. For every successful mission flown, a new milk bottle would be added to the scoreboard on the portside nose of the bomber, with the white bottles being painted over a black background, so they could be more easily seen. If the addition of this nose artwork was intended to bring the crew luck, then this was a shrewd move, as ‘Milk Wagon’ was definitely seen as being a lucky ship. She would eventually set a record for a Fortress in the 447th Bomb Group, as she racked up no fewer than 129 missions without suffering a single abort due to mechanical issues, testament not only to the strength of the B-17, but also the ground crews who kept her in the air. 

Following the end of hostilities, Milk Wagon was flown back to the US and despite her impressive war record and nose artwork, was sent to Kingman Storage Depot 41 in the Arizona desert for scrapping, a fate which awaited so many former wartime military aircraft.

Such an ignominious end for an aircraft which fought so valiantly to help bring about an end to the Second World War and one which appeared determined to protect its crews through the flames of battle. The images used to illustrate this section of the blog feature this new model as built by our product designer and modelling maestro Paramjit Sembhi and doesn’t she look a picture. With the unmistakeable lines of this famous bomber complimented by the unusual nose artwork, the incredible story of this particular aircraft will make this an ideal Autumnal build project for thousands of Workbench readers, whilst at the same time producing a fitting scale tribute to the American airmen who came over here to help bring about an end to the Second World War.

We are delighted to confirm that this stunning new model is available now!

A Jaguar to 'keep dad young'

Classic artwork for a classic model - this beautiful piece of work was produced by Airfix supremo Roy Cross for the launch of this newly tooled model back in 1968

Although it seems like such a long time since we were able to enjoy this simple pleasure, the joy of wandering around the display tables at a model show is something many of us hold dear and it will hopefully not be too long now before we can look forward to admiring all this modelling excellence once more. The thrill of attending any model show is the fact that you have no idea which display or individual model build is going to capture your imagination this time, but you can’t wait to find out. It could be an impressive diorama build, one of the latest kit builds from a model introduced by a major manufacturer, or just a well-built example of your favourite aircraft type, however, one thing which is always guaranteed to grab our attention is a reminder of our own modelling past, a piece of artwork or a model build which takes us right back to where our modelling journey began. 

With the Airfix brand occupying such a prominent position in many of our lives, particularly during our younger years, it is amazing how quickly we can be transported back to those carefree days by just a fleeting glimpse of some classic box artwork, or an old kit residing in a trader’s stash, a sight which will immediately take us back to when we built the model all those years ago. Perhaps this explains why the introduction of our Vintage Classics range proved to be such a resounding success, as it gave classic Airfix kits a new lease of life, whilst at the same time paying respect to the heritage position each model holds in the continuing story of the Airfix brand. Allowing those who remember building them many years ago to bring all their modelling expertise to bear on a kit they probably didn’t do justice to back then, whilst at the same time bringing these kit classics to the attention of a new audience, these fantastic kits are all about nostalgia and when it comes to modelling, there is nothing wrong with that!

The latest model scheduled for impending re-introduction into this range is a real classic and one which has only appeared sparingly in various ranges since its first appearance back in 1968. The one thing that most modellers will remember about building Airfix kits is how each range appeared huge, with so many different types of kits available to the modeller at any one time. Although most of us will have probably spent most of our time building aircraft or military vehicles, Airfix allowed us the opportunity to diversify if and when we ever fancied a challenge, with such kits as birds, dinosaurs or warships available to us and perhaps even more importantly, they were all so easily accessible, with seemingly any shop worth its salt stocking a decent range of kits.

One range of kits which would have been a mainstay for some modelers, but arguably a pleasant distraction for most, is our 1:32nd scale collection of cars, a range which encompassed such motoring classics as the elegant 1911 Rolls Royce and the stylish Ford Capri. Being a slightly larger scale, these kits tended to incorporate greater levels of detail, however, what they gave with one hand, they took away with the other, especially in the mind of the young modeller - that headache was the subject of painting. With the classic sweeping lines of some of the world’s most famous cars replicated and the larger surface areas we needed to cover, these vehicle kits were certainly an effective gauge of how far our painting skills had progressed and when we managed to get the finish right, didn’t they look magnificent!

Straight from the development desk, test shots taken from the Jaguar 420 tooling, the latest impending addition to our popular Vintage Classics model kit range

This latest car addition to the Vintage Classics range is a real beauty, a car which featured the famous leaping Jaguar bonnet ornament and one which may not have possessed the sporty appeal of the E-Type, but had style and powerful elegance in bucketloads, the Jaguar 420. A car which was introduced at the 1966 London Motor Show, the ‘Four-twenty’ was described as the ultimate incarnation of the compact sporty saloon and since that date, also attracted a couple of slightly less impactful associations. The car was described as the ‘Jaguar which would keep your dad young for a little longer’ and would also be linked with the criminal underworld, who loved the style and status of the vehicle, combined with its power and ability to show a real turn of pace in a sticky situation. No matter who the driver was, the four-twenty was a real head turner.

The model description which accompanied the initial release of this kit read:

Airfix Jaguar 420

Throughout the world today, the name Jaguar signifies a special kind of motoring which no other car can offer; an enviable reputation built up by a succession of high performance saloon and sports cars which have formed a progressive series of landmarks in automotive engineering. The ‘420’ saloon fully upholds the traditional Jaguar standards of quality and refinement and is aimed at the most competitive and fastest growing section of the market, that of the medium sized saloon. The ‘420’ model incorporates all the most advanced technical features which have been proved in the company’s big saloons and grand touring models.

The ‘420’ is powered by a new version of the race proved ‘XK’ engine, a 4.2 litre unit with twin carburettors, developing 245 bhp and providing high rates of acceleration and extremely flexible top gear performance throughout the speed range. Both manual and automatic transmissions are available and to the manual change four speed all synchromesh gearbox can be added an electronically controlled overdrive unit operating on top gear only.   

A high performance car places a premium on both suspension and brakes and in these respects, the ‘420’ is particularly well equipped for fully independent suspension is fitted at both front and rear and servo-assisted Girling disc brakes are fitted to all four wheels, the front located on the wheel hubs while the rear are fitted inboard to reduce unsprung weights. Precise and light steering is ensured by the Burman recirculating ball type steering which gives a 33.5 ft turning circle and power assisted steering is available as an optional extra.

A mixture of old and new, the original artwork has been restored for use in the 2021 incarnation of this classic kit

The interior of the car is lavishly equipped and luxuriously furnished. Individual front seats are fitted, each being provided with reclining type squabs, centre arm rests and a combined height and reach adjustment. This feature, together with the adjustable steering wheel, enables all drivers to find exactly their most comfortable steering position. All seats are upholstered in the finest quality leather and the wide rear seats will accommodate three adults, or two in armchair comfort if the wide folding central armrest is brought into use. A comprehensive range of instruments is provided and these, together with the row of clearly labelled switches controlling the electrical equipment, are mounted in a polished walnut instrument panel. Extensive use is made of protective padding around the panel and parcel shelf.

This beautiful Vintage Classic kit is about to be available once again and for a kit which is a representation of a truly classic British car, it has only spent a relatively short time available in respective model ranges. That does seem a little strange for such an appealing kit, however, thousands of modellers are just about to experience the pleasure of tackling such a nostalgic Airfix kit for the first time. Our Vintage Classics 1:32nd scale Jaguar 420 is scheduled to be available during November, and will make for an ideal nostalgic Airfix gift for the significant modeller in your life.  

Modelling tribute to Churchill’s ‘Few’

Eighty-one years ago this weekend, Britain was in very real danger of coming under imminent invasion, with the pilots of the Royal Air Force engaged in a fierce battle with the Luftwaffe to maintain control of the country’s airspace. Even though the battle would rage for another few weeks, the month of September would be pivotal in the outcome of the struggle, with the Luftwaffe embarking on their night blitz of London and other UK cities, some of the heaviest fighting of the summer taking place and ultimately, the postponement of Hitler’s British invasion plans. Historically, a relatively small number of fighter pilots stood between our continued participation in the war and an extremely uncertain future and backed by their ground support teams, fought valiantly in extreme circumstances to ensure that didn’t happen.

As the nation has just marked Battle of Britain Day and as we continue to mark the resolve and sacrifices of ‘The Few’, we wanted to pay our own modelling tribute to their enduring legacy in the best way we know how, with our scale representations of two of the aircraft which so famously represented the Royal Air Force during their finest hour.

A05127A – Hawker Hurricane Mk.I V6665 RF-J, Sgt. Tadeusz Andruszkow, RAF No.303 (Polish) Squadron, Northolt, Middlesex, September 27th 1940.

A young pilot of just 18 years when the Germans launched their attack against Poland on 1st September 1939, Tadeusz Andruszkow was fighting with 162nd Fighter Squadron, attached to the Lwow Army, however, with a German victory inevitable, he was evacuated to Romania with the rest of the unit. Eventually making his way to France, he began training with the Armee de l’Air on his arrival, only to have to flee the attentions of the Luftwaffe for a second time. Finding himself in training once more, his latest mount would be an RAF Hawker Hurricane fighter and after successfully completing his conversion course at Blackpool, was posted to the mainly Polish No.303 Squadron at Northolt.

During combat on 15th September 1940, the young pilot tasted victory for the first time, when he shared in the destruction of a Dornier Do17 bomber, but later in the same sortie, would himself be shot down by a marauding Messerschmitt Bf 109 over Dartford. His Hurricane came down in Lower Stoke, Kent, but not before he had successfully taken to his parachute. 

Climbing back into the cockpit of another Hurricane almost immediately, September 26th would see Andruszkow claiming his first full victory, as a Heinkel He-111 fell to the guns of his new fighter. Highlighting the savage nature of the fighting during the battle, the young pilot would be shot down and killed whilst engaged a patrol over Horsham the following morning – Flying Hurricane Mk I V6665 RF-J, he was bounced by a Messerschmitt Bf 109E of l./JG 53, possibly a machine flown by Luftwaffe pilot Heinrich Kopperschager. The RAF fighter crashed at Holywych Farm, Cowden, with the young pilot tragically still strapped in his seat.

Fighting for the survival of Britain and the free world, Sgt. Tadeusz Andruszkow’s name is inscribed on the Polish War Memorial in London, as well as appearing on the Battle of Britain Monument.

A05126A - Supermarine Spitfire Mk.la P9323 ZD-F, flown by Sergeant Arthur William Peter Spears, RAF No.222 Squadron, Hornchurch, Essex, England, August 30th 1940

Although the Spitfire is often lorded as the hero of the Battle of Britain, the real heroes were the young men of Fighter Command who rose to meet the fearsome challenge of the Luftwaffe day after day during the summer of 1940. One such pilot, Sergeant Arthur W.P Spears, was the nephew of Great War air ace James McCudden VC and originally joined the Royal Air Force as an aircraft apprentice in 1932. Later applying for pilot training, he successfully completed his course and was initially posted to No.12 FTS, where he would go on to fly Hawker Harts and later, Avro Ansons.

In 1940, Spears converted to Bristol Blenheims and was posted to No.222 Squadron at Duxford. When his squadron exchanged their Blenhiems for Spitfires later the same year, Spears, like so many of his contemporaries, made his first flight in this powerful new fighting aeroplane after an evening studying the ‘Pilot’s Notes’, which were presented to all pilots attempting to tame the Spitfire.

On 30th August 1940, at the height of the Battle of Britain, Spears was shot down after engaging in combat with a large number of Messerschmitt Bf 109s over the Thames estuary – fortunately, he managed to bail out of his stricken aircraft, with Spitfire P9323 crashing at South Lees Farm, on the Isle of Sheppey, just seconds later. Making his way back to Hornchurch using public transport whilst the air battles raged above, Spears was soon back in the action.

Highlighting the perils faced by Fighter Command pilots during and after the Battle of Britain and the courage displayed by each and every one of them, Spears would see regular contact with the Luftwaffe over the next few months and indeed would suffer at the hands of the feared Messerschmitt fighter once more. On 4th April 1941, was engaged in combat with more Bf 109 fighters over Kent, when his aircraft was once again shot down by his enemy. This time, he was unfortunate enough to have become the 58th victory for celebrated Luftwaffe ace Adolf Galland.

Despite regularly attracting the attentions of the Luftwaffe during WWII, Arthur W.P Spears survived the war and lived to the grand age of 82, no doubt with plenty of fascinating wartime stories to tell anyone who was lucky enough to be the recipient of them.

Allowing us all to make our own scale modelling tributes to two of ‘The Few’ and the famous aircraft they flew, both of these 1/48th scale model kits are currently available on the Airfix website and in good model stores everywhere.

She started out as HMS Belfast

Two versions of the same kit built by Workbench reader Geoff Disley, with HMS Belfast to the rear and the modified HMS Manchester in the foreground 

We end this latest edition of Workbench by once again throwing the blog open to one of our ultra-talented readers and to a man who has already contributed to a previous edition. We have been fortunate enough to bump into Geoff Disley at several model shows over the years and have to say that his modelling prowess is matched by his character - he is an absolutely delightful chap. His previous blog contribution came back in 2019 (Edition 93), when he sent us details of a club group build he had taken part in, one which the only thing each modeller could use was one of our Spitfire Starter Sets as their modelling canvas. You may recall that Geoff utilised everything, including the box and clear plastic packaging to create an impressive little ‘pre-scramble’ diorama as his effort, which really did look fantastic. This time, he has returned to his modelling roots, but in true Geoff style, he hasn’t done things by halves!

Geoff told us that as a former member of the Royal Navy, ship modelling has always been particularly important to him and in fact, the first model he ever remembers building with his father was the Airfix HMS Hood kit. He has since gone on to build many a ship model, however, another recent group build he joined in with had him thinking about an off-shoot project. The challenge this time was to tackle the HMS Belfast kit, but as he was hard at work on his entry and whilst conducting the associated research which he finds so rewarding, he started thinking about using the Belfast kit as the basis for an interesting future conversion build.

HMS Belfast was one of ten Town Class Light Cruisers built for the Royal Navy during the 1930s, each one built within the constraints of the London Naval Treaty and in three distinct sub-classifications. These sub-classes were Southampton class (5 ships), Gloucester class (3 ships) and Edinburgh class (2 ships), of which HMS Belfast was one. Geoff decided that he wanted to build HMS Manchester, a Gloucester sub-class Town Class light cruiser, but in the scheme she wore whilst serving on the China Station in 1938, simply because he thought this scheme was so appealing. The idea actually came from leafing through an old Airfix magazine from the 1970s, a publication which would regularly feature articles detailing conversion projects using existing kits, with the Belfast to Manchester conversion being one. The main problem he would be facing was that the three different sub-classes had differences in superstructure and armament, with the most significant challenge being the fact that Manchester was 7m shorter than Belfast.

The following series of images show Geoff’s HMS Manchester in all her 1938 China Station glory and for the Royal Navy aficionados, they will definitely be able to appreciate the lengths he has gone to in replicating this Town Class (Gloucester series) light cruiser

Geoff described how that for a project such as this, research is critical, but how he also finds this one of the most rewarding aspects of any build. You have to make sure that your supporting pictures and measurements are all accurate for the representation you are attempting to make and then, it is just a case of working through the detail methodically. Of course, a generously stocked spares box will always come in handy and for a project such as this, the help of some aftermarket products will help with some of the detailed components, if available. He decided to start the build by shortening the hull, starting amidships and cutting the ship in half using a razor saw. After removing the length required, the two sections were married together, joined and strengthened, the most critical aspect of the entire build. Next, the deck pieces were in need of attention, with these component sections gradually shaved down in thickness with the sympathetic use of a sharp craft knife, continually testing the fit and re-pairing where necessary.

The armour belt on Belfast was also thicker than on Manchester, so this would also have to be taken off and in essence, the entire forward superstructure of the model would end up being scratch built to ensure that it more closely resembled Manchester. The effect Geoff was aiming for was to create a model which looked like a Town Class Cruiser and for anyone who has a good knowledge of their Royal Navy warships, would pass for a decent representation of HMS Manchester. We definitely think he has achieved that in some style and helped to tell the fascinating story of this series of wartime fighting ships. From a project perspective, Geoff informed us that all told, it probably took him around three months of work to complete, however, this was done in periods of modelling activity when other work and family commitments allowed. 

A thing of modelling beauty, perhaps the best compliment we can give this build is that you can’t tell it has been subjected to so much alteration and when comparing it to a picture of HMS Manchester from around 1938, she is an extremely good representation 

As an avid ship modeller, Geoff has promised to send us pictures of his built model collection, including the other conversions he has undertaken, for inclusion in a forthcoming blog and we very much look forward to bringing you those. 

We would like to than Geoff for his help in putting this feature together and for sending this fantastic selection of pictures, which all arrived after an early morning photo session at his workplace. We look forward to bumping into you again at a model show in the very near future.

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.

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The next edition of Workbench is scheduled to be published on Friday 1st October.

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The Airfix Workbench Team