Taming Hawker's mighty Sea Fury

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

After our previous edition of Workbench proved to be an unashamed celebration of the unexpected announcement of our new 1/48th scale Westland Sea King model tooling, we appear to be finding it a little difficult to move away from the subject of iconic Fleet Air Arm aircraft at the moment. For that reason, we will be staying in the world of carrier operated British aircraft types for one more week, as we feature another aircraft which includes the word 'Sea' in its title, but one which was a good 340 mph faster than the Sea King, with a reputation for being one of the world's most potent piston engined fighters, the mighty Hawker Sea Fury.

Marking the release of just the third kit produced from this beautiful tooling, this latest update will be covering all aspects of this latest Sea Fury kit, from showcasing the new box artwork, to looking at the three scheme options which will already be providing such a selection headache for modellers in possession of this new kit. One of the aims with this latest edition is to help make that scheme decision a little easier, by including the details behind all three of them, including one option which will allow a scale representation of one of the most distinctive aircraft to have ever performed on the UK Airshow circuit to be modelled. The Hawker Sea Fury is just one of those aircraft that continues to fascinate and even though it wasn’t produced in anything like the numbers of its famous Hawker Aviation predecessors, makes for one heck of an appealing modelling subject.  

The search for piston perfection

Could an aircraft look more purposeful, yet beautiful at the same time? The Hawker Sea Fury certainly had a lot going for it.

Throughout the fascinating history of aviation, it's generally accepted that there were three distinct periods where aircraft made huge technological strides, moving to a new era of aviation altogether. The first was the period following the introduction of the Fokker Eindecker, where the aeroplane changed from being an aerial observation platform, to an offensive dominator of the skies. The next significant change occurred just over twenty years later, when biplane designs gave way to a new breed of sleek, fast monoplane aircraft, those which would go on to contest the Second World War.

The third significant era of aviation saw the ultimate piston engined aircraft designs of the late Second World War and beyond having to give way to the jet engine and how in the uncertainty of a post war world, only jet powered aircraft appeared to be of interest to the major powers. The consequence of these defined eras of technological advancement was that some of the finest aircraft of their generation would only enjoy a relatively short period in the aviation limelight and for some, being classed as 'best of breed' has not ensured much popular recognition within the pages of aviation history. 

Perhaps the most effective illustration of what we are discussing here is the period which witnessed the dawning of the jet age and how despite the latest generation of piston engined aircraft being both capable and effective, were generally overlooked due to the potential offered by jet power. Even though piston engined aircraft had fought and secured victory during the Second World War, the arrival of the Messerschmitt Me 262 and the fact that the Allies were playing technological catch-up appeared to cloud judgement somewhat and many of the latest piston engined types which were hugely impressive, have gone on to remain largely anonymous to millions of people. 

There are, of course, exceptions to this rule and whilst their era of aviation dominance many have been shorter than their designers might have expected, their sheer performance demanded that they would not give way to jet power without a fight. One such aircraft was the Hawker Sea Fury, the last in a long line of famous piston engined single seat aircraft and one which proudly wears the designation as one of the world's ultimate piston powered fighters. Just ten short years after the 250 mph capable Gloster Gladiator had entered Royal Air Force service, the Fleet Air Arm introduced their Sea Fury, a fleet defender which was fully 200 mph faster than the Gladiator. 

Did it all start with a Focke Wulf?

Can you see any Focke Wulf similarities in this CAD rendered image? The Sea Fury was certainly a combination of light airframe with powerful engine, both features it undoubtedly shared with the famous Luftwaffe fighter.

Although the Hawker company were clearly expert in the design and manufacture of high performance single engined fighter/fighter bomber aircraft, when it comes to the development of the Hawker Sea Fury, several sources have gone on record claiming that this magnificent fighter can actually trace its lineage back to the accidental landing of a fully serviceable Luftwaffe Focke Wulf Fw190A-3 fighter at RAF Pembrey during the summer 1942. This aircraft was subsequently evaluated first by the Royal Aircraft Establishment and then the Air Fighting Development Unit, where it was flown against the latest variant of Spitfire and other Allied aircraft types. 

Whilst these trials may not have led directly to the design inception of the Sea Fury, they did result in the exploration of combining the most powerful engines available at that time with relatively small airframes, in a search to produce aircraft possessing great speed, but without sacrificing either firepower or manoeuvrability. The actual development of the Sea Fury is more closely aligned with the natural progression of classic aircraft types produced by the Hawker company during the Second World War and the hugely powerful Typhoon and Tempest aircraft which were proving so successful at that time.

Answering an official request for the development of a powerful new aircraft which was similar to the Tempest, only lighter, the Hawker company produced their Fury Mk.II (the original fury was the classic biplane fighter of the early 1930s), an aircraft which was basically a land based variant of the Sea Fury which followed it. Despite possessing exceptional performance, the aircraft appeared at a time when the Allies were confident of securing ultimate victory to end the Second World War, with the RAF already contemplating the future of the force, with that future being powered by jet engines. As a consequence, the Royal Air Force subsequently cancelled their order for the new aircraft, with the 'Light Tempest Fighter' never going on to see RAF service.

Recreating some of the world's most iconic aircraft as scale model kits is the professional privilege of the Airfix design team, but having the Hawker Sea Fury on your CV must be something to be really proud of.

At around the same time, the Fleet Air Arm were looking to procure a capable fleet fighter/fighter bomber to replace the various types which had been in service during WWII and in anticipation of the many US aircraft supplied under lend lease either going back to America, or having to be paid for. The Hawker company were certain that their Fury Mk.II design could be adapted to take on this task and set about navalising their new fighter, a derivative of the original design which was given the name Sea Fury.

The Sea Fury may have started its life as a land based fighter design, however, the Fleet Air Arm were certainly not getting a second rate aircraft, this was a thoroughbred in every sense of the word. With a five bladed constant speed propeller attempting to harness the 2,500 hp generated by the 18 cylinder Bristol Centaurus 18 sleeve valve engine, the Hawker Sea Fury didn't purr, it growled and if you were in the vicinity of a 'live' Sea Fury, you knew you were in the presence of the ultimate piston engined fighter. 

Operating a Sea Fury at sea

Looking at this beautiful aeroplane, you can imagine how trying to tame all the power this beast possessed would be quite a challenge and you would be quite correct in this assumption, however, pilots describe the Sea Fury as a delight to fly once in the air, but something of a handful trying to get it there and back on the ground again. The only problem for Fleet Air Arm pilots was that they were going to have to do this from the dangerous and crowded deck of one of Britain's diminutive aircraft carriers, but thankfully not before having undergone many hours of intensive training.

In actual fact, the Sea Fury was an incredibly rugged aircraft and one which was well suited to life aboard an aircraft carrier, with its strong, wide track undercarriage making it a much better naval aeroplane than something like a Seafire and the teardrop canopy affording the pilot an excellent view, once the fighter was in a level attitude. The power of the Bristol Centaurus was also a huge benefit, as this could not only drag the Sea Fury into the air with consummate ease, but was also responsive enough to get a pilot out of trouble if he misjudged his landing approach.

Displaying its naval heritage, the Hawker Sea Fury actually started its development life as the Light Tempest Fighter for the Royal Air Force.

Nevertheless, before a pilot could make his first deck landing on an operational aircraft carrier, he would have to undergo several weeks of intensive training, starting with multiple practice deck landings at a shore based Naval Air Station, which had been prepared to resemble the deck of a carrier as closely as possible. These sorties were also intended to get pilots used to deck handling procedures and importantly, understanding the signals given to them by the bat(s)man, or Landing Signals Officer, something which is essential during operations at sea. 

Once this had been safely negotiated, it was on to a moored training carrier on water and the same kind of training, but on an actual aircraft carrier. This phase would put all the previous experiences into practice and go on to include such disciplines as arrested landings and both catapult and rocket assisted launches. After this, it was on to a serving aircraft carrier and intensive work-ups prior to their initial operational deployment.

As the arguably Britain's ultimate piston powered fighter, the Hawker Sea Fury would not see service during the Second World War and indeed did not commence sea trials until 1947, however, it did become the Fleet Air Arm's principle fleet defence fighter until the introduction of their first jet powered type, the Hawker Sea Hawk, in 1953. It also has the distinction of being the Fleet Air Arm's last piston powered fighter, a thoroughbred fighting machine and an aircraft which represented the absolute pinnacle of piston powered fighter design. Add to this the fact that the Hawker Sea Fury was undoubtedly one of the most attractive British fighter aircraft ever produced and it isn't difficult to see why it continues to captivate enthusiasts and naval aviation fans to this day.

Airfix and the Sea Fury

Piston powered perfection, the Hawker Sea Fury has to be considered as one of the most beautiful machines ever created by man and our latest box artwork rather effectively illustrates that opinion.

Many Workbench readers will probably agree that for an aircraft possessing the reputation and aesthetic appeal of the Sea Fury, any model kit representation of it really should be in a larger scale and until our 1/24th scale model version of it is released (well, I suppose we can all dream), a 1/48th scale example does the job rather well. The announcement of our new Hawker Sea Fury tooling in 1/48th scale back in 2018 proved to be a hugely popular development in our hobby and the first two releases from the tooling have been and gone.

Thankfully, an aircraft as enigmatic as the Sea Fury can never now be absent from an Airfix range for too long and we are delighted to confirm that what is only the third release from this tooling has now just been released and is available on the Airfix website. Featuring three attractive new scheme options, please allow us to describe why each option was selected and why we think any one of them would look great on your next Sea Fury build.

Scheme A - Hawker Sea Fury FB.11 VW242, Exercise 'Momentum', No.1831 Royal Naval Volunteer Reserve, Royal Naval Air Station Stretton (HMS Blackcap), Cheshire, England, 1953.

The establishment of the Royal Navy Volunteer Reserve occurred in 1903, when the Admiralty were granted the ability to maintain a second reserve force, however, unlike the existing Royal Naval Reserve which was made up of professional civilian sailors, the new force was open to civilians with no prior experience of service at sea. Serving through both world wars, at the end of the Second World War, many of the RNVR officers went back to their civilian careers, with the force going through a root and branch reorganisation from October 1946, in preparation for peacetime service.

No. 1831 Naval Air Squadron was originally established as a single engined fighter unit at US Naval Air Station Quonset Point, Rhode Island in July 1943, initially equipped with Vought Corsair I fighters. After undergoing intensive training in the US, the squadron and their aircraft travelled to the UK by ship, with the Corsairs arriving at RNAS Stretton (HMS Blackcap) near Warrington on 3rd November 1943, part of the newly established 15th Naval Fighter Wing and destined for service aboard the British carrier HMS Illustrious. After a subsequent reduction in the number of squadrons making up the 15th NFW, No 1831 NAS was disbanded at Stretton on 10th December 1943.

The unit would form up once more as a single engined fighter unit on 1st November 1944, again in the US, but this time based at US Naval Air Station Brunswick, in Maine. The unit was again equipped with American Corsairs, but this time the Mk.IV variant and just like the pervious occasion, embarked on a period of intensive training prior to sailing for the UK once more. Their destination this time was RNAS Eglinton in Northern Ireland, where they arrived on 18th February 1945.

With a full compliment of 21 Corsairs, the squadron was assigned to serve aboard the light fleet carrier HMS Glory in May 1945, and destined to join the British Pacific Fleet, but only after having worked up in Mediterranean waters. This would usually have taken place off the western coast of Britain, however, the threat of increased German U-boat activity in the area made this a sensible decision.

The new Carrier group was sailing in Pacific waters when news of the Japanese surrender and the end of WWII was received, however, the group continued to operate at wartime readiness in case they were faced with forces refusing to accept their nation's surrender. With the war now over, the Air Group prepared for the cruise back to UK waters in the summer of 1946, with No.1831 NAS officially disbanding once more on 13th August.

No.1831 Royal Navy Volunteer Reserve Air Squadron would reform once more as a reserve fighter unit at RNAS Stretton on 1st June 1947, one of four such squadrons formed for the RNVR Air Branch that year. It was initially equipped with only seven aircraft, a collection of Rolls Royce Griffon powered Supermarine Seafires and a solitary North American Harvard trainer. Flight operations would take place at Stretton on most weekends, with pilots and observers required to undertake 14 days of continuous training each year and 12 weekends spent on squadron duty. They were expected to achieve a minimum of 75 and a maximum of 125 flying hours, with 2 weeks of continuous annual training and assessment in air warfare and weapons systems, usually at naval air stations away from their home base.

Full scheme details of this No.1831 Royal Navy Volunteer Reserve Air Squadron RNAS Stretton based Sea Fury FB.II, weekend flyers operating one of the world's most potent piston engined fighters.

After completing their annual training camp at RNAS St. Merryn, Cornwall in July 1951, the unit returned to RNAS Stretton knowing they were about to trade their ageing Seafires for Hawker Sea Fury FB.IIs, with a single T.20 trainer having already arrived at the airfield late the previous year, to allow type familiarisation. The Sea Fury was quite a brute of an aeroplane and needed to be tamed by these weekend fliers, however, its wide track undercarriage made it much more suitable for both land and carrier based operations. Nine beautifully presented Sea Fury FB.IIs duly arrived at Stretton during the summer of 1951 and the unit had their ultimate piston fighters.

The first annual training camp following the conversion to Sea Furys was to Malta and the opportunity for squadron pilots to operate their new aircraft in a much more aggressive manner. Operating mainly from the island airfield at Hal Far, they would practice the art of delivering a rocket attack against both stationary and moving targets, in addition to undertaking main armament live firing sorties, using drogue targets both in the sea and pulled by other aircraft. This must have been an exciting time for all involved, particularly as their camp performance was rated as being at least as good as an average front line Fleet Air Arm unit - a proud achievement for 1831 personnel. 

A trio of inseparable Sea Furys. With three hugely appealing scheme finish options available with this new kit, making a decision on which one best suits our scale tribute to the Fleet Air Arm's most potent piston powered fleet fighter is not going to be an easy one.

During August 1953, No.1831 RNVR Air Squadron took part in 'Exercise Momentum', which was a major assessment of the air defence capabilities of the Royal Air Force at that time. This involved a hectic period of flying operations for the unit's Sea Furys, as they flew simulated airspace incursions along the south and eastern coasts of the UK, serving as targets for RAF interceptors attempting to chase them down.

Despite the professional nature of their ongoing training programme, the unit's time flying the Sea Fury was not without incident and indeed tragedy, with four reserve pilots losing their lives whilst on flight operations, underlining the dangers these weekend fliers faced in maintaining this valuable additional fighting force.

As No. 1831 RNVR continued to be a top performing unit, they were selected to be the first unit of their kind to re-equip with a jet powered fighter type and in the early summer of 1955, became the first RNVR unit to operate the Supermarine Attacker FB.2 jet fighter, with an additional de Havilland Sea Vampire T.22 two seater arriving for training purposes. During their time operating the Attacker, it is not known if any unit pilot actually landed an Attacker of the deck of a Royal Navy carrier.

Following a savage round of defence cuts in early 1957, the RNVR Air Branch was scheduled for disbandment and by 10th March that same year, the entire organisation and all of its squadrons ceased to exist.

Scheme B - Hawker Sea Fury FB.11 G-FURY, UK Airshow scene, 1981.

As one of the most potent piston engined fighters to ever take to the skies, the Hawker Sea Fury was not only an aircraft many service pilots wanted to fly, but once it had been withdrawn from service, would also become highly sought after by those who were in a position to both fly and afford one. A beautiful aeroplane to look at from any angle, whether in the sky or on the ground, the Sea Fury would become a popular addition to the world historic aviation scene and if you were lucky enough to see one fly at an Airshow, all those boring jets just seemed to be completely insignificant, because this was a real aeroplane. 

Naval aeroplanes have always had a particular fascination for the aviation enthusiast, which is possibly due to a combination of the attractive colour schemes they wore and the admiration we had for the pilots who operated these potent performers from the decks of aircraft carriers at sea. As a consequence, the several different Sea Furys which were operated by the Royal Navy Historic Flight and more recently, Fly Navy Heritage Trust (Navy Wings) on the UK Airshow circuit over the years were always firm favourites with the public and if for any reason there isn't an airworthy Sea Fury on the scene in any given year, things are just not quite the same.

When it comes to Sea Furys which have graced the UK Airshow scene, there is one particular aircraft which happened to be the most striking presentation of a Sea Fury ever seen in UK skies, an aircraft which may have only spent a short time on the Airshow circuit, but is most definitely a case of once seen, never forgotten. Pilot and passionate vintage aircraft collector Spencer Flack managed to amass an impressive collection of aircraft over the years, including this Sea Fury FB.II, a Spitfire Mk.XIV and a Hawker Hunter, all of which were finished in his 'house colours' of red, white and blue. The striking scheme he chose was most certainly an attention grabber and if his impressive collection of aircraft ever needed more publicity, this scheme certainly provided it. Although striking, the scheme was not universally loved, and could actually be described as being somewhat divisive, but as far as Mr Flack was concerned, if you owned a Spitfire or Sea Fury, you could paint it any colour you liked!

Before we move on to the details behind this beautiful Sea Fury, this might be a good time to remind readers that our previously released 1/48th scale Spitfire FR Mk.XIV kit includes decals for Spencer Flack's G-FIRE, so we can now include two of the 'Flack Airline' fighters to our 1/48th scale model collections!

Connected by owner and colour scheme, with our 1/48th scale Supermarine Spitfire FR Mk.XIV G-FIRE kit still available, we can now have a display pairing of these two distinctive fighters in our display cabinets and wouldn't they look fantastic!

Mr Flack purchased this Spitfire in January 1979 and moved to his base in Hertfordshire, where it benefitted from a concerted period of restoration, returning her to flying condition. After the completion of this costly work, Spitfire NH904, now sporting the new civilian registration G-FIRE, made its first post restoration flight from Elstree Airfield on 14th March 1981 in the capable hands of former Red Arrows leader and warbird pilot extraordinaire Ray Hanna.
 
Later repainted in a striking red, white and blue livery, G-FIRE would go on to become a firm favourite on the UK Airshow circuit during the 1980s, not only due to its stunning appearance, but also due to the fact that Mr Flack fitted flashing light strobes in the cannon fairings and during a head on pass, it actually appeared as if the Spitfire was firing on the crowds. For those lucky enough to have seen this aircraft up close and in the metal, it will always be remembered as arguably the most attractively presented Spitfire of the post war era – nobody could ever argue that G-FIRE didn’t stand out!

Not content with just owning this beautiful Spitfire, Spencer Flack went on to own several other aircraft, including a P-51D Mustang, and both a Hawker Sea Fury and Hawker Hunter which were painted in similar markings to the Spitfire. It was not uncommon to see the Spitfire either arriving at a show venue, or displaying with one of the other red painted aircraft.

What a cracking scheme! We wonder how many Workbench readers had the opportunity to see this magnificent aircraft, during its brief appearance on the UK Airshow scene?

Hawker Sea Fury FB.II G-FURY was constructed by Hawker Aircraft Ltd at their Kingston-on-Thames factory in 1948 and delivered to the Royal Navy as WJ244, but would end her service career in storage at RNAS Lossiemouth. Following her disposal from military service, she would spend the next few years in the hands of various civilian owners and at different sites around the UK, but would not take to the air again until after she had been secured by Warbird enthusiast Spencer Flack in 1978. Making her first post restoration flight in June 1980, the aircraft would be finished in this striking red, white and blue scheme and was the pride of Mr Flack's growing fleet of impressive Warbirds.

Looking absolutely resplendent in this scheme, the aircraft attended several Airshows during the summer of 1981, always drawing huge crowds of admirers wherever she turned up. There are even photographs existing of the Sea Fury arriving at events in formation with Mr Flack's Spitfire and Hunter, with each one presented in these beautiful markings. The Sea Fury even displayed with wing tip mounted smoke generator pods, as if a display from this beauty ever needed to be made more spectacular.

Unfortunately, despite becoming one of the enduring aviation enigmas of the UK Airshow circuit, G-FURY's time performing for Airshow crowds proved to be all too brief, as she was destroyed following a forced landing in fields close to RAF Waddington on 2nd August 1981. For those who were lucky enough to see her, G-FURY will never be forgotten, one of the most distinctive and attractive aircraft to have ever graced the UK Airshow scene.

Interestingly, when looking at the top profile of the aircraft on the decoration guide wearing this scheme, it does have to be said that the Hawker Sea Fury does share more than just a passing likeness to a Focke Wulf Fw190 - what do you think?

Scheme C - Hawker Sea Fury FB.11 WH588, No.724 Squadron, Royal Australian Navy, Naval Air Station Nowra, New South Wales, Australia, 1961-62.

When it comes to rivalling G-FURY in the looks department, we think we might just have come up with a viable alternative and this one was worn by a serving Sea Fury. For an aircraft as capable as the Sea Fury, Hawker's final piston engined fighter would not be without its international suitors, with Commonwealth nations being at the head of this aviation pack. In 1947, the Australian Government approved the purchase of two light fleet carriers from the Royal Navy, with the additional procurement of Sea Fury and Firefly aircraft to equip them.

The Fleet Air Arm of the Royal Australian Navy was subsequently formed in 1948 and their first aircraft would serve aboard the new HMAS Sydney (the former HMS Terrible) and HMAS Melbourne (the former HMS Majestic), in addition to equipping the shore based station at Nowra (HMAS Albatross).

The first batch of eleven Sea Furys was delivered in May 1949, forming No.805 NAS, the Royal Australian Navy's first front line naval fighter bomber unit. In total, the Fleet Air Arm of the Royal Australian Navy would purchase 101 Sea Furys and 108 Fireflys from Britain, with quite a number of these aircraft going on to serve with distinction during the Korean War. RAN Sea Fury fighter bombers remained in front line carrier service until 1956, when they were replaced by jet powered de Havilland Sea Venoms, however, the Sea Furys operating out of Nowra would remain in service until the early 1960s, earning a reputation as some of the best looking military aircraft in the world at that time, with the scheme going on to feature on several machines performing on the world Airshow scene over the years.

No. 724 Squadron was re-commissioned into the Royal Australian Navy at Naval Air Station Nowra on 1st June 1955, with the unit having the responsibility of providing fixed wing conversion and currency training for front line Fleet Air Arm squadrons. In this role, the unit would be equipped with several different types of aircraft, including the potent Hawker Sea Fury, but also operating a combination of piston and jet powered aircraft types.

Amongst their other duties, from 1958 onwards, the unit also provided target towing services for live firing training exercises, something which would continue until October 1962, when the unit's Sea Furys were finally retired.

Is this a G-FURY rival scheme for you? Whether your colour is red of blue, we have you covered with this latest release from our spectacular 1/48th scale Hawker Sea Fury FB.II tooling.

Hawker Sea Fury WH5885 was constructed as an FB.II variant in 1951 and taken on charge by the Royal Australian Navy on 7th March the following year. She would be transported to Australia abord the carrier HMAS Sydney and went on to serve with No.724 Squadron at Nowra Naval Air Station, in a training and conversion role. Struck off charge in September 1963, she would be snapped up by a civilian owner who repainted her in a smart red and white scheme and modified her to take on target tug duties, wearing the civilian registration VH-BOU.

Changing owners once more in 1970, she was subsequently sold to a dealer/collector in America, where she would go on to enjoy a long and successful career on the US aviation scene, competing regularly in the Unlimited Class of the National Championship Air Races, always wearing a two tone grey Australian Navy scheme.

In 1977, the aircraft was purchased by British Warbird collector Paul Morgan, who arranged to have the fighter shipped to the UK and onwards to its new home at Sywell aerodrome. She was repainted into a stunning blue Royal Australian Navy No.805 Squadron scheme and wearing the civilian registration G-EEMV, would spend the next few years thrilling UK Airshow audiences with its displays of grace and brute power. Tragically, the aircraft was written off following a landing accident at Sywell on the 12th May 2001, with the aircraft nosing over on the soft ground.

Now on display in good model shops everywhere, the stunning new box artwork for the latest Sea Fury will convince many of us that this delightful aircraft should have a part to play in our Autumn build schedules.

When it comes to selecting scheme options for new model releases, we think our researcher Luke might just have excelled himself here. Not only are we presented with a stunning scale kit representation of this most handsome of aeroplanes, we have the difficult task of selecting from three completely different, but equally appealing schemes in which to finish our kit, and at this juncture, I personally have no idea which one I am going to pick. I will definitely have to build G-FURY to go with my Spitfire G-FIRE, but the RAN scheme just looks so good. Not wanting to appear indecisive, I'm just going to have to for three Sea Fury kits, to avoid having to make any scheme decisions at this point - that seems a most sensible option!

A real treat for our workstations, our beautiful new 1/48th scale Hawker Sea Fury FB.II kit is available now.

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