Ratch

Those parts are in there for a different boxing with an alternative build. It's not an oversight. Lots of kits have unneeded parts in them.

52nd Oxfordshire Light Regiment The Light Infantry were uniformed in a similar fashion to the Line, but retained the stovepipe shako, which bore a bugle-horn badge and green plume. The shako with the tuft at the front. Officers were distinguished by wings and carried the curved flank company sabre. Other ranks also wore wings and carried a shorter and lighter version of the Brown Bess musket. Drummers wore reversed colours and had lace decoration to facings and to sleeve arms and back seams of the jacket. Their sleeves were covered with five, lace chevrons, point up; drums were brass, the hoops usually in the facing colour.

Some old favourites there 😎

I don't know how this topic has become attributed to me. I haven't moved house since 1978 and have no intention of doing so. But there is useful advice for anyone contemplating moving.

Cheers Dale 😃

Michael.Clegg23 hours ago Comments facebook twitter Welcome to this latest edition of our Workbench blog and all the news, updates, and modelling exclusives from the fascinating world of Airfix. We return to our usual format of a single blog posting for this weekend after two consecutive weeks of double blogs, however, when it comes to our subject matter for this edition, we have an aircraft type which demands everyone pays attention, be that the real thing, or our new scale tribute to it. For many modellers, the announcement of our Mighty Wokka in 1/72nd scale was the standout new tooling announcement from this year’s January range launch and we are therefore delighted to be in a position to bring you a second update from this exciting project. In this, our second visit to the new Chinook HC.1 tooling, we once again benefit from designer Paramjit Sembhi’s expert input, as he guides us through the finer points of what he was looking for when receiving the first test frames from a project he had already invested so much time in. Showcasing a further selection of exclusive Chinook design imagery to illustrate the points raised by Paramjit, prepare for a fascinating insight into how a new Airfix Chinook makes it from a designer’s computer, to a series of test frame components destined for a future model kit release. As this is a major update marking the fact that this eagerly anticipated addition to the current range is speeding nicely towards its initial release, we will be following this by also looking at both the artwork and the details behind the two very different scheme options available with the new Chinook. One of the most successful aircraft of the post war era, let’s spend a little quality Workbench time with an aviation phenomenon which just happens to make for an equally impressive modelling subject. RAF Chinook – 44 years and still going strong Having now attracted the attentions of an Airfix designer, many will be excited to get their hands on the new 1/72nd scale Boeing Chinook HC.1 kit. When it comes to describing an aircraft type which possesses incredible role versatility as standard and is able to turn its abilities to a seemingly endless list of operational taskings, surely there’s no other aircraft currently in service that comes close to matching the capabilities of the mighty Boeing Chinook. A heavy lift helicopter which has proved just as proficient when providing medivac support for British troops in the deserts of Afghanistan, as it is serving as a ‘Damfixer’, when the retaining wall of a UK dam is about to fail and needs the urgent placing of shoring ballast, the Chinook is an invaluable aviation asset and one which has worked its way into the affections of both military personnel and the general public alike over the past four decades. Throughout the 1950s, the first reliable helicopter types gradually started to enter service across the world and immediately displayed the versatility which would make them invaluable in taking on many military and civilian tasks. Proving equally effective in delivering troops and supplies into areas which were simply inaccessible to other aircraft types, as they were at rescuing grateful holiday makers from the sea when they found themselves in difficulties, the helicopter has established itself in so many ways and whether operating in a military or a humanitarian role, really have no equal in the world of modern aviation. An aircraft which possibly underlines the qualities of the modern helicopter more effectively than any other type, the mighty Boeing CH-47 Chinook has already been in military service for over sixty years and shows no sign of disappearing from our skies any time soon. The distinctive tandem twin rotor configuration of this heavy lift helicopter cleverly counteracts the effects of engine torque by having each of its huge rotor blade stacks turning in opposite directions, thus negating the need for the tail rotor we traditionally associate with helicopters. An extremely impressive machine, the Chinook made its first flight back in 1961 and since that date, has gone on to become one of the most effective aircraft designs of the post war era, one which can operate in almost any environment, no matter how inhospitable the terrain. Clearly, this has made the Chinook invaluable when performing a great many roles and certainly when it comes to British military operations where troops are on the ground, they won’t go unless Chinooks are there to support them. Britain’s links with this magnificent machine go all the way back to 1967, as the RAF’s admiration for America’s impressive new heavy lift helicopter led to an order being placed for 15 new aircraft to replace their own Bristol Belvedere tandem rotor military helicopters. Unfortunately, it later transpired that this order was cancelled as a result of ongoing government defence spending cutbacks, and it would be a further ten years before this interest was revived. Britain’s indigenous Chinook. The Belvedere was an innovative post war helicopter, but the RAF were looking for an upgrade in capabilities. After that decade long hiatus, Britain was now looking to replace or upgrade the capabilities of its ageing Westland Wessex fleet, to which end the British Government approached Boeing once more in the late 1970s, this time placing an order for 33 new Chinook aircraft, machines which were essentially equivalent to the US CH-47C variant. The honour of becoming the first Royal Air Force Squadron to operate the new Chinook was bestowed upon No.18 Squadron at RAF Odiham, with British aircraft going on to carry the designation HC.1 (Helicopter Cargo Mk.1), and they would soon start to show the British public how incredible their latest helicopter actually was. No sooner had Britain’s Chinooks entered service, than events on the other side of the world resulted in an early overseas deployment for this impressive helicopter, one which would be the start of an incredible story for one particular aircraft and indeed the ever-growing reputation of the Chinook as a military aircraft. Five of the RAF’s new Chinooks were loaded aboard the requisitioned container ship Atlantic Conveyor for the Task Force voyage down to the South Atlantic, each one stored on the deck of the ship and wrapped in Driclad PVC covers as a protective measure. Chinook ZA707 was offloaded at Ascension Island prior to continuing the voyage to the Falkland Islands and famous ‘Survivor’ ZA718 was in the air when the Atlantic Conveyor was struck by Exocet missiles and destroyed, with the remaining Chinooks lost. ZA718 ‘Bravo November’ would be the only Chinook subsequently available to the British Task force, but we will be hearing more about her a little later. An indication of just how successful the RAF’s Chinook force has proved to be over the years, the fleet has benefitted from almost constant upgrade and additional procurement, with the aircraft unquestionably becoming an essential component of Britain’s military capabilities. This upgrading of capabilities has kept the Chinook at the forefront of world helicopter technology, and currently, it appears the only aircraft capable of replacing a Chinook is another Chinook, a situation which doesn’t seem likely to change for many years to come. With the latest Chinooks being some of the most advanced aircraft in current Royal Air Force inventory, despite the fact that that the aircraft has already been in British service for 43 years, the Chinook Sustainment Programme will ensure these aircraft can continue serving the nation in a way only a Chinook can, for at least the next sixteen years. Paramjit on Chinook checking duties Having spent so much time designing his Chinook, Paramjit was must have been looking forward to receiving the first test frame components produced from the CAD files he supplied the toolmaker. For we mere modelling mortals who are so fascinated to learn about the work undertaken by the Airfix designers who continue to bring so many appealing new kits to the market each year, it’s difficult for us to imagine how exciting it must be for them when the first box of test frame components turns up at Airfix HQ in relation to their latest design project. Having already invested so much time and honest endeavour into the project, the opening of this box of first components must be an incredibly exciting time for them, but one surely tempered with just a little trepidation – what are they going to find inside? That being the case and with the new Boeing Chinook HC.1 tooling having recently reached this important development stage, we wanted to ask the kit’s designer Paramjit Sembhi a few questions about the process. As he opened the box for the first time to reveal those first Chinook frame parts, what aspects of the design was he particularly interested to see and indeed, were there any aspects of the kit’s design he remained a little unsure about at that stage? Without too much hesitation, Paramjit informed us that the ‘quilted’ appearance of the acoustic blanketing used to line the interior of the Chinook was something he was particularly interested to see and how this had been replicated by the toolmaker, as it would be a significant feature of the new kit. Although confident that his design work had replicated this detail effectively, he couldn’t be absolutely sure until he had the opportunity to inspect first test frame components. That being the case, he asked the toolmaker to include this detail on just a small section of the cockpit bulkhead at this initial stage, just so he could check and just so he could be sure. Although Paramjit fully replicated the acoustic blanketing detail within his design, he wanted to check how it looked in tooling before committing it to the full Chinook interior. This is how it looked in design, but Paramjit just asked the toolmaker to apply the detail to the top rectangular section on the left-hand side. A before and after shot of the detail discussed above, with the first test shot component in the left-hand image and the later representation to the right. Another example of CAD versus first test shot interior detailing. This acoustic blanket detailing covers much of the interior surface of the Chinook and whilst Paramjit was sure it would look as intended once the CAD design had been committed to tooling, correct replication was so important that he felt he had to take this cautious course of action. He needn’t have worried though, because the toolmaker was able to do a fine job in replicating the CAD surface detailing, with it turning out exactly as Paramjit had intended and therefore now reassured, this would be one of the major points in his tooling report to be sent back to the toolmaker, to include this detail across the majority of the interior sections. By adopting this strategy, Paramjit was able to obtain the accuracy confirmation he was looking for, saving much development time in the process. The acoustic blanket detailing was already part of his CAD files, so all he had to do was instruct the toolmaker to add this detail to the Chinook tooling, but didn’t need to go back and spend time on what would have been a major modification to the design files, had he not done it this way. A couple of detail discoveries he was less please with were how the fabric and webbing detailing on the foldaway seats in the main cabin had been replicated in tooling and several less than perfect part fit issues towards the front end of the Chinook. The foldaway seating detail Paramjit had incorporated into his design files was something he was rather pleased with, however, this detailing had not been replicated to his satisfaction in this initial round of tooling frame shots and needed changing. As always, working closely with the toolmaker, he was able to make some changes to the main CAD files and fully expected the next round of test frames to show the detail as he had intended. The front of the Chinook kit is dominated by the large and impressive clear sections of the nose, but what turned out to be another area of concern for Paramjit was how during test assembly, the parts were not coming together as intended in his design files. During the vital sub assembly of parts, he noticed one or two gaps evident in this first round of components which were certainly not a feature of his design and definitely required attention. Adopting a similar process to how he dealt with the main cabin seat detailing issue, he made a couple of slight CAD changes to support the toolmaker in overcoming this issue, ensuring the flush fitting of components as required. All the Airfix design team will attest to the fact that this vital first tooling assessment stage is very much a close collaboration between designer and toolmaker. Kindly supplied by Paramjit himself, this image montage shows the clear part discovery he made after receiving the first test frame components and how a little liaison with the toolmaker easily rectified the situation. Chinook interior seat detail development, the various rounds of tooling test frames allows the designer the opportunity to work closely with the toolmaker to replicate the detail produced in design, in the final production tooling. Staying with the subject of clear parts for the time being, Paramjit also told us that he wasn’t overly happy with how the circular fuselage windows had been manufactured at this stage, or more specifically, how they located into their individual positions. This was one of the design innovations he was particularly pleased with in CAD, however, when assembling these first test frame components, they weren’t fitting as he had intended. Once again, this did see him returning to his CAD files to make some slight changes to his design, albeit to modify the design specifically to allow the toolmaker to achieve exactly what Paramjit was looking for with these parts, always with the modeller in mind. In all, Paramjit told us that there wasn’t anything out of the ordinary when it came to assessing these first Chinook frames, just the usual collection of issues associated with any new tooling design, maybe just in different areas to other projects. As always, a thorough visual inspection of parts and surface detailing, along with the assembly of full and partial Chinook builds was the most time-consuming aspect of this process, as this revealed several other issues which would need to be addressed. We wanted to ask Paramjit about inspecting the Chinook frames for the first time, and if when doing so if he found anything unexpected, or similarly, if he found anything that sticks out as being particularly pleasing? He told us that he wasn’t really faced with anything unexpected on this project and indeed, of the things he had been thinking might reveal a problem or two, actually turned out really well. The clear parts did initially cause him some concern and had him diving back into his CAD files to make a couple of tweaks, but nothing more than he would usually expect to have to do on any new tooling project at the same stage. Cabin floor detail in CAD and how it translated into plastic components through the new Chinook tooling. Moving on to the subject of things he was particularly pleased with, Paramjit was really happy with how the detail he included into the cockpit and main cabin floor sections came out in this initial tooling, also the design for the Chinook’s rotor blades. The drooping of the rotor blades on a Chinook at rest is one of the aircraft’s most distinctive features and as a designer with plenty of modelling experience to call upon himself, this was something Paramjit was determined to replicate effectively on this new model. For any Airfix designer, they’re bound by the current constraints imposed by the manufacturing process, including the minimum thicknesses at which individual components can be designed, parameters which cannot be ignored if manufacturing integrity is to be maintained. Clearly, these tolerances have an impact on the scale replication of certain features on any scale design project, with the Chinook being no exception. When it came to the Chinook’s main rotor blades, Paramjit knew what he wanted to achieve and instinctively knew that this would have to be done by incorporating clever design into the tooling, rather than relying on a little help from natural forces. He particularly felt that most modellers would want to build and display their model as it would have appeared on the ground and therefore needed to replicate the blade droop in all its glory. For a design project like the 1/48th Westland Sea King, the additional length, thickness and weight of the blade parts meant that they used much greater volume of plastic and therefore, could rely on a little help from gravity in producing the blade droop modellers found so appealing. For his new Chinook kit, Paramjit couldn’t rely on any such natural intervention and therefore had to take matters into his own hands. He would have to build scaled rotor blade droop into the actual design of the kit itself, however, he was pleased to inform us that he was extremely happy with how this had translated into tooling. Even at this first test frame stage and even before the tooling had been signed off, when he built the test components into a complete kit, the resting blade position representation really has turned out to be strikingly effective and he hopes this design feature will be one aspect of the new kit’s design modellers will come to love. Perfected through design, Paramjit had to take matters into his own hands when it came to replicating the characteristic blade droop on his new Chinook project. Finally, just to provide us all with some idea of how many issues he discovered when inspecting these first Chinook test frame components, we asked Paramjit if he would be kind enough to tell us just how many change requests his initial tooling report contained? Again, Paramjit was at pains to tell us that there really wasn’t anything out of the ordinary when it came to assessing the new Chinook parts and across the three tools this new kit comprises of, his report only contained a relatively modest 68 points at this first inspection round stage. These included the acoustic blanket detailing and clear part fit issues he pointed out to us earlier, but mainly consisted of general and quite minor fit issues, the correct replication of surface detailing and some more generic manufacturing issues, but certainly nothing at all out of the ordinary. In summary, Paramjit informed us that of those 68 initial points highlighted from the receipt of these first test frame components, he would expect subsequent issues to decrease by around 60% by the time he received the second round of test parts and how some of these might even be new issues which were the result of remedial actions taken to address some of the points raised on his original tooling review report. He went on to tell us that the new Chinook goes together really well and how he’s excited to see what the modelling world does with his latest scale kit creation once it’s unleashed into the hobby world. Our next visit to the 1/72nd scale Boeing Chinook HC.1 project will see us featuring images of both full test build models from the latest round of test frame components, and hopefully a first look at fully built and finished models from the final round of test shots in both of the scheme options we are about to feature below. We still have much to look forward to when it comes to Workbench and the new 1/72nd scale Wokka. A helicopter of distinction The iconic legacy created by the RAF Chinook featured as our lead scheme also demanded its replication as the new kit’s artwork. As one of the highest profile aircraft types in current Royal Air Force service, the Chinook has created a large, tandem rotor sized hole in the Airfix range which really did need filling, so we therefore hope that this year’s announcement of such a significant new tooling addition to the current model range will have come as a pleasant surprise to many across the modelling community. As for the variant of this magnificent machine to be modelled, there really could only be one, as we knew we definitely wanted to include an aircraft which has been described by some as the most significant individual aircraft to see Royal Air Force service in the post war era, one which has earned an almost mythical reputation during its extensive service career, a career which stems back to the dark days of the Falklands Conflict. Thankfully, the reputation of this aircraft ensured its preservation as a unique piece of Britain’s aviation heritage, and Chinook ‘Bravo November’ is now a prized exhibit within the extensive collection of the Royal Air Force Museum at Cosford. Scheme A – Boeing Chinook HC.1 ZA718 ‘Bravo November’, No.18 Squadron Royal Air Force, ‘Operation Corporate’, Falkland Islands, South Atlantic, May – June 1982. It is difficult to describe just how significant an aircraft Boeing Chinook ZA718 ‘Bravo November’ actually is within the annals of British Military aviation history and how it continually managed to overcome incredible adversity to ensure it was able to continue doing its vital duty. Part of an initial order for 33 Chinook heavy-lift helicopters placed by Britain in 1978, ZA718 joined a re-formed RAF No.18 Squadron at Odiham in late 1980, with British Chinooks taking the designation HC.1 (Heavy Cargo Mk.1). Almost before the aircraft had the chance to fully settle into Royal Air Force service, a dramatic development on the other side of the world would see ZA718, now coded ‘BN’ and referred to phonetically as ‘Bravo November’, sent as part of a small detachment of Chinooks to help a British naval Task Force re-take the Falkland Islands from Argentinean occupation. Travelling aboard the requisitioned container ship Atlantic Conveyor, ‘Bravo November’ was one of five RAF Chinooks stored on the deck of the ship as it steamed towards the South Atlantic, protected against the elements by being wrapped in Dri-Clad covers and corrosion inhibitors. The Atlantic Conveyor would also be used to transport 6 Wessex helicopters, several Scout light helicopters, 8 Sea Harrier FRS.1s and 6 RAF Harrier GR.3s, in addition to assorted supplies of war and various types of ammunition. As the ship approached the Falkland Islands and disembarked its complement of RAF and Fleet Air Arm Harriers, ‘Bravo November’ and one other Chinook had their protective coverings removed, rotor blades reattached and prepared to make their first post voyage test flight. In advance of the anticipated hectic schedule of supply transportation, Bravo November used her test flight on 25th May 1982 to pick up a load of cargo from HMS Glasgow, but whilst she was in the air, tragedy struck the Atlantic Conveyor – she was hit by two Exocet missiles fired from Argentinean Navy Super Etendard jets. Despite the heroic efforts of the crew, fire eventually engulfed the vessel and hastened the order to abandon ship, leaving the fire to destroy all the ships vital cargo, including all the remaining helicopters on her deck. Aware of this tragic development and the fact that they were now the only British heavy lift helicopter available to the Task Force, the crew of ‘Bravo November’ landed their aircraft aboard HMS Hermes, knowing that she now had an incredibly heavy burden of work placed on her shoulders. What makes this story all the more incredible is that all of the aircraft’s support equipment was lost with the destruction of Atlantic Conveyor and during the several weeks of critical activity to come, the aircraft’s crew would have to operate her without the benefit of spare parts, technical manuals, specialist lubricants and dedicated toolsets. It is also important to remember that at that time, the Chinook had only been in Royal Air Force service for a few short months. Full scheme details featuring this famous Falklands War ‘Survivor’ and one of the most famous individual aircraft of the post war era. Performing heroically throughout her time in the South Atlantic, ‘Bravo November’ would also earn her pilot Squadron Leader Richard Langworthy a DFC for actions whilst flying the Chinook during a heavy snowstorm. Travelling at speed, the pilot attempted to fly under the storm, however, a faulty altimeter caused the aircraft to strike the sea, but thankfully, at a slight nose up attitude. With sea spray entering the engines, the pilot as able to coax the Chinook back into the air once he had received a damage report, returning to its temporary base, where a full damage assessment could be undertaken. Around this time, ‘Bravo November’ was to receive its nickname ‘The Survivor’, a mark of respect and term of endearment for a hard working helicopter which was making such a valuable contribution to the war effort in the South Atlantic. Incredibly, by the end of her lengthy service career, three other airmen would be awarded the Distinguished Flying Cross whilst flying this famous aircraft in various combat zones around the world. On her return to the UK, there was to be no let-up in the workload for this now famous aircraft, as she helped to establish the new Chinook force into Royal Air Force service, until when in 1994, she was to become the first RAF Chinook to undergo upgrade to HC.2 standard. As if she had not already established her service reputation in the RAF, ‘Bravo November’ would also go on to play a prominent role in the 2003 invasion of Iraq and is widely thought to have been the first British helicopter to land Royal Marines on Iraqi soil at the start of the conflict. She would also earn one of her pilots another DFC during Operation Telic, however, this magnificent machine was still not done yet. 2006 brought another overseas military deployment for ‘Bravo November’ this time as part of the coalition anti-terror operations in Afghanistan, where the aircraft would once again be placed in the combat zone, not only to deliver and re-supply troops, but also to evacuate those wounded in action. This venerable old warhorse continued to roll back the years and carry on the vital work she started back in the South Atlantic a quarter of a century earlier, providing heavy-lift support for troops fighting in extremely challenging circumstances. ‘Bravo Novembers’ Afghanistan service would see two more of her pilots awarded the DFC, one for Flight Lieutenant Craig Wilson in June 2006 and a final one for Flight Lieutenant Ian Fortune in 2010. Full box artwork of a new kit which is surely destined to become a firm favourite with modellers. In a glittering service career which spanned over 40 years, Chinook ZA718 ‘Bravo November’ earned the reputation as a heavy-lift helicopter workhorse which would not be beaten, keeping her troops safe and supplied, but when they were in need of medical assistance, coming to their aid no matter how intense the fighting might be around the landing zone, taking them to where they could receive the help they needed. Known as ‘The Survivor’, this magnificent aircraft has taken part in every major conflict where British forces have had boots on the ground during that time and has benefited from major upgrades on three separate occasions. Over that time, most of her parts have gradually been replaced, however, due to her famous history and ZA718 serial, her unrivalled reputation remained constant. She has to be considered the most significant individual RAF aircraft of the post war era, standing testament to the effectiveness of the modern helicopter and the bravery of the crews who flew them. In a year which marked both 42 years of RAF Chinook operations and the 40th anniversary of the Falklands War, it was somehow fitting that this most famous of aircraft should be allowed to finally cash in her flying hours and enter a deserved retirement as a unique component of the nation’s rich aviation heritage. Her amazing story is such that there must have been quite a battle to secure her retirement home, but that struggle was won by the Royal Air Force Museum, who prepared a fitting home for ZA718 at their Cosford site. ‘Bravo November’ left her home at RAF Odiham for the final time on 16th March 2022, travelling by road to be unloaded and re-assembled by RAF Museum technicians and RAF engineers, in advance of a special media preview day, where she would be unveiled in her new display position. She is now a major attraction at the RAF Museum Midlands site, with visitors travelling from across the country to pay their respects to this quite remarkable helicopter. Scheme B – Boeing Chinook HC.1 ZA684, RAF No.7 Squadron, ‘Operation Granby’ . Desert Storm, Gulf region, May 1991. The unrivalled versatility and load carrying capabilities of the Chinook has ensured this mighty beast of a machine is now one of the most famous aircraft to see post war service across the world and indeed with our own Royal Air Force. Equally at home on the battlefields of the Middle East as it is dropping ballast sacks to prevent a dam burst a little closer to home, the Chinook has now been in RAF service since 1980, with the latest variant of this magnificent machine further enhancing its already legendary operational flexibility still further. In addition to being one of the most important aircraft currently in service, the Chinook also happens to be the consummate Airshow performer and a real crowd favourite wherever it displays. Demonstrating the aircraft’s power and manoeuvrability to tens of thousands of Airshow-goers every summer, these impressive aircraft retain their operational status at all times and whilst crews practice in advance of their latest Airshow engagement, they never forget that they could be called away on international deployment at a moment’s notice, such is the reliance on their in-demand aircraft. If you are fortunate enough to experience a Wokka display, there is nothing quite like seeing one of these huge helicopters being hurled around the sky in a manner which almost defies logic, with the sound of the Chinook’s iconic ‘blade slap’ leaving a lasting impression on any who hear it. Following the legendary exploits of Bravo November during the Falklands Conflict, the Chinook would settle into Royal Air Force service over the next several years, all the time displaying its ability to take on more tasks than any other aircraft possibly could with power and versatility coming as standard. Able to carry more troops or more cargo than any other helicopter in RAF service, it came as no surprise that when British forces went to war again, the services of the RAF’s Chinooks would be needed once more. Following the Iraqi invasion of Kuwait in 1990 the international condemnation which followed saw a mighty coalition military force amassing in Saudi Arabia, the size of which had not been seen since the end of the Second World War. The initial phase of the coalition response was to secure the airspace in the region before striking at opposing military facilities and infrastructure, all intended to neutralise the threat posed by Iraqi forces, and whilst this work was carried out by coalition fast jets, RAF Chinooks began their own operations which were perhaps less glamorous, but no less vital. Full scheme details for this stunning Gulf War Chinook, one which helped to further enhance the reputation of this magnificent aircraft. The first choice when it came to supporting British forces, Chinooks deployed to the Gulf transported troops and supplies before, during and after the ground phase of the war, moving men into some of the most advanced positions ahead of the main ground offensive. Chinooks were also the first choice for Allied Special Forces throughout the conflict, including the men of the SAS who mounted the famous long-range patrol deep into Iraqi territory known as Bravo Two Zero. Once the fighting was over, Chinook operations showed no sign of reducing, with these superb aircraft simply adding to their growing reputation by turning their hands to even more tasks, transporting prisoners of war and delivering aid and supplies to the thousands of displaced refugees in the Gulf region. Perhaps the sentiment which best describes the continuing service reputation of this mighty heavy lift helicopter is the fact that the only aircraft crews thought capable of replacing a Chinook was another Chinook. Chinook ZA684 was produced for the RAF at the main Boeing Chinook plant at Ridley Park, Pennsylvania in early 1981 and later delivered to No.7 Squadron, who had only recently relinquished their Canberras and reformed at Odiham as the RAF’s second Chinook HC.1 squadron. One of two Chinook squadrons deployed to the Gulf in support of Operation Granby, amongst the many tasks allocated to No.7 Sqn aircraft was the delivery of Allied special forces, where the speed, range and load carrying capabilities of this tandem rotor made them ideal for this work. In 2000, No.7 Squadron would become part of the recently formed Joint Special Forces Aviation Wing and in conjunction with other Chinook units, have seen several operational deployments over recent years, including Yugoslavia, Sierra Leone, Afghanistan and Iraq. With these aircraft always being in high demand, it seems the Chinook is also the ideal aircraft to support the specialist work of the SAS and SBS. Not long to wait now, this box presentation is about to grace the display shelves of model shops everywhere. Throughout the 43-year service of the RAF’s Chinooks, they have been front and centre during some of the most historic occasions in the nation’s history and the two scheme options selected to be included in the initial release of this impressive new kit are a clear illustration of this. Two Chinook deployments a decade apart, it’s difficult to imagine two British Chinook schemes being so different from each other, but with both being equally iconic in their own right, how could we possibly choose between them. The only thing to do in situations such as these is to secure two kits and plan a dual build project to finish a kit in both scheme options. We look forward to bringing Workbench readers the next instalment of the continuing development of this fantastic new kit, where we will be looking at built models finished in both of the schemes featured above. 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. To re-visit any of the Airfix blogs we have produced over the past seven years or so, please head to our main Workbench hub, where you will find our entire blog back catalogue and all the Airfix design projects we have already covered.

Thanks very much for your feedback, Paul, I appreciate it 😁

That's the pointy tool I was referring to.

I have already done one - the Cromwell in the Bocage 😉

Having completed spraying, remove the cup cap. Any paint left in the airbrush cup is returned to the paint bottle/jar, waste not, want not. The cup is then wiped out with a cloth or piece of paper kitchen towel. I then put some water in the cup and spray to flush through. By placing a finger over the nozzle cap, we can blow back through the paint channel, creating bubbles in the cup. His helps to flush out any residue of paint. The nozzle cap and nozzle are removed and placed in a dish (or another receptacle). Then the handle can be removed, the needle locking nut can be loosened and the tiny nose nut removed with the supplied spanner. I place the nose nut into the cup cap and place it in the dish. Some clean water can then be poured over these parts. The needle can now be withdrawn from the front of the airbrush. Withdrawing this way ensures that any paint on the needle does not contaminate the rear part of the assembly. The needle can be wiped clean with the cloth/kitchen roll. Holding the body of the airbrush over the dish, some clean water is put into the cup and allowed to run through, flushing the plant flow channel. I then take the wire cleaner and insert a suitable thickness into the front, agitating it through the needle channel just to ensure that any unseen paint that may have accumulated there is removed. I then take the nozzle from the dish, wiping of any build up of paint with cloth/paper. The wire cleaner is also used on the aperture. A bottle brush is then used on the nozzle cap. This is usually sufficient to clean off the paint, but sometimes, particularly after spraying Polyurethane Surface Primer, there can be a rubbery build up. I remove this by scraping with something pointy. The nose nut also received the attention of the pointed tool, run through from the rear. Now we can start reassembling the airbrush. Put the nozzle nut back in and tighten with the spanner provided. This should be just pinch tight. Over tightening can result in threads being stripped (don’t ask how I know), so be careful. The needle can now be re-inserted from the rear, and the needle locking nut tightened to hold the needle. Screw on the nozzle (finger tight) and then the nozzle cap. I then point the airbrush into the cleaning pot and add a little airbrush cleaner to the cup, which is then flushed through. With the cup empty, loosen the needle locking nut and withdraw the needle from the rear. Wipe it with the cloth/paper again and then replace it, locking the nut to hold it in position. Finally, the handle can be screwed back on, and the airbrush is ready to use again. This may sound very long-winded but can be done (with practice) in minutes. I use my Iwata HP plus airbrush quite frequently and generally speaking it performs without issue. For a deep clean I will use a couple of aerosol cans; one is Premi Air Foaming Airbrush Cleaner, and the other is Spraycraft Airbrush Cleaner, which works on the most stubborn of dried on paint. The thing is not to be intimidated, but get yourself a good routine.

Indeed, commission work can lead to a whole lot of different concerns. Trying to second guess the customer/patron's expectations can lead to Advanced Modeller's Syndrome (AMS), a vegetative state where modelling stops while research takes over. And it doesn't really matter about the subject either. I've done figures and contemplated over whether the patron would be happy with the skin tones (on scantily clad ladies) - it does tend to suck the enjoyment out of the build.

Where will you put them all, Randall?

Thanks for the solution Mark.

No Tony, they are all 1/76 scale. RAF Emergency Set 1969 RAF Recovery Set 1973 RAF Refuelling Set 1971

A birthday prezzie to myself, Milicast's 1/76 Cromwell IV Type F

in 1/72 too

In a similar fashion to the Heinkel, Status Quo could've been on it.

Interesting thoughts, and you are not alone on many of them. I too like the older kits. I am a member of the IPMS Ancient & Nostalgic Vintage Modeller's Special Interest Group. We attend a few shows each year (unfortunately not as many as pre-Covid) showing any brand of kit that was newly tooled more that 25 years ago. Sometimes we build Out Of the Box (OOB) and some we enhance by scratch building or adding aftermarket bits. I'm also in the lucky position of receiving new sample kits from Airfix for review. These may not be kits that I would normally be interested in, but I try to build each one like everyone else. I'm just an average builder so my Reviews are to encourage other normal builders that they can take on these new tools and not be intimidated by uber-modelling. I am a determined builder and don't let bits of plastic beat me. I can put up with a below average finish to get a completion. Better a bad finish, and a lesson learned, than no model. I also build any genre. I have to chuckle when I read that someone who has only ever built aircraft thinks that AFVs are from another planet - they're just bits of plastic that we stick together and paint, after all. The main thing is having fun. When you lose sight of that, get an old, simple kit out and build it as we did in the 60s. Straight OOB, care free.

Thanks, here are final pictures.

I think I'm happy with it now. I airbrushed a final coat of matt varnish on her this morning. I will be adding it to the diorama base I've made, along with with a few figures, so stay tuned.

Michael.Clegg2 days ago Comments facebook twitter Welcome to this latest edition of our Workbench blog and all the news, updates, and modelling exclusives from the fascinating world of Airfix. By now, most Workbench readers will be fully aware that they are in the latter stages of a blog double double Easter treat, the second consecutive week of dual blog postings to mark the impending release of four fantastic new models. With blogs already posted to welcome the newly tooled 1/72nd scale Consolidated B-24H Liberator and the re-introduction of the Supermarine Swift FR.5 and Armstrong Whitworth Whitley Mk.V, we enter the final LEGG (did you see what we did there?) of our Easter update quartet by marking the return of a hobby classic, and another aircraft emanating from the design department at the Supermarine Aviation Works. Our subject for this update is an aircraft which was colloquially referred to as the ‘Steam Pigeon’ and even though it came from the same stable as the team which went on to design the Spitfire, the Supermarine Walrus could hardly have looked more different from the fighter which went on to become the most famous aircraft in the world. Having said that, the Walrus was a rugged and extremely versatile amphibious biplane and was in fact the very embodiment of everything the Supermarine company had built their reputation on. It would also go on to serve with distinction throughout the Second World War, and just happens to make for a truly spectacular model build project, particularly in this 1/48th scale incarnation. Our second, separately posted blog for this Easter weekend marks the welcome return of the Armstrong Whitworth Whitley Mk.V kit to an Airfix range, in a guise which first appeared as a new tooling release back in 2015 and as such, just too early to benefit from featuring in a Workbench update – we will be addressing that situation this weekend. Although a rather unusual looking aircraft, we will see how the Whitley was actually an advanced bomber for its time, introducing a number of ‘firsts’ for an RAF aircraft following its service entry. We will, of course, also be covering the details behind the two quite different scheme options included with this kit, in addition to seeing how no collection of Bomber Command aircraft models can be considered complete unless it includes a Whitley. As always, these and indeed every other edition of Workbench ever posted can be accessed by visiting our main Workbench hub, which now serves as an interesting Airfix aide-mémoire in its own right and barring technological disasters, is the place where you will always find our latest publications. Right then, let’s pretend we have bailed out of our aircraft and are bobbing about in the English Channel, awaiting the impending and extremely welcome arrival of the Airfix Supermarine Walrus. Walrus – A reputation built on the sea The Walrus marked the latest development of a successful series of amphibious and maritime aircraft designed by Supermarine, aircraft on which the reputation of the company was made. If you gathered a group of people together, a cross section of people including those describing themselves as aviation enthusiasts and the rest certainly not, and asked them what the word ‘Supermarine’ means to them, chances are that the vast majority would reply by saying the name ‘Spitfire’. There is certainly no doubting that the Spitfire is the most famous aircraft designed by Reginald J Mitchell and his team at Supermarine and continues to be a source of fascination to this day, however, the heritage of the Supermarine company was actually built around the construction of rugged and extremely effective marine aircraft, even if they didn’t all look as aesthetically pleasing as the Spitfire. Even when accepting this as a fact, most of us would probably immediately go on to conjure up mental images of the beautiful Schneider Trophy winning Supermarine S.6B, which was itself a development of the company’s earlier racing seaplane designs and the ultimate aircraft in Mitchell’s quest to design the perfect racing seaplane. Historically though, even though the Supermarine name is undoubtedly synonymous with the pursuit of speed, its true heritage was built on the development of effective seaplanes and amphibians, aircraft which could be described as being more functional than fast! The Supermarine Company established their impressive aviation reputation on their ability to design and produce effective, rugged and reliable marine aircraft, both for individual buyers and for military applications, some of which were produced to bespoke specifications. With several extremely successful marine and amphibious aircraft designs already to their name, the years prior to the outbreak of the Second World War were very much about marine aeroplanes for Supermarine, because that’s where their sales revenue was coming from. Nevertheless, with a name as famous as Supermarine and one of their designs arguably going on to become the most famous aircraft ever to take to the skies, all the aircraft which bore their name will forever be judged against the Spitfire, something which will always put them at something of an aesthetic disadvantage. That is certainly the case when considering the Walrus, an aircraft which could hardly look more different from the Spitfire and could never be described as elegant, or could it? Designed to perform some of the most demanding tasks an aircraft could be asked to undertake, the Walrus may not have been the most attractive aeroplane to look at, but if you found yourself in need of its services, would you have wanted to see any other aircraft type? Despite its somewhat ageing and ungainly appearance, the Supermarine Walrus proved to be an incredibly effective aircraft in the role for which it was designed and indeed, proved flexible enough to take on other roles in some of the most demanding operating environments imaginable for an aeroplane. Coming at the end of a long line of capable single engined flying boats and amphibians, the Walrus was actually the product of a Royal Australian Air Force requirement for an updated and more robust version of their existing Supermarine amphibian, the Seagull III, an aircraft they had come to rely on. The new aircraft, which was later named the Seagull V, would need to be rugged enough to be catapult launched from Royal Australian Navy cruisers, so the wooden hull of the earlier aircraft had to be replaced with a strong, yet reasonably light metal design, with additional stainless steel forgings added as catapult spools and mountings. The Australians were delighted with their new Supermarine amphibian, but despite their enthusiasm, the British military were almost dismissive of the aircraft and indeed decreed that they had no need for such a craft. That being said, they would soon be making something of a strategic U-turn. After the conclusion of successful trials with the new aircraft at Felixstowe, it became clear just how effective this new Supermarine amphibian was and with a large expansion of their own naval forces currently underway, the new Seagull V offered the Admiralty an effective aircraft for reconnaissance spotting and gunnery targeting for their cruisers and battleships. After using some of the Australian machines for additional trials, they decided to place their own order for the latest Supermarine amphibian, with the aircraft destined for British service subsequently being named Walrus, even though they were basically identical to the Seagull V aircraft destined for Royal Australian Air Force service. Artwork produced to mark the second release from the Walrus tooling, this image shows an aircraft in the seconds immediately after it had been catapult launched from its home warship. If those coming across the Supermarine Walrus for the first time were in need of any convincing of the aircraft’s impressive attributes, what happened at the 1933 Hendon Air Pageant should serve as effective illustration. Despite the fact that the prototype Seagull V had only flown days earlier in the hands of famous Supermarine test pilot Joseph ‘Mutt’ Summers, the aircraft was sent to provide a flying display at that year’s huge Hendon Airshow. Unbelievably and in stark contradiction to the aircraft’s rather ungainly appearance, Summers stunned the huge crowds in attendance by proceeding to loop the amphibian, a feat which was only possible due to the strength of the design and how it had been stressed to withstand multiple catapult launches. In aviation terms, that’s definitely how to announce the arrival of your latest new aeroplane design! Unquestionably, the Supermarine Walrus would go on to become one of the finest amphibious aircraft ever produced and in its role as a Search and Rescue amphibian, gain a reputation as a saviour of downed Allied airmen. Entering British service in 1935, with the first deliveries to RAF squadrons taking place the following year, the introduction of the Walrus marked a period of significant transition in naval warfare, where the previously all conquering Battleships of the world’s most powerful navies were now vulnerable to attack from enemy ships, submarines and particularly from aircraft. This vulnerability meant that possessing a beyond visual range reconnaissance capability was vital if these naval assets were to operate successfully, with air power effectively defending against enemy air power. These massive vessels, which possessed huge destructive power and were crewed by hundreds, if not thousands of men, now relied on a handful of airmen and their catapult launched Walrus amphibian aircraft to effectively be their ‘eyes in the sky’, constantly checking for signs of enemy activity and supplying real-time range and direction finding support for their ship’s gunners in the event of naval engagement. Airfix and the Walrus The artwork associated with the re-introduction of this magnificent kit, one which features the aircraft which inspired the lead scheme option of the three included with this kit. Thanks to the foresight of Airfix designers at the time, the Supermarine Walrus has been captivating modellers since it first appeared as a 1/72nd scale bagged kit back in 1957 and since that date has been built by generations of modellers following that introduction. Anyone who has ever built this kit will no doubt consider this to be one of the most interesting kits they ever built, and in the days when playing with our models was just as important to us as building them, you could always rely on your built Walrus to make a perfect landing on your front room carpet when a downed scale Hurricane pilot was in need of rescue. As we got older and our modelling skills improved, many modellers had thoughts of how fantastic it would be if someone was to release a decent kit of the Walrus in the larger 1/48th scale and if they did, how interesting a build that model would be. Thankfully, Airfix designers came to our rescue once again and in 2017, a spectacular new kit of the Walrus was released, a kit which would go on to receive many industry accolades in the months which followed its introduction. This latest blog project update marks the welcome return of that original release to the current Airfix range, complete with three fascinating scheme options for us to consider finishing our kits in. Let’s take this opportunity to take a closer look at each of those options now: Scheme A - Supermarine Walrus Mk.I, P5658 AQ-M, No.276 Squadron, Royal Air Force Harrowbeer, Devon, England, 1944. The early aerial skirmishes fought over the English Channel during the Second World War saw a pressing need arise for a dedicated and coordinated aerial search and rescue service to be established. It became a critical requirement for the RAF to ensure as many downed airmen as possible could be saved from the sea and returned to flight operations as soon as possible, however, the existing High-Speed Launches of the Royal Navy were struggling to perform this task effectively. In order to reach stricken airmen as quickly as possible, aircraft and specially trained airmen would need to be utilised, but as the Spitfires and Hurricanes of Fighter Command were needed to repel the incessant attacks of the Luftwaffe, the first aircraft to be used in this role were Westland Lysanders and Boulton Paul Defiants. Although these aircraft had the ability to locate a downed airman much sooner than a launch could, they were only in a position report their position and drop items to aid he airman’s survival chances, which would hopefully prove sufficient until a rescue launch could attend. Although undoubtedly an improvement, what the service really needed was an aircraft which had the ability to land on the water, saving critical minutes in preserving the lives of airmen forced to endure the cold seas surrounding Britain’s vast coastline. That aircraft would be the Supermarine Walrus. Stationed at RAF Harrowbeer in Devon, No.276 Squadron was dedicated to the location and rescue of airmen forced to ditch in the seas around the southern coast of Britain. The unit was equipped with several different aircraft types to help them perform their crucial task, but typically used the Avro Anson for longer search patrols, dingy equipped Spitfires for shorter range spotting and fighting off the attentions of enemy aircraft and the Supermarine Walrus for undertaking the sea rescue itself. The successful sea rescue of a downed pilot might involve the use of all three of these aircraft types in a cohesive operation. Full scheme details showing the aircraft which inspired the creation of the box artwork for this stunning kit release. Walrus Mk.I P5658 entered service with the Royal Air Force in the Air Sea Rescue role and was to prove particularly effective in saving a great many downed airmen. The aircraft is interesting to modellers for many reasons, but specifically as it displays lifebelt ‘mission markings’ on the port side of the forward fuselage, proudly display not only the number of successful rescue missions the aircraft had been involved with, but also the number of airmen they rescued on each occasion. The first one is marked with ‘Seven’ airmen rescued and related to the crew of a ditched B-17 Flying Fortress, which sounds like quite the story in itself. The Walrus had a crew of three and could take off with a maximum number of five people on board, which suggests that whilst the B-17 crew would have been relieved to have been picked up by the Walrus, they would have possibly floated to safety, as opposed to being flown to their salvation. This rather distinctive Walrus would subsequently be transferred to Royal Navy service but would have presumably performed a similar role in Fleet Air Arm service to the one she did for the RAF. Scheme B - Supermarine Walrus Mk.I, L2228 ‘Spotter of Spartivento’, No.700 Naval Air Squadron, Royal Navy, on board HMS Sheffield, 1941. The Royal Navy became early admirers of the qualities of the Supermarine Walrus and saw the aircraft as the ideal choice for an effective reconnaissance spotter and gunnery range-finding aircraft for its battleships and cruisers. Despite its unusual and somewhat antiquated appearance, the Walrus was an incredibly tough aircraft and was ideally suited to the rigors of operations at sea – the wings could be folded back for stowage in the limited space available on the Navy’s ships and the robust hull was capable of withstanding catapult launches and being winched back aboard its home ship following the end of its latest sortie. The procedure for catapult launching a Walrus from a warship was quite a complicated affair and required the use of specialist equipment and a crew of men trained in this complex process. Once the Walrus had been placed on its catapult cradle in preparation for launch, the pilot would run the Bristol Pegasus engine up to take-off power as a check, something which would result in the tail and horizontal stabilisers vibrating in alarming fashion, just prior to the ship being turned into wind in the seconds prior to lunch. Once in position, the Walrus was thrust into the air under great force, using an explosive charge to provide enough power for the catapult, allowing it to embark on its latest sortie, surveying the immediate area for potential dangers and engaging in wider ranging patrols, all ultimately aimed at protecting its parent ship. Once completed, recovering the Walrus back aboard the ship was an equally complicated and labour-intensive procedure and once again called on the strength of the aircraft’s design. With the pilot having to land the aircraft relatively close to its home vessel, usually in the open ocean and often in rather choppy waters, the crew would have to attempt to catch a winch from the ship and attach it to cables anchored to the top wing, before both aircraft and crew could be hauled back aboard the ship. Once successfully completed, the aircraft would need to be placed back on its manoeuvring bogie, checked and prepared for its next flight, before having its wings folded back prior to being safely stowed in the cramped confines of its deck hangar – clearly the Walrus was a tough old bird. Full scheme details for this stunning Royal Navy ‘Spotter of Spartivento’ scheme, followed by a pair of built model images finished in these markings. Is there a more appealing build project available in our hobby at the moment? In addition to spotting for the gunners aboard some of Britain’s most capable warships, the Fleet Air Arm’s Walrus reconnaissance aircraft were tasked with searching for enemy surface raiders and U-boats, plotting their position, and reporting their movements back to an Allied force possibly now rushing to meet the threat. These ‘eyes in the sky’ were crucial during the early months of the war and as these operations could be carried out in the hostile environment of open expanses ocean, the rugged construction of the Walrus would earn the aircraft an excellent reputation. As the war progressed however, the improved effectiveness of radar, in addition to the greater numbers of Axis fighters sent to challenge the Navy’s Walrus spotters, dictated that these amphibians would be used less in the range-finding/spotter role and more dedicated to Air Sea Rescue duties, a task at which the Walrus also excelled. Indeed, as naval gunnery spotters, the Walrus would only be involved in two naval actions during WWII, those being the aircraft of HMS Renown and Manchester during the Battle of Cape Spartivento and the Walrus of HMS Gloucester at the Battle of Cape Matapan, both engagements facing the powerful Italian Navy. No.700 Naval Air Squadron was responsible for both supplying the Walrus aircraft stationed aboard Britain’s battleships and cruisers, as well as providing the training for the aircrews which manned them. At the height of its wartime strength, the squadron had no fewer than sixty-three Supermarine Walrus aircraft under its charge, one of which was Walrus Mk.I L2228, the aircraft assigned to HMS Sheffield. Wording carried on the side of the aircraft makes reference to the actions against the Italian Navy at Cape Spartivento, with the legend ‘Spotter of Spartivento’ being carried on the starboard forward fuselage of the aircraft. As some clear wartime photographs exist of this very aircraft, this will prove a difficult finish option for modellers to overlook. Supermarine Walrus Mk.I, X 9515/FK-A, No.5 CF (Fleet Co-operation Squadron), Royal Australian Air Force, Australia and New Guinea, early 1943. As Supermarine’s famous wartime amphibian was developed as a direct result of the Australian Navy’s successful use of this series of aircraft, it’s somehow fitting that a Walrus wearing RAAF markings should be included with the release of this impressive kit. As we have already seen, the development of the Walrus was very much linked with the Royal Australian Air Force and their search for a rugged and effective fleet reconnaissance amphibian, one which was capable of being catapult launched from their impressive HMAS Albatross sea-plane carrier vessel. Although successfully operating Supermarine’s Seagull III amphibian in the spotter role, they were looking for an improved version of the aircraft, so when the company unveiled their much-improved Seagull V prototype (later to be renamed the Walrus Mk.I), they thought they had found just the aircraft. Despite initially not being of interest to the Royal Navy, the Australians couldn’t have been more delighted with theirs, but having been asked to allow one of their aircraft to be used by the Royal Navy for deck trials, probably wouldn’t have been too surprised to hear they had changed their minds. The vast expanses of ocean in the Pacific Theatre made the deployment of effective amphibious aircraft absolutely essential and many Walrus aircraft were to see service in these slightly warmer, if no less hostile waters. Once again required to take on a variety of roles, but specialising in Air Sea Rescue duties, the rugged nature of the basic Walrus design would allow a great many Allied airmen to be rescued from a watery fate and provide anyone flying operations over the ocean with some reassurance that they would be rescued should they find themselves in difficulty. Full scheme details for our Royal Australian Air Force tribute to the Walrus, followed by a computer rendered image produced from the Walrus design CAD, showing some of the impressive detail this kit can boast. This particular Walrus (X 9515/KF-A) was involved in the rescue of a downed Avro Anson crew in 1943 and a P-38 Lightning pilot in July 1945, proving that the wings of the Walrus had an influence right across the globe during the Second World War. As the Walrus possessed some undeniable Antipodean links, could this actually prove to be the scheme option to tempt you? We are delighted to have the Supermarine Walrus back in an Airfix range and for anyone looking for a build project with real character, one which has links to the Spitfires we all undoubtedly have within our collections, then this might just be the kit for you. Keep your eyes peeled for this one, because the Walrus might just be the most impressive kit build you attempt this year! Before you head off to gorge yourselves on chocolate eggs, could we please remind you to also check out our Armstrong Whitworth Whitley Mk.V blog which has been posted separately this Easter weekend, as we have brought you updates from our scale kit tributes to two so called aviation ugly ducklings, but both of which unquestionably make for fascinating modelling subjects. 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.

I got back on the Cromwell today. Looking again at the applied wash, I can see an uneven sort of patina over the tank. I sprayed an overall coat with Vallejo 28.518 Matt Acrylic Varnish. This was followed by various Mig Pigments sprinkled over white spirit. I then brushed a little Mig Pigments P234 Rubbed Dust over Mig Pigments P249 Fixer. Plastic rod made the aerial. A final wash was laid down using Vallejo Game Color 73202 Pale Grey Wash mixed with 73203 Umber Wash. If I'm happy with this tomorrow, it will get a final matt varnish.

Looking good.Patrick.

Re-posting to replace lost images. This piece was kindly given to me by Patrick Camilleri, who cast the parts from his kit and assembled most of them for me. Built in 2019 and mounted with my old platoon badges.