Welcome to this latest edition of our Workbench blog and all the news, updates, and modelling exclusives from the fascinating world of Airfix.
Talk about a blog title to grab the attention of any Airfix modelling enthusiast! As we head into winter this weekend, we find ourselves firmly in modelling season and as such, wanted to commemorate the occasion in some style. In the world of Airfix, if you want to go BIG, you’re definitely talking ‘Superkit’, but for the purposes of this latest update, we’re not talking one Superkit, but two! To help us all cope with the impending trauma of dark nights, we are pleased to announce our latest double blog weekend, with each update featuring examples of our iconic 1/24th scale Superkits.
In this first update, we will be marking the impending release of a rather large addition to the ever-popular Vintage Classics range and the return of a kit which has to be described as iconic in the world of modelling, our 1/24th scale North American P-51D Mustang. Excited to be welcoming this kit back into the range, we will be including an always welcome look at original Roy Cross box artwork, in addition to the new Vintage Classics representation of it, before moving on to feature both of the appealing scheme options on offer with this kit.
Making this something of an Airfix Superkit extravaganza, we will be following this up with a separately posted blog where we will be re-visiting our currently available 1/24th scale Junkers Ju-87B kit, unquestionably one of the most spectacular kits our hobby has to offer. Although we have featured this kit previously, it was many months ago and as we are now in possession of full built model imagery featuring both scheme options, we knew you would all be wanting to enjoy those. Always worthy of a little blog re-visit, we will be replacing the majority of images included in the original post with this latest exclusive selection of pictures and as the kit is now very much on borrowed time with regard to availability, this seems more than appropriate.
Our mission this week is to help readers offset the trauma of impending dark nights with a double blog posting that will have us all basking in the sunlight of Superkit delights.
Mustang – The fighter that just had more
Despite its relatively short time in combat during the Second World War, US operated Mustangs would make a significant contribution to the Allied war effort and eventual victory.
It seems entirely fitting that we’re featuring our 1/24th scale kit tribute to the North American P-51 Mustang over a weekend which will mark the 84th anniversary of the first flight of the prototype North American NA-73X fighter, an aircraft which at that time was its parent company’s first attempt at producing a modern fighter aircraft. Not even the most optimistic of North American personnel could have imagined that this project, which was rushed through to provide the British with a much needed new fighter, would result in the creation of such a fighting thoroughbred.
With the country now at war, Britain was in desperate need of as many modern fighter aircraft as it could lay its hands on, in order to take the pressure off home based manufacturing companies which were already working at maximum capacity. To that end, the British Purchasing Commission approached the US Curtiss-Wright Company with a request for them to supply hundreds of their P-40 fighters, but were refused when told that they were already working at maximum capacity on existing USAAF contracts. Undeterred, they approached the relatively new and at that time, underused North American Aviation Company to see if they would be willing to build the P-40 fighters for them under licence.
In an unexpectedly bold move, North American came back with a counter proposal, telling the British that they could produce a new, better fighter than the P-40 and crucially, that it would be ready for evaluation in a shorter amount of time than it would take them to establish production lines to build the Curtiss fighter at their facility. As the British were looking for a capable fighter to take on the Luftwaffe, they must have had some reservations, particularly as North American had never previously designed or built a fighter aircraft. In fact, what would turn out to be the Mustang project probably wouldn’t have got off the ground at all, had their position not have been so desperate. As it was, they accepted the proposal and hoped they would still be in the war when the new aircraft was finally ready to take to the air.
The NA-73X was already looking promising, but it’s designers could have hardly imagined just how successful their first fighter would go on to become. Image in the public domain.
Repaying the faith the British Purchasing Commission had placed in North American Aviation, what their design team achieved was nothing short of miraculous and even though their impressive new aircraft incorporated a host of advanced new features, their prototype aircraft (NA-73X) was rolled out of the company’s Inglewood hangar on 9th September 1940, just 102 days since the production contract had been signed. At that time, the aircraft was minus its engine (as they had been let down by the manufacturer) and as the aircraft’s disk brakes also weren’t ready, it used a set of wheels borrowed from an AT-6 trainer.
The aircraft made its first flight on 26th October 1940, still only 149 days since the signing of the contract, and despite being powered by the same Allison V-1710 engine used by the P-40, the new aircraft was already significantly faster than the Curtiss fighter. This incredible achievement for North American Aviation immediately showed great promise, clear vindication of the confidence they had in their design and manufacturing capabilities.
This North American XP-51 (Mustang I) was one of the production aircraft supplied to the USAAC for test and evaluation purposes.
Rather than this being a commendable first effort at producing a fighter aircraft, what they had actually produced was nothing short of astonishing, a new fighter which possessed incredible potential, was better than the competition, and all in record time. All they had to do now was fulfil the British order and get these aircraft into Royal Air Force service.
As is common knowledge amongst enthusiasts, it would be the Royal Air Force that would give the Mustang its combat debut in the European theatre, with the first aircraft arriving in the UK during October 1941 and after work up, seeing operational service from early the following year. Those first machines were powered by the tried and trusted Allison V-1710 V-12 liquid cooled engine and whilst they were perfectly adequate for low and medium altitude operations, the lack of a supercharger did affect its performance at higher altitudes, therefore restricting its effectiveness as an interceptor/bomber escort.
Whilst the Mustang found plenty of roles to perform, these were predominantly at lower altitudes and usually in either ground attack, support roles or armed reconnaissance, however, pilots were extremely complimentary about the capabilities of their new aircraft, with many having the feeling that the Mustang was capable of much more.
A British or American classic, now that’s a subject for lively debate
The unmistakable lines of an aviation icon.
Most aviation enthusiasts are only too aware that just as the British proved instrumental in the initial production of the Mustang, they were also responsible for unlocking its true potential, so we’re not going to fully cover this now familiar ground again here, other than noting the following.
In August 1942, the Mustang X program saw several Mustang airframes experimentally fitted with Rolls Royce Merlin 61 engines with their two speed, two stage supercharger and the results were nothing short of spectacular. In this configuration, the Mustang was capable of achieving an impressive 441mph at 29,800ft, a speed which was approximately 100mph faster than the Allison powered Mustang I at the same altitude, a truly spectacular improvement. It would be fair to say that thanks to the Rolls Royce Merlin, the magnificent Mustang had just been given its fighting wings!
The ’D’ variant Mustang
Despite the fact that USAAF Merlin powered Mustang fighters only made their European combat debut at the end of 1943, constant development of the aircraft and a desire to produce the best fighting aeroplane they could by listening to the combat experiences of pilots in the field, quickly led to the introduction of arguably the definitive variant of the Mustang, the P-51D. Working closely with combat units and listening to the combat experiences of pilots flying the existing B/C variant, the already impressive credentials of the Mustang were further refined in an attempt to hammer home its fighting prowess in European skies. One of the main concerns pilots had related to the relatively poor field of view from the framed canopy of the existing aircraft and as any fighter pilot will tell you, in combat, vision is everything.
Recent advancements in moulding technologies allowed a single piece 'blown' teardrop canopy to be manufactured, one which greatly enhanced the pilot's field of view from a Mustang’s cockpit. The design of the fighter was modified behind the cockpit to allow the new canopy to sit high on the fuselage, with this modification incorporated into all new D and K model Mustangs manufactured from 1944 onwards.
Introducing a host of additional improvements, this ultimate Mustang also featured a modified wing, increased armament and the continued development of lightweight external fuel tanks, something which would further extend the operational range of this magnificent aircraft, and much to the dismay of the Luftwaffe.
Once again, production of this latest variant of Mustang was split between the two existing manufacturing plants at Inglewood and Dallas, although this time all aircraft manufactured would retain the same ‘D’ nomenclature. The only sub-variant of this 'Bubbletop' Mustang were aircraft equipped with a different propeller, due to the preferred Hamilton Standard unit being in such short supply. Mustangs fitted with the slightly smaller Aeroproducts propeller were subsequently referred to as P-51Ks.
It really is astonishing to consider that the P-51D variant of the Mustang was only in combat service for around twelve months prior to the end of the war in Europe, something which dictated that its post war service career would be longer than its wartime career. The undoubted ruler of the skies over Europe, the P-51D Mustang would continue to dominate until relinquishing this responsibility to the first jet powered types to enter service.
‘Ace maker’ and modelling classic
One of the best-looking aircraft ever to take to the skies, a detailed, large scale Airfix kit representation of it and classic Roy Cross artwork – can things get any better?
As the North American P-51D Mustang was an aircraft which possessed unrivalled aviation pedigree, the modelling world has long been infatuated with it as subject matter. There has been a P-51D kit in the Airfix range since the very early days, 1958 in fact, which makes this one of the earliest aircraft kits in the range. This first kit was produced in 1/72nd scale, but since then, examples of Mustang kits have appeared in different scales and been superseded with some regularity, such is the stature of this famous fighter as a model subject.
By far the most impressive Airfix Mustang kit in our long heritage was released in 1973 and was the latest addition to a range of kits which had caused quite a stir since appearing on the modelling scene just three years previously. Incorporating levels of detail never before seen on a plastic aircraft construction kit and featuring such innovation as retractable undercarriage, moving control surfaces, sliding canopy and eventually, the ability to have the large propeller motorised, these kits were viewed as the most impressive representations of classic WWII fighting aeroplanes to date and absolutely captivated modellers everywhere.
The new Mustang joined examples of the Spitfire Mk.I, Messerschmitt Bf 109E and Hurricane Mk.I in the same scale, and proved to be an instant hit with the modelling community. In this impressively large scale, these kits were proudly referred to as ‘Superkits’ and it has to be said that everything about them was super, from the size of the box, to the detail these kits incorporated in their design.
Always the kits most desired by modellers in any range in which they appeared, although the Superkits were coveted by all modelling and aircraft enthusiasts, they really were the domain of older, or slightly more experienced modellers back then and if we were going to do them justice, we youngsters were going to be needing some assistance. Also, from the perspective of pricing and build complexity, youngsters were unlikely to be allowed access to one of these beauties, unless your dad or older brother was going to build it for you and what was the fun in that?
It's probably for these reasons that the Airfix Superkit range continues to hold such a special place in the hearts of many a modeller, because back then, as our skills probably wouldn’t have allowed us to do these kits justice, we were always kept at arm’s length from them, no matter how much we wanted to get our hands on one. As we got older, turning your hand to a Superkit was a mark of how far we’d come on our own modelling journey and in addition to producing a stunning representation of the fighter aircraft from which the kits drew inspiration, a well-executed build also showed how good we now were as modellers.
The popularity of the Vintage Classics range is definitely rooted in the nostalgia of the Airfix brand and how these fabulous models bring back such pleasant memories of time spent modelling and time spent with our families. In addition to allowing a new modelling audience to enjoy these classic kits, their re-introduction also allows us to renew our relationship with them, giving us the opportunity to take them on one more time and hopefully, to make a better job of the build this time around.
With the beautiful 1/24th scale North American P-51D Mustang Superkit scheduled to be joining the Vintage Classics range in just a few weeks’ time, let’s take a closer look at the two appealing scheme options which are included with this kit.
Scheme A – North American P-51D-15-NA Mustang, 44-14911 PZ/M ‘THIS IS IT!’ flown by Col. Joe L. Mason, 328th Fighter Squadron, 352nd Fighter Group, US Eighth Air Force, USAAF Station 141 Bodney, Norfolk, England, 1944.
With aircraft that were as flamboyantly presented as many of the USAAF fighters which flew from bases in England during the latter stages of the Second World War were, is it any wonder that they continue to be an enduring source of fascination to this day. Of all the units operating in the ETO and initially flying from bases in England, the Mustangs of the 352nd Fighter Group were amongst the most fascinating, not just because they described themselves as being ‘Second to none’ and could claim the top scoring Mustang ace in the ETO, but also because of the colour of their aircraft’s noses and their nickname - the ‘Blue nosed b*****ds of Bodney’.
From a modeller’s perspective, the blue colour used on the noses of the 352nd Fighter Group’s Mustangs has long been the subject of copious research and enthusiast debate. The markings were used as an identifier for Allied and particularly USAAF pilots engaged in the melee of aerial combat over enemy occupied Europe, however, it has become apparent in the years which followed the end of the Second World War that at least two different shades of blue were used on 352nd Fighter Group Mustangs, with some historians even suggesting that an RAF blue shade was also used. Whatever the case, these were some of the most distinctively presented fighters of the entire war and as such, make for incredibly appealing modelling subjects.
Activated on 1st October 1942 at Mitchell Field in New York, the 352nd Fighter Group embarked on an intensive period of training and combat workup flying the Republic P-47 Thunderbolt, prior to be sent to England the following year. Their home base in England was the former RAF bomber station at Bodney in Norfolk, which they knew as USAAF Station 141. Once in the UK, the 352nd flew their first combat mission on 9th September 1943 and they would keep their Thunderbolts until trading them for P-51 Mustangs, initially the razorback P-51B/C and later the definitive P-51D.
Once they were using the Mustang, the 352nd Fighter Group adopted their famous blue noses and different coloured rudders for the individual squadrons – the 486th ‘PZ’ were yellow, the 328th ‘PE’ were Red and the 487th ‘HO’ were blue. The unit was extremely successful in combat, claiming many Luftwaffe fighters destroyed and earning a Distinguished Unit Citation for its performance on 8th May 1944, when they destroyed at least 27 enemy aircraft during a bomber escort mission to Brunswick.
Full scheme details for Col. Joe L. Mason’s ‘THIS IS IT!’
In addition to this, the 487th Fighter Squadron would be the only individual squadron in the Eighth Air Force to be awarded a Distinguished Unit Citation for their performance on the morning of 1st January 1945 – Operation Bodenplatte. With the Luftwaffe attacking their home airfield at Asch in Belgium, the 487th destroyed 23 enemy aircraft without loss.
The 352nd would call Bodney their home airfield from arriving in England on 8th July 1943 until December 23rd 1944, when they relocated to the airfield at Asch in Belgium, supporting operations during the Battle of the Bulge. They would also operate from Chievres in Belgium before returning to Bodney in mid April 1945, by which time the group had produced no fewer than 29 ‘Ace’ pilots.
After receiving his pilot’s wings, Joseph ‘Joe’ Lennard Mason was stationed at Mitchell Field in New York where from October 1938, he would fly bombers for the next year. After a short spell in the reserves, he was assigned to the 35th Pursuit Squadron at Langley Field in Virginia, where his career really started to take off. After successive promotions, he accepted the position of Commander of the 352nd Fighter Group back at Mitchell Field, where he would oversee the unit’s conversion to the Republic P-47 Thunderbolt.
Col. Mason led the 352nd to their first overseas posting, where they were assigned to operate from the former RAF bomber base at Bodney in Norfolk. During their time in Europe, the 352nd would become one of the most successful fighter units in the USAAF, first operating the mighty P-47 Thunderbolt and later, the exceptional North American P-51 Mustang.
This scheme option inspired the classic Roy Cross box artwork which has been re-discovered and re-touched for the launch of this impending Vintage Classics release.
Joe Mason claimed his first aerial victory on 24th February 1944, when he destroyed a Messerschmitt Bf 109 over Osnabrück in his assigned P-47 Thunderbolt. All his aircraft were named ‘THIS IS IT’, although its interesting to note that he was forced to hurriedly make an addition to the artwork on his Thunderbolt, following a request by his wife. Having told her in a letter that his fighter had been named after her, he was in a spot of bother when she asked for a photograph of the aircraft. He quickly had his crew chief add her name to the artwork, making the Thunderbolt ‘GENA THIS IS IT’ from that point forward.
Joe Mason would score the majority of his aerial victories whilst flying the P-51 Mustang, with his most successful day occurring on 13th May 1944, when he accounted for three enemy fighters on the same bomber escort mission. Two Bf 109s and a Focke Wulf Fw 190 fell to his guns on that day, bringing him to ‘Ace’ status.
Mason would remain in the Air Force after the war, continuing to gain promotions and significant positions, but also flying 18 combat missions in the F-84 Thunderjet during the Korean War. He eventually retired from the Air Force in June 1967 as commander of the Civil Air Patrol.
Scheme B – North American P-51D-10-NA Mustang 44-14221 WD/A ‘Ridge Runner III’, flown by Major Pearce W. McKennon, 335th Fighter Squadron, 4th Fighter Group, US Eighth Air Force, USAAF Station F-356 Debden, Essex, England, 1944.
When hearing about the extraordinary wartime exploits of men such as Pierce Winningham McKennon, is it any wonder we modellers become fascinated by aeroplanes and the people who flew combat missions during the second World War?
Born in Clarksville, Arkansas, Pierce McKennon was brought up and educated in Fort Smith Arkansas, where he became a talented musician, later accepting a music scholarship at the University of Arkansas. In his fourth year, he left University and enlisted in the US Army Air Corps as a cadet, but when embarking on his flying training at Hicks Field flying Boeing Stearman biplanes, washed out in just a few weeks after suffering with severe motion sickness.
By this stage, he already had the flying bug and despite this setback, was determined to pursue a career in the air. He enlisted in the Royal Canadian Air Force, where he went on to gain his wings after just four months of training, when it took the average student ten or twelve months to achieve the same thing. With his qualifications in hand, McKennon headed for England and the Royal Air Force, reporting for training in the spring of 1942 and subsequent onward posting to an operational squadron.
Once with his assigned squadron, he took his Spitfire and flew an unauthorised ‘beat up’ of his former training airfield, but on landing back at his new base, was immediately arrested and stripped of his rank and wings. Thankfully, his skill as a pilot and the RAF’s desperate need for capable airmen saw them softening in their stance and after a suitable period of close supervision, had both his wings and previous rank restored.
After spending a total of nineteen months serving with the RCAF and RAF, McKennon was granted an honourable discharge, allowing him to join the recently established USAAF in England, with an official designation as an ‘above average’ pilot. He would spend the next three months learning to fly the mighty Republic P-47 Thunderbolt, an aircraft which could hardly have been more different in stature to the Spitfires he had previously been flying.
Assigned to the 335th Fighter Squadron of the 4th Fighter Group, McKennon soon began to show his prowess in the air and when not inspiring his fellow pilots with brave deeds during combat operations, could usually be found entertaining them at the piano in the Officer’s Mess. One of the men who served with him described McKennon as a ‘One man morale section!’
Full scheme details for those electing to finish their Mustang as one of Pierce McKennon’s famous aircraft.
Although the P-47 Thunderbolt would give him his introduction to aerial combat and indeed his first four combat victories, it would be his time flying various North American P-51 Mustangs which would bring him the most success and some almost unbelievable exploits. After promotion to Captain, McKennon was given command of the 335th Fighter Squadron, but was shot down by flak on a mission into Germany, coming down near the town of Niederbronn on 28th August 1944.
Managing to successfully bale out of his stricken fighter, he also managed to evade capture long enough for the French Resistance to find him, with this impressive organisation arranging safe passage for him back to England. In just a matter of weeks, he was flying combat operations again.
McKennon continued flying combat operations, with his mission tally and aerial/ground victories increasing at quite a rate. He would go on to fly a total of eight different Mustang fighters during his time in Europe, five of which were the bubbletop ‘D’ variant. Several of his Mustangs were named ‘Ridge Runner’ and carried artwork featuring a charging Arkansas Ridgeback hog, with his later aircraft also displaying two parachute symbols to denote the two times he was forced to bale out over enemy territory – we’re about to look at the second occasion now.
Now promoted to the rank of Major, Pierce McKennon was leading the 4th Fighter Group on a mission to attack the Luftwaffe airfield at Neubrandenberg, but as he was running in to strafe enemy aircraft on the ground, his own aircraft was hit by flak. With only seconds to react and with his fast-moving aircraft being so close to the ground, he immediately took to his parachute, coming down near the enemy airfield under attack and close to his crashed Mustang.
Almost as soon as he had removed his parachute harnesses and with enemy troops now closing in, he noticed a Mustang which appeared to be attempting to make a landing in the same field. Completely against standing orders and at great personal risk, his squadron mate George Green landed his own Mustang as close to his Commanding Officer as he could and whilst the rest of the squadron kept the German troops occupied, beckoned McKennon to climb aboard.
Removing his own parachute and discarding anything bulky in the cockpit of his fighter, Green sat on McKennon’s lap and took off in what was later described as a dangerously short take off on unsuitable ground. With his CO calling him a crazy man, the pair made the 2 hr and 35 min flight back to Debden without further incident, with this being only the second time that such an incredibly brave and completely unauthorised fighter rescue attempt had been made.
On a later strafing mission against the airfield at Rosenheim-Gahlingen, McKennon’s Mustang was again hit by flak, with the shell exploding near his canopy, sending shards of plexiglass in the pilot’s direction. With splinters embedded in his flesh and bleeding profusely, he made for an Allied forward operating airfield, where medics removed the shards and bandaged his wounds. Despite being strongly advised not to, McKennon later flew his damaged Mustang back to Debden, but this would turn out to be his final combat mission in WWII.
Major Perce W McKennon would end the war with 21.68 victories, twelve of which ware gained in the air, whilst the others were qualifying ground victories. He would become one of the most decorated Allied pilots of the Second World War and gain a reputation as an inspirational leader of men. He would be tragically killed in a training accident back in the US in June 1947.
As for the 4th Fighter Group, they would become the highest scoring Fighter Group in the USAAF, destroying 1,016 enemy aircraft in the skies over Europe, or whilst on the ground at their home bases. Originally made up of the three American ‘Eagle Squadrons’ which served in the Royal Air Force, the 4th would be the first USAAF Fighter Group to penetrate German airspace, be the first to escort bomber all the way to Berlin and lead the first shuttle mission between England and Russia.
The ’Debden Eagles’ flew Spitfires, Thunderbolts and P-51B/C and D Mustangs during their time in England.
Full Vintage Classics artwork presentation welcoming this much-loved model back into the current Airfix range.
We’re sure you will agree that the two fabulous scheme options included with this kit definitely suit a model release of this stature, with both also serving to mark the incredible contribution of American pilots flying from bases in England during the Second World War. Both schemes are equally appealing, and both will look magnificent on this most super of Superkits, and we can’t wait to have it join the ranks of our Vintage Classics.
As so many people asked us about this kit when we attended RIAT this year, we know it’s going to be a popular addition to the range and that this update will probably serve to reassure many, as it’s the first time it has featured in Workbench since it was announced at the beginning of the year. We’re currently expecting the 1/24th scale Mustang to be in our warehouse early in December, however, should things change, we will definitely include an update in a future edition of Workbench.
As it’s a case of Superkits all the way this week, please use this link to be taken straight to our updated and separately posted Junkers Ju-87B Stuka feature and a host of exclusive new build images.
