Hauling the Walrus back on board ship was rather an undignified operation for this rugged performer 

Having completed its mission, getting the aircraft back aboard the ship was an equally complex procedure and once again called on the strength of the Walrus design. With the pilot having to land the aircraft relatively close to the ship, 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 of the aircraft, before aircraft and crew were hauled back onto the ship. Once this was successfully completed, the aircraft would need to be placed back on its manoeuvring bogie, checked and prepared for its next flight and safely stowed in the cramped confines of its deck hangar. It is clear that there was much more to the Walrus than initially meets the eye and rather than being the poor relation of the Supermarine family, it proved to be exceptional in the roles for which it was designed and more than capable of fulfilling several additional tasks it was required to perform.

The new Airfix Walrus has brought a renewed interest in the capabilities of this unusual looking amphibian and recognition to many aircraft types which were required to perform some of the less glamorous, though equally essential aviation roles during WWII. From a modelling perspective, the Walrus is proving to be one of those models that simply has to be attempted, if only to show the design differences between this and its more famous fighting stablemate. Let’s take a closer look at the new scheme options included with Walrus A09187 ‘Silver Wings’.

Trading their Hawker Osprey III float planes for the more capable Supermarine Walrus, No.715 flight was a catapult unit of the Fleet Air Arm of the Royal Air Force, with a responsibility to supply aircraft to the County Class heavy cruisers, Cornwall, Cumberland and Suffolk. This particular Walrus was built at the famous Supermarine factory at Woolston, Southampton, before being transported to Eastleigh aerodrome to undertake its first test flight. This Mk.I carried the hull codes ‘Black WM’ and was one of three aircraft assigned to HMS Cumberland in the years prior to the start of WWII and is wearing the striking all-over aluminium dope and natural metal finish associated with this period. The aircraft would provide the heavy cruiser with spotter and reconnaissance support, whilst also possessing the ability to perform air-sea rescue and light attack duties.

Launching from the ship’s single catapult, Cumberland had the capacity to take up to three Walrus aircraft, which would all be required to operate in some of the most demanding conditions imaginable for an aeroplane. The decal option includes the distinctive walkway markings on the leading edge of the top and bottom wings, which were essential when the crew were engaged in securing the aircraft for winching back aboard HMS Cumberland. The ship saw service in South Atlantic, Far East and South African waters, before going on to serve with distinction protecting Arctic convoys, as part of the 1st Cruiser Squadron, Home Fleet.

The rugged qualities of the Walrus did not go unnoticed by other air arms, including the French Navy. They were to acquire twelve examples of the aircraft in 1943, a number of which went on to be used operationally, however the transition to the British amphibian was not without its problems. Training on an unfamiliar aircraft, required to operate in demanding environments and during wartime conditions proved to be rather eventful and half of the originally supplied aircraft were to be destroyed in a series of unfortunate training accidents.

Flotille 53S was a French Navy seaplane flying school, based at Hortin on the west coast of France, flying an eclectic mix of aircraft types including the indigenous Latecoere 298, the British Walrus amphibian and captured Luftwaffe Dornier Do.24 aircraft. These aircraft were operated until around 1951, when attrition and more advanced types saw the withdrawal of all the units remaining original aircraft. This unusual scheme includes the elaborate unit badge of 53.S, which was carried on the front fuselage of the Walrus, under the forward hatch opening.

Aircraft operated in the colours of the Irish Air Corps always make interesting subjects for the modeller and this beautiful Walrus is certainly no exception. In the months leading up to the start of the Second World War, the Irish Government purchased a number of aircraft from Britain, including three Supermarine Walrus amphibians, which were given the codes N18, N19 and N20. This aircraft, N19, was delivered to Baldonnel aerodrome in March 1939 and assigned to No.1 Coastal Patrol Squadron. It crash landed at the airfield in September 1940, damaging the hull to such an extent that parts were later used to keep the remaining two aircraft flying – its wings were later fitted to its sister aircraft N18.

Interestingly, Walrus N18 was the aircraft which was involved in an infamous attempt by four IAC pilots to defect to the Luftwaffe in January 1942. Their unauthorised flight had been reported to authorities and the Walrus was intercepted by a flight of RAF Spitfires over Cornwall, who escorted the aircraft to St. Eval airfield, where the crew were arrested and the Walrus eventually returned to Ireland. It survived the rest of the war, passed into civilian hands and is now presented as FAA Walrus L2301 in the Fleet Air Arm Museum at Yeovilton.

This latest release from the new 1/48th scale Supermarine Walrus Mk.I tooling is due to arrive in model shops during August and will surely prove just as popular as the previous kit.

Evocative product artwork which accompanied the release of the latest Fokker E.III Eindecker

Throughout the history of flight, the fighter aircraft has captured the imagination of the general public more than any other aircraft type and as a consequence, has also become extremely popular as subjects for modelling projects. Since the announcement of the 2018 model range, we have already seen the arrival of two classic fighter aircraft kits representing very different eras of combat and it is worth taking a closer look at both of these fighting classics.

The rather slender and fragile looking Fokker E.III Eindecker has to be considered one of the most significant aircraft in the development of aerial warfare and one which heralded a new era of fighting in the air. From the outset, this aircraft, although based on earlier scout designs, was intended to be an airborne killing machine, allowing Imperial German Flying Corps pilots to deny the enemy the ability to fly in the same airspace, reducing their effectiveness in obtaining vital battlefield reconnaissance. The introduction of an effective interrupter gear mechanism allowed German pilots to fire their guns through the arc of the propeller and crucially, for the first time, allowing the bullets to follow the line of sight of the attacking pilot. German airmen quickly learned new combat techniques in the Eindecker and now attacking from the rear of their adversaries, where they were less vulnerable to return fire, they began to take a heavy toll of Allied aircraft, gaining a period of air superiority for the Germans which became known as the ‘Fokker Scourge’. Allied pilots were forced to endure months of flying operations where their aircraft were simply no match for those they engaged in combat, resulting in their life expectancy statistics worsening significantly.

Ernst Udet would survive an inauspicious start to his flying career to become a celebrated member of von Richthofen’s ‘Flying Circus’ and one of the most accomplished fighter pilots of the Great War. Initially implicated in the loss of several aircraft due to accidents (thought to be attributed to pilot error) Udet arrived on the Western Front under something of a cloud, but slowly began to display his flying prowess and begin scoring victories. At first flying a rather aged Fokker E.I due to crashing his newly delivered machine during his first take off, Udet began to display a real flair for aerial combat, possessing an aggressive style which saw him seize the initiative at every opportunity and display a talent for aerial marksmanship. Taking delivery of Fokker E.III Eindecker 105/15 in March 1916, Udet would use the aircraft to increase his victory tally steadily and come to the attention of his superiors and successful peers – indeed, he would use the Eindecker until converting to the new Albatros D.III with Jasta 15 the following January, using his Fokker for a much longer period than most pilots.

With 20 victories already to his name, Udet received a visit from Manfred von Richthofen, who proclaimed “with a score like that, it would seem that you are ripe for us – would you like to join us?” How could he possibly refuse such an advance – joining the Flying Circus, Udet was quickly given command of Jasta 11 and became a loyal follower of the Red Baron, once more displaying his combat skills, but also taking time to instruct inexperienced replacement pilots in the art of successful aerial combat. Udet was on medical leave when von Richthofen was killed, but soon returned to JG.1 to continue the fight against the ever stronger Allied air forces. In August 1918, he was to score no fewer than 20 aerial victories, mostly against British pilots, but also seeing many of his comrades falling in what was becoming an increasingly futile struggle. Ernst Udet survived the war to become a national hero his 62 aerial victories made him the most successful German fighter pilot to survive the conflict and second only to the great Manfred von Richthofen, his former friend and leader.

Combat in the skies above Northern France, in the days prior to the ‘Miracle of Dunkirk’

The success of the recent Christopher Nolan movie ‘Dunkirk’ highlighted the fact that RAF Spitfires were in action against the Luftwaffe over enemy occupied territory in advance of the Battle of Britain, even though they had not been used as part of the Advanced Air Striking Force sent to help defend France from attack. The successful German advance towards the French Channel coast brought their aircraft within range of RAF Spitfire bases in the south of England for the first time, which had previously been held in protected reserve whilst the battles raged on the continent. Britain’s latest fighter was now unleashed against the Luftwaffe, as the RAF began flying offensive patrols over northern France, immediately displaying its combat prowess and beginning to forge the reputation of this superb aircraft.

Spitfire operations over enemy occupied territory posed some significant problems for the RAF and their pilots, who found themselves at a distinct tactical disadvantage. With the English Channel between them and a safe return home, the pilots would only have sufficient fuel for limited combat time over France, meaning they would have to carefully monitor fuel levels and positioning, often during the melee of a dogfight. Failure to do so could mean death or capture by the Germans and the loss of valuable aircraft and pilots to the British war effort, already beginning to show signs of vulnerability. As Britain prepared to face the German onslaught in the months to come, this tactical disadvantage would reverse and prove a crucial factor in determining the outcome of the Battle of Britain.

As the Spitfire pilots of the RAF engaged the Luftwaffe for the first time during the early summer of 1940, it was essential that they learned the art of combat flying quickly, if Britain was to successfully repel the most feared air force in the world. In the early evening of 23rd May 1940, the Spifires of No.92 Squadron were flying a patrol over the French coast above Calais when they sighted a large formation of German aircraft, with a number already launching a bombing attack on the town below. The formation included a large number of Messerschmitt Me 110 Destroyers and as the Spitfires climbed to engage them, a savage dogfight ensued. With the slower Me 110s manoeuvring in tight turns allowing their gunners to target the Spitfires, many of the British aircraft were reported to have taken hits during the engagement, but their combat reports also claim as many as seven Luftwaffe aircraft definitely destroyed and a further seven probably destroyed. Spitfire Mk.IA N3290 was one of three 92 Squadron aircraft shot down by Me 110s during the engagement, with the aircraft crashing on open farmland near St. Martin les Boulogne and the pilot John Gilles suffering capture by German forces – he would spend the rest of the war as a POW.

The interesting scheme applied to this aircraft has the standard RAF day camouflage on the upper surfaces and a black, white and silver combination on the under surfaces, which was typical for a fighter on this date. It also allows the modeller to produce an example of an RAF Spitfire engaged in combat with the Luftwaffe in the days just prior to the famous Dunkirk evacuation, even though this particular machine would not survive to take part in Operation Dynamo itself. Spitfire Mk.1A A01071B is available now on the Airfix website and in all good model stores.

The Airfix Modelling SIG had a strong turn out at Scale ModelWorld 2018

As the name would suggest, an interest in building Airfix model kits was a significant factor in the eventual establishment of this group, which was created by several modellers who initially met on-line as members of the Airfix Tribute Forum in 2008. Following a visit to the 2008 Telford show, discussions took place about potentially having their own display table at the following year’s event. These initial ideas were to quickly bear fruit, with the group proudly displaying for the first time at the Shropshire Model Show at RAF Cosford in 2009, initially as the Airfix Tribute Forum. A number of other successful shows quickly followed and plans were drawn up for the group to attend their first Scale ModelWorld Show. The group applied to IPMS (UK) in order to form the Airfix Modelling Special Interest Group and were successful in displaying at the 2009 Telford show and every Scale ModelWorld event since that date.