Airfix Model World Special - Hawker Typhoon IB

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HAWKER TYPHOON 18

FOR ALL SCALE MODELLERS The official Airfix Model World magazine is you r complete guid e to the world of scale modelling , making it essential reading for modellers with all levels of experience. Focusing on model a ircraft, Airfix Model World also features cars, ships, sci-fi and space, armour and figures.

04 THE TYPHOON AND THE 'SLIDER ' Chris Thomas explains the production nuances of Hawker's bubble canopy Typhoon ... and offers vital information with regard to Airfix's new kit.

08 BATTLE COLOURS Valuable camouflage and markings detail for the Typhoon Mk.IB is imparted by Chris Thomas. who also offers useful illustrations covering identity and national markings.

12 AIRFIX KIT SCHEMES Period images, fo ur beautiful colour profiles and individual airframe histories give inspiration for the finishing of Airfix's Typhoon.

14 AIRFIX 1/24 TYPHOON IB MODEL BUILD Airfix Model World contributor Steve Budd experiences his favourite aircraft build of all time, via a test shot of Airfix's new 1/24 Typhoon.

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The entire contents of

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HAWKER TYPHOON 18

HAWKER TYPHOON 18

• Having just emerged from Hawkers modification programme in April 1944, JP934 will have had a new canopy, RP connections and armour installed (the stencil 'THIS FAIRING IS ARMOURED' can just be seen on the radiator fairing). Note that the exhaust fairings have been removed ... holes left by the mounting screws can be seen around the exhaust area.

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THE Chris Thomas relates the production history of Hawker's bubble canopy Typhoon ... and how its many variations relate to Airfix's new kit

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• Photographed at Martlesham Heath in March 1944, MN207 /JX-1 of 1 Squadron, has 44gallong-range tanks fitted and sports the later style of exhaust fairing (as seen on the RAF Museum's Typhoon, MN235). Note also the under wing identity stripes have been removed (in accordance with instructions that took effect on February 7. 1944).

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,..._he first question that many will ask about Airfix's kit, and spotting some of the alternatives available - tail planes, propellers, exhaust fairings, annament - is which Typhoons can be built out of the box? 'Late production Typhoon IB' is the title on the box but in fact with the exception of more obscure weapons fits, and the little-used fighter-recce version (FR.IB), every variant of the Typhoon with a bubble canopy can be built. But they were all IBs weren't they? Yes they were, but a stream of refinements and modifications to cope with changing requirements and conditions, meant that the appearance of service Typhoons varied frequently. In fact 1ate production Typhoon' does not tell the full story, as many mid-production examples were modified with bubble canopies and they too can be built from this kit. So what follows is a short history of the bubblecanopy Typhoon, from its introduction through to the last production aircraft. charting visible changes to the airframe.

Birth of the bubble From the Typhoon's introduction into service in September 1941, the type's pilots complained of restricted vision, not just to the rear where it was blocked by a solid fairing , but also forwards and upwards, impeded by heavy framing. Although a rear

transparent section replaced the earlier fairing, it was not until January 1943 that the first trial installation of a totally new canopy was completed. Hailed by the experienced pilots whose opinions were sought, it was a ground-breaking design and would be the first completely decu canopy in operational service; it heralded a flurry of similar designs for the Thunderbolt, Mustang, Spitfire and subsequent types. However, due to difficulties in changing the production line, the first new production Typhoon (JR333) with the bubble canopy would not be completed until late November 1943. Meanwhile, Gloster (which built all but 15 of the 3,315 production Typhoons) was busy bringing up to date some of the large numbers of Typhoons produced earlier in the year, which had been stored owing to the chronic shortage of serviceable Napier Sabre engines. These were the first with the new canopy to enter service, from mid-September 1943; early examples went to commanding officers of units still using the Typhoon in the fighter role (many squadrons had converted to fighter-bombers by this time). The new canopies were popular but in limited supply for several months. Pilots often noted their first trip in a 'slider' as they were first known - to differentiate them from earlier 'car-door' models. No listing of these new • Wing Commander Desmond Scott (RNZAF), the Tangmere Wing Leader, seen with his personally-marked Typhoon R8843/DJ -S. This was among the first batch of Typhoons to be rebuilt with the bubble canopy and was received by 486 Squadron on September 16, 1943.

aircraft conversions seems to have survived and examples are only known from logbooks or photographs. Known serial numbers are in the R. DN, EJ and EK ranges. Others destined to become FR.IBs were in the JP serial range. At this time a decision was made to update all Typhoons in operational service (c.400) with new canopies and fittings for rocket projectiles (also just being introduced on Typhoons). All Typhoons were already capable of carrying a pair of bombs (up to 500lb each) or 44gal drop tanks. These modified aircraft mostly had serials in the JP and JR ranges. Features of Typhoons with bubble canopies in service from September 1943 • Production JR333 - MN306 • Rebuilds R, DN, EJ and FJ series • Modified aircraft in JP and JR series • Small tail plane • 3-blade propeller • Exhaust fairings • 500lb bombs • Long-Range Tanks (LRTs) • Rocket Projectiles (RPs) from c.MN117 (others retro-modified for RP) Trials of 4-blade propellers on Typhoons had been underway since 1942 and late in 1943 the 4-blader was paired with an enlarged tail plane (as fitted to the Tempest) and this proved to be a successful combination.

Plans to introduce both features early in 1944 were disrupted by problems with the oil seal on the new propeller unit and, as a result, when the new tail planes appeared on the production line with MN307 only a small number of aircraft were fitted with 4-bladers (mostly used for trials). Features of Typhoons entering service with bubble canopies from March 1944 • Production MN307 - MN600 • Large tail plane • Mostly 3-blade propellers • Exhaust fairings (up to c. MN435) • 500lb bombs • LRTs • RPs Eventually, full supplies of an improved oil seal for the 4-blade propellers became available and from MN601, which was delivered just before D-Day, 4-blade propellers were standard. Features of Typhoons entering service with bubble canopies from May 1944 • Production MN601 to mid-PD series • Large tail plane • 4-blade propellers • No exhaust fairings • 1000lb bombs • LRTs • RPs The final major change came with the intmduction of the Tropical Air Intake. This device filtered air drawn in during ground running and take-off and

was introduced in September 1944, either in the Late PD or RB series. Features of Typhoons entering service with bubble canopies from September 1944 • Production late PD, RB and SW series • Large tail plane • 4-blade propellers • No exhaust fairings • Tropical Air Intake • lOOOlb bombs • LRTs • RPs So far fairly straightforward ... until one considers repaired aircraft. With the Gloster production line working at full tilt (the fifth production batch - 800 aircraft with MM/MN/MP-serials were turned out in seven months) and with no room for expansion as Meteor production had priority, the RAF, with the prospect of burgeoning losses from the @

Air Defence of Great Britain

Advanced Landing Ground

CO

Commanding Officer

GDC

Group Dispandment Centre

GSU

Group Support Unit

LRT

long-range tank

MU

Maintenance Unit

RP

rocket-projectile

TAl

Tropical Air Intake

TAF

Tactical Air Force

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HAWKER TYPHOON 18

HAWKER TYPHOON 18 forthcoming invasion of Europe, turned to the repair organisation as a means of keeping its Typhoon squadrons fully equipped. The RAF had its own repair facility at 13 MU, RAF Henlow, and 511 RU (later renamed the Forward Repair Unit) at RAF Odiham but they were joined by civilian contractors - the parent company, Hawker at Langley, Taylorcraft at Rearsby and Marshal\ of Cambridge. Typhoons (typically after wheels-up landings) damaged beyond the capacity of local repair units, were transported to these locations and rebuilt as new aircraft. Unfortunately no detailed records of the aircraft involved, or the standards to which they were rebuilt. seem to have survived. Judging from photographic evidence it seems that most rebuilt aircraft were delivered with their original tail plane/ propeller combination, but it is known that (apparently) smaller numbers received Tempest tails and four-blade propellers. So, for modellers who seek complete historical accuracy, unless building a model of a Typhoon straight off the production line, a photograph of the airframe in question is vital.

Lon -Ran e Tanks A pair of Hurricane-style 44gal (sometimes referred to as 45gal) fuel tanks, which could be jettisoned, could be fitted to any of the Typhoons covered by this article. Early in 1944 they

were widely used on 'Rangers' over Occupied Territory and then after D-Day, before Normandy bases became available, they were employed by Typhoon bomber squadrons in asymmetric loads - a LRT under one wing and a 500\b bomb under the other. Little used in Normandy, as targets were so close to Advanced Landing Grounds (ALGs) in France, they proved valuable again in late autumn 1944 as Netherlandsbased Typhoons ranged deeper into Germany. The RP squadrons carried an LRT with a pair of RPs in the outer positions, on each wing. Occasionally four RPs were slung underneath one wing, while a single LRT and two RPs sat under the other. Late in the war 90gal tanks (not in the kit) became available but were little used in combat, except as make-shift napalm bombs during operational trials.

Exhaust fairin s These items were introduced as part of the campaign to 'clean-up' the Typhoon in 1943 and they did indeed add a few miles per hour to the top speed. They were of two types (both are in the kit); the first. with a prominent flange, fitted over the exhaust stubs and surrounding cowlings, was introduced in August 1943 (c.JP590 on the production line). It was superseded in January 1944 by a slimmer version that fitted neatly in the cowling exhaust aperture. This version

• The stop-gap solution to the Normandy dust problem was the 'dome deflector'. It was not completely effective and a backfire could send it flying across the dispersal!

only figured on production aircraft for two months (serials between c.MN130 and MN400); examples may be seen on MN235, the RAF Museum's Typhoon. From March 1944 the fairings were abandoned, apparently due to overheating problems and by D-Day most had disappeared from operational Typhoons.

Intake furniture From the first prototype onwards the Typhoon featured a concentric fairing in the centre of the chin intake, which split the airflow in three directions. This device featured on all production aircraft but was sometimes omitted from 2nd TAF Typhoons to allow for a dust filter and often not replaced when dust filters were removed in 1944/45. When operating from ALGs in the spring of 1944, a stone guard was fitted to many Typhoons. This was an oval steel mesh, which fitted within the intake and protected the radiator from stones or debris. These were also carried by some Typhoons in Normandy but disappeared when the dust crisis hit. In 1943, three Typhoons had flown on tropical trials in North Africa; the major modification on these aircraft was a device named the Tropical Air Intake (TAl). Fitted to the underside of the fuselage, immediately aft of the radiator fairing, it contained a Vokes filter and was arranged so that when ground

running, the normal air intake was closed and air was drawn in through the filter. Although the trials were successful, only sufficient Typhoons were available for the 2nd TAF's needs, so no further examples served in the Mediterranean theatre. With a heavy RP and canopy modification programme it seems the TAl was considered a dispensable luxury, despite the fact that the Spitfires and Mustangs operating alongside the Typhoon in Normandy were so-equipped. Events would prove this to be near disastrous. Only a week after D-Day, Typhoons began operating from ALGs in Normandy and just two days after that the first indications that the swirling dust on the strips was causing engine problems were evident. The problems escalated quickly and Typhoon squadrons were ordered to fit blanking plates over the intakes' centre. Soon after that a Napier-designed deflector dome was fitted to all Normandy Typhoons and that design was, in turn, superseded by a drum filter with hinged 'cuckoo doors' (to accommodate backfires). This latter design was seen on Typhoons for the rest of the war and in the latter months it was often paired with a stone guard- with a circular cut-out to accommodate the drum filter without impeding the doors. Meanwhile, production of the TAl was underway and from September 1944 Glosters

• Having served with 182 Squadron in 1942, R8826 was rebuilt by 13 MU and entered service again with 609 Squadron in September 1944. It is seen here in 1945, still with 609 Squadron as PR· M, carrying Mk.lll aluminium RP rails and fitted with a 35mm cine-carnera in the starboard landing light bay (note a small aperture in the leading edge).

0 A more permanent answer to the dust was the drum filter, held in place by a hamework and with 'cuckoo' doo rs. which opened inwards with the airflow or outwards for the occasional backfire.

Typhoons were fitted with this filter. Cuckoo door filters continued in use, although they were often removed (they caused deterioration in performance) during winter. For many years the presence of the TAl on large numbers of late-war Typhoons eluded historians, plan draftsmen and kit manufacturers. However, the TAl has appeared on recent versions of Arthur Bentley's peerless plans and Airfix's new 1/72 kit scale ... and now on the 1/24 version.

Landin li hts Early 'sliders' had a landing light in the leading edge of each wing but early in 1944 Typhoons started leaving the production

line with a single light, in the port leading edge. At the same time Typhoons equipped with RPs were having landing lights removed and the apertures covered with plates (the same modification was made to new aircraft with the sing le light if RPs were to be carried). This measure was taken to prevent the Perspex lamp covers catching fire from the RP exhaust. The space left by the starboard landing light was utilised on small numbers of Typhoons (two or three per squadron) to accept a 35mm cine camera, to record RP attacks for analysis. The only visible evidence of this modification was a small aperture in the leading edge. 0

HAWKER TYPHOON IB

Chris Thomas explains the camouflage and markings details of 'Slider' Typhoons

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lthough operational Typhoons only wore one camouflage · scheme (Dark Green and Ocean Grey upper surfaces, Medium Sea Grey under surfaces) there were a number of confusing changes to national markings and identity stripes. When the 'slider' first entered service, both ADGB (as Fighter Command had been re-named) and Tactical Air Force- TAF (soon to be 2nd TAF) Typhoons carried standard Fighter Command markings; spinner, 18in (46cm) fuselage band and code letters all in Sky, plus yellow leading edge

HAWKER TYPHOON 18 stripes. The latter had at last been standardised (previously a number of variations could be seen) and extended from the outer edge of the inner cannons to the wingtip lights, interrupted by the outer cannon. Centred on the leading edge, they tapered from 4in (10cm)to 3in (8cm) in width (in 1/24 scale 1/6 to 1/8 of an inch; many a Typhoon model has been spoilt by oversized yellow leading edges!). Roundels were 50in (127cm) National Marking I (aka Type B) on the wing upper surfaces, 32in (81cm) National Marking II (Type C) below the wings and

36in National Marking ill (Type Cl) on the fuselage. Fin flashes, Tail Fin Marking (i), were 24in (61cm) square.

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lffl.!jfihl!iD In 1943 Typhoons carried their famous identity stripes (often mistaken by caption-writers for D-Day markings). These had been introduced in December 1942 and, after initial application in the field, were applied to Typhoons at the factory. They comprised four 12in (30cm) chord-wise black stripes on each wing under surface, starting at the wing root and separated by

• Two 137 Squadron pilots inspect one of the unit's new aircraft at Colerne in January 1944. Typhoon MM972/SF-F still wears identity stripes below the wings and is armed with a pair of 250lb (113kg) bombs; these were sometimes used on longer· range or night operations.

• Airborne from Thorney Island on D-D ay, MN293/TP·D of 198 Squadron, displays typical hasty application of 'Distinctive Markings', repositioning of code letters and a small repeat of the serial number above the fin-flash.

three 24in white stripes. The stripes had proved effective, particularly in identifying incoming Typhoons to coastal anti-aircraft gunners, who were on the watch for Luftwaffe 'tipand-run' raiders. By February 1944, with increasing numbers of Typhoons ranging over occupied territory, the stripes proved to be too revealing and orders were issued that they were to be removed 'by first light' on February 7, 1944. Typhoons remained in this unadorned state until, in common with many other RAF and USAAF types, orders were received to paint 'Distinctive Markings - Aircraft', more commonly known as 'D-Day stripes'. These were applied on June 3-4, as D-Day was expected to be June 5, although, in the event it did not take place until June 6 due to poor weather. The 'D-Day stripes' on Typhoons were 18in wide, three White alternating with two Night,

and were applied initially in a washable distemper. The stripes encircled the wings, starting 6in inboard of the upper surface roundel, and the fuselage 18in forward of the tail plane (this coincided with the forward edge of the Sky band). The stripes were not painted over national

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• Photographed in Germany soon after the end of the war, this 266 Squadwn Typhoon MN353/ZH-J, has 36-inch wing rounde\s - the same site as those on the fuselage. In common with all 146 Wing Typhoons at this time, it has a bright red spinner and cannon barrels.

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HAWKER TYPHOON 18

HAWKER TYPHOON 18 period· August 25 to September 10, 1944; leeway was allowed in the timing of this instruction and under wing stripes were still seen on some aircraft into October 1944 and possibly later. However, the final act of the stripe saga for Typhoons came on December 31, 1944 with the order to remove all remaining stripes. This was followed just two days later by important changes applicable to all 2nd TAF aircraft. Plagued by attacks from 'friendly' fighters and antiaircraft gunners, 2nd TAF decided unilaterally to emphasise the roundels on all its aircraft by adding a white inner ring to the upper wing roundels and a narrow yellow outer ring to both upper and lower wing roundels. At the same time, Sky bands were over-painted in camouflage colours and spinners repainted in Night. This order did not apply to non-operational Typhoons in the UK engaged on training duties or research and development work; these however did have just the inner white ring added to the upper wing roundels at about the same time. The 2nd TAF completed painting its aircraft in the new scheme on February 5 and Typhoons wore this scheme to Victory in Europe Day. In the summer days that followed, Typhoon wings based in Germany decorated their aircraft with unaccustomed colour. Spinners, fuselage bands and the insides of undercarriage leg fairings were the main areas chosen. It would take a separate article to detail the many variations but one of Airfi:x's decal choices, MP197 /MR-U is perhaps the most extreme example. 0 markings but no direction appears to have been given regarding code letters; these were sometimes over-painted and crudely reapplied in new positions (e.g. forward fuselage or tail fin). Some units carefully painted around the letters while others left a 'window' in the stripes.

I:Jtttm,t.ifd As related earlier, Typhoons soon began to operate from bases in Normandy and these were soon subject to ferocious German shelling . Forced to abandon these bases, the Typhoon squadrons

used the time to carry out engine changes and fit dust filters, before they returned to French soil in the last week of June. It seems likely that this was when the revealing stripes were removed from upper surfaces (why make the German gunners' job easier?), although the official order to do so was issued on July 6. Once again, this order was carried out in various styles, with replacement aircraft often marked with the last fuselage stripe overlapping the Sky band. The next instruction was to remove all wing stripes and this was to be carried out during the

Typhoon identity markings, December 5, 1942 t11 February 7, 1944

I. Four black 12in (30cm) stripes alternating with three 24in (50cm) white stripes commencing at the wing root ; under wing surfaces only

Stripes commence 6in ( 15cm) inboard of wing roundel

lde ntity markings remove d February 7, 19 44

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D-Day 'distinctive markings' SHAEF Operational Memorandum No . 23 June 4, 1944 Three white. alternating wit h two black smpes. 18in (45cm) wide, on upper and lowe r wing surfaces and encircling t he rear fuselage

Stripes commence 18in (45cm) forward of tailplane

Removal of markings from wing and fuselage upper surfaces late Junefearly July 1944 (officially 6 July 1944)

Upper wing National Marking I converted to National Marking m

Removal of markings from under wings (between August 25 and September 10, 1 944)

Removal of an stripes and Sky bands, addition of National Marking Ill in all positions, January 3, 1945

• This 197 Squadron TyJJhoon, RB251/ 0V-G, has run into soft ground and tipped onto its nose, affording a clear view of its latewar 2nd TAF scheme - no stripes or Sky band, Night spinner and upper wing roundels with added white and yellow rings. On some aircraft the large National Marking I on the upper wing surface was replaced by a smaller, fuselage-sized National Marking ill

Typical variants shown

Underwing roundels were modified just by the addition of a yellow outer ring, changing National Marking IT to National Marking ID

Spinners painted Night

lllustro110ns by Chrrs Thomas © 20 14

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Most D-Day stripes were applied to the aircraft at the airfields the night before. Ground crews used anything to hand to apply the stripes, which resulted in vast contrast in widths and styles.

HAWKER TYPHOON IB ZY-N DN252 , 247 Sqn October 1944

The Silver Bullet. FLS late 1944

Pulverizer IV, 440 Sqn June 1945

MR-U MP197 , 245 Sqn June 1945

Illustrations by Chris1hamas © 20 14

The accompanying photographs illustrate each of the kit subjects in the schemes appropriate to the decals provided. However, these are (literally) just snapshots in time and, as can be seen from the foregoing histories, there is potential to ring the changes to some degree.

Knowing that many modellers are torn between using the kit decals and searching out something 'different, the colour profiles illustrate variations on the schemes offered by Airfix.

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HAWKER TYPHOON IB

HAWKER TYPHOON IB that deciding which markings option and how it would finally be completed was a decision to be made right from the outset, as this would affect external stores and whether certain engine and weapon parts would be added or omitted to accommodate external cowling panels. A preliminary tour through the build guide also revealed that this was a kit intended to be brought together in the sequence directed by Airfix and, with just a handful of exceptions, this was the premise followed throughout what proved to be this modeller's favourite aircraft build of all time.

• The backing was prevented from joining smoothly with the ITont, until the spare gun sight bulbs were removed.

• The handsomely detailed pilot just required meful assembly and painting, for those who favor a seated figure.

Bones of the beast Stages 1 to 3 were navigated quickly and easily and created the core structure of the 'Tiffie'; the design

HAWKER TYPHOON Mk.IB Airfix A19002 1/24 £99.00

Available from:

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unambiguously illustrated construction stages. These ranged from 'buttonedup' in flight via a separately available stand and motor, to

Steve Budd discovers a stunning level of detail in his test shot build of Airfix's new 1/24 Hawker Typhoon

ufbCssumptuous styrene buffet will cater for all tastes and appetites, within its 231 beautifully and

Test-fitting of the main initial components was very reassuring and demonstrated the welt-considered engineering sequence of these parts.

• With just a small handful of parts assembled, the complexity and size of the finished model became apparent very quickly.

several variations of engine and gun bay exposure on the ground, where huge diorama potential was apparent immediately. The bullet-pointed introduction to the instructions emphasised

engineering allowed a gluefree alignment test on the lower wing section that was found to be, encouragingly, near perfect. The heel boards were set aside while the remainder of the structural components completed the internal framing (Stages 5 to 8). This was dearly a suitable point to commit to paint, and dialogue with type expert Chris Thomas led to a 'silver lacquer' finish created from Gunze Mr. Metal Color Aluminium 218 and matt acrylic varnish. The cockpit fittings ran through Stages 9 to 38 and an efficient plan of attack was to place a fresh sheet of A3 paper on the bench and clean up all the associated components one by one, writing theu EEl

• As the build involved dropped flaps, it was essential to eradicate ejector pin

marks between the ribs, via punched sheet styrene discs and Gunze Mr. Surfacer 500.

-i!t The well-appointed seat was designed for maximum detail and positive assembly... and included a substantial cushion for the pilot.

-i!t The surface rendering was a mass of fine, beautifully executed panel subtleties, which included stressed metal effects.

-i!t A step was found in the lower rear fuselage join on dry fitting ... later resolved by removing a little of the inner mating surface of part N01 .

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HAWKER TYPHOON 18

HAWKER TYPHOON IB

• Mild Black and Burnt Umber oil washes were applied consecutively, with a barrier coat of acrylic varnish in between to 1ock in' the progress.

part numbers next to them ... and remembering not to sneeze! Items destined to become subassemblies became so and all were painted and weathered as necessary, before they received protective matt varnish. Although Airfix stipulated that the seat should be fitted in Stage 16, this was left until Stage 20, as the upper and lower back armour was found to 'set' correctly the rake of the seat automatically, without the need to measure this earlier in

the assembly sequence. With part B25 fitted securely, it was a squeeze to achieve this but tilting the seat forward and first engaging the pin that located into its lower left side was a successful strategy (Note: the parts in Stage 23 were already in situ before the seat went in). One other recommended alteration to the sequence was considered in Stage 13 with the pneumatic hand pump, trim wheel and control column linkage being easier to install and align

The enjoyment factor from this wonderful kit grew exponentially as key cockpit items were finished and fitted .. .it all looked just like the real thing.

• The base engine core comprised just a few parts, but built quickly into the centra\ structure that was home for a multitude of pipes, cables and sundry fittings.

immediately, prior to the lower back armour (A08, A26 and B27).

Wear and tear Airfix recommended Humbrol 140 Gull Grey for the seat but a slight anarchic tendency was responsible for a 'field repaint' in black, as an excuse to emphasise the lovely chipping and scratching that was possible through use of AK Interactive's Worn Effects 088. Simple to execute, the seat was base-coated in Gunze Mr. Metal Color Aluminium 218, and

then over-sprayed with plenty of acrylic matt varnish before several coats of Worn Effects, thinned 50-50 with water, joined the paint session. A hair dryer gave a fast 'cure' to the ensemble and Tamiya's XF-69 NATO Black was applied in several thin layers and again blown dry. It was then straight into the fun and a cutdown 'chisel' brush was made wet (but not dripping) with clean water and scrubbed into the paint. The underlying aluminium was revealed steadily through a

• The seat in particular was great fun to complete and received plenty of matt varnish to protect it during fitting ... later in the build than recommended.

tight network of scratches and chips; regular pauses were made to dab areas dry with kitchen paper to check the progress and overall effect. With the black paint suitably distressed, the hair dryer earned its keep again and a sealing coat of matt varnish sealed the finish and protected against further handling. With the cockpit almost finished, the choice was made to leave out the beautifully sculpted pilot. depicted authentically with oxygen mask in place ... which

protected against the carbon monoxide that was the cause of previously unexplained Typhoon losses in wartime. Airfix correctly directed that it was not possible to install him at the end of the build, but examination of the instructions indicated he could still be fitted much nearer the end, just before Stage 207, if the instrument panel was also left to this point.

Panel beatin The instrument panel was

• Even with the bulk of the internals fitted, the see-through, floorless design of the cockpit was obvious. Airfix rendered this area very well.

supplied in two parts - the facing section and a clear backing piece that carried the lenses. The design rationale was for decals to be placed at the rear of the clear lenses but while this was logical in principle, its thickness suggested that the two parts instead be joined and sprayed Tamiya XF-69 (including the lenses), so that Airscale decals could be applied on top, to better mimic photographs. The three spare bulbs for the gun sight,

which were moulded into the backing piece, gently precluded alignment with the facing part and so were carefully removed with a new scalpel blade and

* The pane\ was a joy to paint and could be left out until quite late in the kit's overall assembly. Airscale's after-market instrument decals looked superb.

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HAW KER TYPHOON 18

HAWKER TYPHOON 18 • Upper fuselage halves were test-fitted in position and remained in place without glue, thanks to the positive locating tabs.

• The fully completed internals were subjected to an enormous amount of handling by this stage, but emerged unscathed.

• This image is a reminder that unless a 3. 5mm hole was drilled (long after it should have been) in the corner of the gear well. there would be no well lights.

• AdrenaUne-fuelled anticipation preceded the knowledge t hat the beast was on the cusp of acquiring its fuselage and upper wings.

fitted independently, after the main assembly was joined, which resolved this minor issue.

later in the build. Once the tape was removed, the rigidity of the combined assemblies was increased greatly and this trend accelerated rapidly as Stages 95 to 110 were navigated, and the wheel wells and gun bay walls were installed after test-fitting. The excellent, interlocking nature of these components was highly satisfying, as they snapped into place solidly.

that the interior of each gun bay would be aluminium, but Airfix indicated that a leather colour was correct. Further discussion with Chris Thomas was very useful in establishing that bays were perhaps 'skinned' with a brown fibre-like material (see the photo on Page 8 of this supplement), and so Tamiya XF-64 Red Brown was used and later disrupted with various shades of brown oil paint to mimic this feature. The wheel well roofs each comprised eight parts and, along

Sabre rattlin

• There was palpable relief when the need to handle the framing directly diminished, once it was re-homed on the lower wing centre section.

• Surgery in a decidedly non-sterile environment was the order of the day, in order to accommodate the 'engine fully exposed' option.

• The space inside the wing reduced rapidly as the flap mounts, fuel cells and wheel well roof pieces dropped neatly into their resting places.

The comprehensive engine unit was tackled next and a fresh sheet of A3 paper again became the impromptu parts map, as all the pipes, harnesses and fittings were cut from the runners, neatened and sprayed. The essential measure here was to test-fit all the parts, unpainted, in their designated locations before paint was applied. Once everything was test-fitted in situ and prepped, the assembly sequence was followed to the letter, although part DOl was truly a fiendish Chinese puzzle to install. The entire parts suite was fitted in one session and created quite an imposing lump, nailed to the front end of the Typhoon and gave a profound sense of the complexity and brute size of the actual powerplant. Special mention was required in respect of the two-piece radiator ducting, D09 and DlO, as the seam was otherwise in a visible position on the finished model if left insufficiently treated. Another critical consideration was the orientation and position of the radiator itself and Airfix was careful to make this explicit in the instructions. A little pondering confirmed that the radiator assembly in Stages 80 and 82 could be combined before installation, which allowed the unit to be painted cohesively and weathered before fitment and the next significant build stage. With the cockpit, engine and wing spars together it was time for things to really start looking like a Typhoon, by permanently adding this sub-assembly to the

lower wing centre section. The first order of business, however, was to drill out the location holes for the 60lb rockets, the wheel well lamps and to add the 'undercarriage down' attachment stubs to the forward spars, as these were trapped in place when the spars were glued to the wing. Tape was used to keep things in full contact as the adhesive dried; care was exercised to keep the spars from being pulled out of the vertical, as this would interfere with the fit of other wing internals

His ano heaven The fully assembled 20mm cannons were finished in

Alclad II Gun Metal, but were unable to pass cleanly through the routing holes in the gun bay walls, and therefore required the leather seals in these to be expanded some 50% before they could locate onto their mounting frames. Chris Thomas kindly provided colour images of a 1'iffie' being re-armed and these were used as reference while finishing the 20mm ammo sections, the round tips being coloured alternately white and red in matched pairs. It was assumed by this builder

with leading edge and main fuel tanks, the wing interiors were loaded with detail and it was time to give the Typhoon a full-span lower wing by adding the outer sections, which exhibited a very tight fit with only minimal adjustment. The upper wing halves fitted

e

' ' HAWKER TYPHOON 18

HAWKER TYPHOON 18

• Reference images provided type expert by Chris Thomas were used to establish the correct colour treatment of the Typhoon's well-appointed armament area.

• Tape and Liquid Poly were employed in seemingly industrial quantities, as the number of parts that remained in the box dropped away steadily.

• The big engine needed extensive masking to shield it from the paint stages. A ready solution was found in the box by loose-fitting the cowling panels with tape.

also resulted in a more robust level of protection than offered by soft masking alone. Flaps, tail and main wheels, rockets, rails and other sundries were prepped and manicured for their essential curtain call appearance and before one could exclaim ~chtung Jabo!' the final upper cockpit parts and gun sight were fitted to this mighty Panzer punisher. Tamiya and Gunze bottles were then assembled in readiness for a painting session of Tolkeinesque proportions !

smoothly over the lowers, raised the rigidity of the model further and gave a positive hand hold for the first time . .. a very welcome progression for what fast became

f;lhlljtful

were intended to slip past the inner edges of the flap mounting bars {F13 and F14), but were prevented from doing so as the flap bars extended slightly too far inboard. As the flap mounts were set in place by several hefty tabs, it seemed that F13 and F14 would need a little material removed from each inner edge. Reflection confirmed that test-fitting the lower fuselage immediately before

Thorough degreasing with methylated spirit was carried out before the airframe was covered with Alclad's Grey Primer and any errant seams made good. The plastic's prodigious appetite for paint was soon reflected by two thirds of the Alclad disappearing in short order, but a careful polish with lightly wetted 1,500-grade Wet and Dry, and a subsequent rub-down with a tack cloth, left everything poised for the finishing paint. With cellulose thinner used throughout, Gunze H335 Medium Sea Grey was skimmed over the lower surfaces before a light 'scribble' of highly diluted Tamiya XF-19 Sky Grey was applied. The broad notion was simply to spray a fine line continuously across the surface in an entirely random way, which avoided following structural items and panel lines, while the height of the tip from the surface was varied sporadically from halfan-inch to several inches. The movements were reminiscent of attempts to make a biro work on a scrap piece of paper and this was a technique that had

a heavy model. The cannon covers employed a positive alignment fork on their lower halves and fitted accurately around their respective barrels. Their location into the wing sockets did result in the need to trim the upper halves for correct fit, but this was rectified easily and it was reassuring to properly protect the vulnerable gun barrels within them.

The epic production values of the kit allowed for any version of the 'slider' Typhoon to be modelled, so the Tempest tail plane was formally introduced to the rear fuselage and joined along its very robust mating lip. With the tail wheel well boxed in and the section of fuselage forward of the engine bulkhead amputated with a razor saw, the two upper

'Cab-rank' colourin halves were wrapped around the comprehensive interior. Happily, the arrangement allowed thin liquid cement to be run in from the inside of the seam. It was here that the only real fit problem arose, as the fuselage lower section (N01) was slid into place and gapped on its forward edge by several millimetres. Pen light examination revealed that the two L-shaped arms of N01

Stages 109 and 110 would allow F13 and F14 to be adjusted, until the relationship between the three parts was as intended. The issue on this build was, however, easily remedied by bevelling the edges of the L-shaped arms, so that they manoeuvred past the flap mounts and left another tight join.

The bi cover u Tail planes and rudder were fettled and fitted, while it was noted that the horizontal stabiliser mount tabs were marginally slimmer than the slots in the tail. which required, in turn, lengths of tape from stabiliser tips to fin to set them square. The wheel well parts in Stages 175 to 182 were left out in anticipation of the main painting session and the wells themselves were masked easily with the 'in flight' one-piece doors, which were press-fitted into place. Shielding the engine from forthcoming paint was again solved by employment of the box contents, by loosely fitting most of the panels from Stages 153 to 164 with tape; a measure that

6 The upper cockpit panels and projecting gun sight were a 'three-hands' assembly that was ultimately achieved with just the two!

first occurred to this modeller while at the workbench in March 2008. The net result then (with the undulating height of the airbrush) gave a 'broken tone' working foundation for washes and oils further down the way. The scribble was repeated @

• The big Rotol air screw was fettled and fiddled into a state where its nakedness could then be doused in paint.

HAWKER TYPHOON IB

HAWKER TYPHOON IB • The initial lightened scribble produced early modulation in the finish and would be built up with further layered applications.

• With the base coat of Ocean Grey applied, the same process of lightened scribbles was employed in the same manner as directed at the undersides.

• The light/dark scribbling could be adjusted back and forth as required until the combined tones were as envisaged.

option , which gave 'the look' and the remainder of the finishing elements - wing walkways, canopy, wheels, flaps , weapons, decals and other sundries were all tackled without incident. This was, in the overall scheme of things, a really satisfying moment in appreciating the Hawker Typhoon's imposing presence, once finally rendered 'all of a piece:

The maelstrom subsides

• A very thin version of the lightened mix of Medium Sea Grey eased the degree of dark staining from the Tamiya Smoke.

twice more with Sky Grey, progressively lightened with Tamiya XF-2 White, before a third application of Tamiya X-19 Smoke gave random markings at the other end of the tonal scale. A thin black oil wash gave definition to the panel lines and was 'cured' quickly with a hair dryer and followed by a protective coat of matt varnish.

• Although a lengthy and time-consuming process, it was imperative to ensure that all the masking overlaying the earlier colours was burnished properly to avoid paint creep.

• With the camouflage masking removed the balance of weathering between the Ocean Grey and Dark Green could be readily judged.

lffl'JIJIBlf£1

by yards of Tamiya tape. There were no awards for guessing the next step in the Henry Ford Typhoon paint mantra of 'any colour you like, so long as it's Medium Sea Grey, Ocean Grey and Dark Green'. With that, the airbrush was loaded with Gunze H73 Dark Green. The tape that protected the Ocean Grey was left in situ, while the author scribbled with pale versions of the base coat and topped it off with a garnish of Tamiya Smoke. Given the choice to model

It wasn't just paint that had started to disappear in industrial quantities, but masking tape too, as the Typhoon maw gaped wide and with the undersides 'under wraps', Tamiya XF-82 came to the fore. The same approach was adopted, as was applied to the Medium Sea Grey, with lightened scribbles of the Ocean

Grey (again spread over two lightened variations) pursued by more smoke; all in the spirit of avoiding any tendency towards the geometric. Hardedged camouflage was the order of the day and, with pattern considered, a roll of handy 0.4mm Aizu Micron masking tape was used to trace the necessary outlines that were later covered

There have been other landmarks from this quintessentially British firm, but all must bend the knee to what was a superb and fitting celebration of Airfix's 75-year history. A modicum of care and the requisite time was all that the kit needed to move from box to display shelf and this -the first fully completed example - will soon reside in the Horn by Visitor Centre in Margate. So, when you find yourself in the local hobby store, wallet in hand and eyeing-up that spectacular box art, remember ... you only get a 'Boom!' from Typhoon. 0

MN666, it was perhaps a little puzzling to the casual observer why the D-Day stripes were not run in straight after the primer. The reasoning employed was simply to cater for those who may select one of the three other marking choices in the box that don't require stripes 'above decks', as well as it having been the painting sequence actually employed on the real aircraft.

Earn our stri es With polite drying time under the belt allowed, there came another nose-to-tail masking extravaganza to apply Tamiya XF-2 Flat White, in readiness for the black stripes. Airfix dictated that all stripe widths (including the Sky band immediately in front of the tail) be executed to 19mm. However, when the upper wing rectangles were measured out from the inner panel line datum point on the schematic, the outer edge extended beyond the outboard cannon, an issue that was clearly out of kilter with the plan, which depicted it short of the outer gun. Stripe reduction to 18mm was the only viable

• Strips of tape 3 'l>in (95mm) long were butted to the Sky band and elCtended forwards around the fuselage, for easy and square alignment of the edging strip.

• Once the fuselage bands were added, panels finished in base camouflage colours were masked ready for the code decals to be applied.

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