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Victor Woodason in his yard with many examples of early WW2 models that he has made. Wouldn't we love to have those "lawn ornaments" today! This is probably at 91 North Hyde Lane, Heston, just outside the Heston airport. Notice the classic garden wall and iron gate.

"Son Brian with selection of models. Spinning the propeller of a Miles Sparrowhawk and the one over his back is one that goes back to the First World War, a D.H.4A." - Victor Woodason. Note that this photo was taken of the same yard collection as the previous scene.

I was first introduced to the work of this outstanding man by my friend and wood artist, Doug Emmons, at Doxaerie, who provided me with a copy of Watch And Make, Scale Model Aircraft - the Art of Scale Model Aircraft Building by V.J.G. Woodason, printed in 1943 at the height of the Second World War. This book is quite rare. Concurrently, I was writing a short history of the WW2 British recognition program for the Friend or Foe? Museum of Aircraft Recognition page on this website. Woodason, through his company at Heston, Woodason Aircraft Models, built many models for the Air Ministry during WW2 which were used for still photographic and film purposes associated with recognition. His book has sections which cover recognition models and their use. I incorporated some of Woodason's comments in the museum page along with mentions of Woodason's involvement with recognition models as printed in British publications during the war. It was this brief referral of Woodason material on this website that led to the second event of the trilogy.

I was contacted by a Southern California lady who miraculously had two pristine examples of models made by Woodason Aircraft Models during WW2; she had been searching for information on Woodason and ran across my museum page. This introduction led to a lengthy negotiation and my eventual purchase of the two models from this unlikely but fortunate source. The models, a Spitfire Vb and a Heinkel He 100d-1 in 1:32 scale, were originally purchased from Woodason by a Lockheed employee based at Liverpool during WW2. The models, still in their original wooden box with carefully padded string ties, were returned to the U.S. following the war and were sold to a Lockheed test pilot who displayed the models in a small mining museum in which he had an interest. The owner died in the 1990s and his widow kept the boxed models stored away until recent times when she remarried and elected to dispose of the treasure. Examples of Woodason's models are rare and particlularly scarce in the U.S. Details of these models will be included in this treatise. I also contacted the Science Museum in South Kensington for information that they might have on three Woodason models that they have in their collection.

Aside from Woodason's book and some magazine and newspaper mentions, there isn't a lot of information available on Woodason in print or on the web. The acquisition of the two models wetted my appetite for more background material so I could do justice to any descriptions that I might make of the outstanding pair of aircraft and the history of the Woodason company. The third event was a bonanza of information as I was contacted by David Brown, of Maidenhead, a grandson of Victor James George Woodason; he saw several photos of my Woodason models on Doug Emmons' website. David informed me that his grandmother, Betty Woodason, was still living and that he would be willing to assist in gathering information from her for an article on his late grandfather. This completed the tripartite needed for this page. I was chagrined, however, by some information passed on by David who said that his grandmother informed him that she had e-mailed me several years ago concerning a mistake in my British recognition article that she had run across - I had mis-typed V.J.G. initials and she let me know. I had no idea at the time that she was Mrs. Woodason!

Information, photos and recollections from Betty Woodason, as relayed by David Brown, are the original bases for this article. Subsequently, historical information on WAM and additional information on the Woodason family have been submitted by Victor Woodason's youngest son, Brian Woodason (born in 1935 by Victor's first wife) and by Howard Furness, a WAM employee from April 1948 through most of 1949, up to the time that WAM moved off of the Heston Airport for the last time. Also, a postwar recollection by employee Denys Bowring, as printed in Aeroplane Monthly, is presented. Many unpublished photos have been submitted by these correspondents and are shown in this exposition. Coupled with this valuable first-hand insight are photos and descriptions of the two Woodason models along with other existing models and excerpts from Woodason's 1943 book. Altogether, this compilation makes a good start at telling the Woodason story, yet there is more to be learned from future sources not yet heard from. An acquaintance of Victor Woodason, Peter Halliday, a professional model maker, who also co-authored with Alan Butler a revised 1978 edition of Woodason's book, may have some information which has not been incorporated into this story as yet. David Brown's uncle, Michael Woodason, who lives in Australia, was too young during the Heston period as he was only three and a half when the family moved to Colnbrook according to Betty Woodason. Victor Woodason had eight children between two wives so it's possible that there are more relatives with anecdotes to contribute. I look forward to any future input which will be added to this tale of a master model-builder. Any corrections are also greatly appreciated.

Some of the photos shown below were given to Brian Woodason by his father, Victor. In each case, Victor provided a caption in his own words. These captions will be used verbatim and will be attributed.

Betty Woodason, known as "Nan" to her grandson, many years ago discarded a number of Woodason Scrap Books containing photographs of models, invoices, orders etc. Fortunately David was able to "rescue" one Scrap Book from the dustbin when he was a teenager. The Scrap Book covered dates of 1932 and 1933. Photographs in Betty Woodason's possession cover mostly the era from 1936 to 1944.

An updated Woodason Aircraft Models shop on Heston Airport in the Airwork facility - not certain of the date of this photo, probably late 1930s. The Empire Flying Boat, G-ADHL, is similar to the cut-away depicted in his 1943 book (built for the 1937 Paris Exhibition), yet this is not the same 1" scale model. Woodason had his shop on the airport from March 1945 to December 1949 - but information indicates that it was in the back of an Airwork hangar. Airwork Ltd. did not charge him rent.

As told by David Brown, Grandson of V.J.G. Woodason and additionally illustrated with photos submitted by Brian Woodason, son of V.J.G. Woodason.

Victor Woodason was born on April 18, 1904, son to James and Ada Woodason. His father was a bricklayer journeyman and it is thought Woody worked with him at an early age. His first recorded occupation was a teachers assistant. However, during the first world war he had a fascination with the war planes and found it frustrating that you could not buy any models. By the end of the war, Woody had started to make his own models. Many, in his own words, were not very good as information was very scarce. Slowly his techniques improved and information became a little more easier to find. All his spare time was to try and create a better model. It became a full time hobby. (See excerpts from the Woodason book).

In 1923 Woody married his first wife, Alice Cloutt. They had 5 children, the eldest, Alec Woodason, actually worked for Woodason Aircraft Models, WAM, for about 3 years.

"Eldest daughter Maureen at age 1 1/2 to 2 years (1926) with a WWI Bristol Fighter 2B. This was the same aeroplane I made for the Australian War Memorial museum in Canberra and was the first type I made a model of way back in 1916 or so. I always liked that particular type." - Victor Woodason. Photo courtesy of Brian Woodason.

Alec Woodason shown working on a model of the He 111 while working for his father at WAM. He worked for a short time after leaving school, then joined the Merchant Navy and enjoyed a long career. The family lost contact with Alec until recently when this picture was discovered by Nadja Woodason-Zeige, Alec's daughter-in-law - she has since made contact with David Brown as a result.

In 1929 he sold his first model to a pilot in the Air Force. I have a letter dated February 15, 1929 which states that the pilot (sorry cannot read signature) encloses a cheque for £2 and is very pleased with the model. Unfortunately it does not mention what the model is but does say the undercarriage has broken off in the post! In a magazine article I have, Woody mentions that after the sale of his first model, and more that came with it, he decided to form WAM about 3 years later, which would be about 1932.

"The cement figure I made for the front garden at Clevedon Gardens at Cranford near Heathrow Airport, where you were born (Brian) in 1935 and which subsequently received bomb damage during an air raid. After which we moved to Grange Farm." - Victor Woodason. Photo courtesy of Brian Woodason.

Woody then rented an old farm house, Grange Farm, just outside the airfield at Heston known as 91 North Hyde Lane, Heston. He converted most of the ground floor to a workshop.

"This is part of the garden at Grange Farm in Heston. The big Cedar of Lebanon tree blew down in a very strong gale soon after we left in 1945. the storm also blew a number of planes over on their backs at the Heston Airport. Some were blown onto the hangar roofs." - Victor Woodason. Photo courtesy of Brian Woodason.

At first Woodason was concerned that he would have to lay off his workmen when the war broke out. He quickly got around this by making German Aircraft models for recognition purposes. This was followed by making models for various war time films which include, In Which We Serve, Ships With Wings, One of Our Aircraft is Missing and several others. In early 1941, my grandmother (Betty) joined the company as secretary / receptionist / typist etc; this was after working in London and being told that because of the London blitz, it was becoming a very dangerous place to be. They had 3 children: Helen, Carol born April 1, 1945 (my mother) and Michael who later emigrated to Australia. In February 1945, an American fighter plane, soon after take off from Heston, had an engine problem and tried to land but the wing tip hit the corner of the farmhouse virtually destroying the workshop. No one in the house was hurt but the fighter pilot died in the crash. (it is believed that it was a P-51B flown by Gaston Riggs on an approach to Heston from Fowlmere.) At the time, Betty Woodason was pregnant with David's mother. As a result of the damage, 91 North Hyde Lane had to be demolished. (Note that this event date has significance with respect to the two Woodason models.)

"The tail fin of the Mustang which crashed on the farm house and destroyed by fire. With Warren Knight and Derek Beaney (2 of my work chaps at that time)." - Victor Woodason. Photo courtesy of Brian Woodason.

"Models of the V.1 Flying Bomb and the V.2 Rocket and a British Block Buster Bomb and of course, the Farm House (1945)." - Victor Woodason. Photo courtesy of Brian Woodason.

The Grange Farm House. Victor Woodason wrote about this photo, "It stood empty for some years following the damage by the plane crash and was eventually pulled down and now the M-4 Motor Way will pass right over the spot. Work is already proceeding fast." This was written in 1963.

Betty Woodason said that Woody received very little for writing the 1943 book and that he was promised that it would be very successful - but spare money for books was scarce in England at that time and the book did not sell well.

"Model car electrically driven by 1/2 h.p. motor and 12 volt battery. Length 6' 2" with sons Brian and Norman onboard. (Norman -born 1934- can just be seen through the windshield as he sits at the controls.) The car in which Brian is shown was featured in the Daily Mirror May 12, 1938 and headed 'The Dream of Every Boy' and was also featured in 'The Sketch,' a monthly book dated 2nd October 1942." - Victor Woodason. Photos courtesy of Brian Woodason.

"Michael in the last car I made about 1948. Pedal drive, pushing the feet against the pedals operated a chain drive to each back wheel, on a free-wheel, spring rubber brought the pedal back when pressure was released by the foot. This was very successful." - Victor Woodason.

Woodason and family were then rehoused to 210 North Hyde Lane, a 2 bedroom flat. Whilst staying here he rented space at no cost from Airwork Ltd. who were based on the Heston airport (see photograph ). My grandmother said that in July/August of 1950 they purchased 604 London Road, Colnbrook, Slough, Buckinghamshire which had a large garage and out buildings. He converted these to workshops. I have a letter heading with the WAM logo at this address. Unfortunately the council never gave him permission to run a business from this address. He could only work as self employed. This did not stop him using his staff though. However, his health was beginning to deteriorate. Also, the orders for model planes after the war started to fall. And to cap it all, his financial backer, a Sir Whitney Strait (of the Royal Air force), pulled out. My grandmother said he was very good with his hands but useless with money. He would spend too much time on each model, sometime would work through the night to gain perfection. Whitney Straight wanted a greater turn over with his model business, with less attention to detail. Sadly, Whitney took with him all outstanding models and sold them. According to grandmother, Woody continued making models but only for another few years until his health problems prevented him making anymore. But I have found an invoice dated May 31, 1956 for a 1:10 scale model of a Bristol Fighter addressed to the Australian War Memorial, Canberra, Australia! I have no record of anything later than this. Woody died on November 19, 1964, aged 60. The photograph above of the WAM workshop dated 1936 shows Woody on the left. The tallest guy was Mr. Barnett who was still working with Woody during the 1950's. He was a very quiet person but also an excellent model maker. The other 2 guys we do not know the names of. In the photograph below, the fellow holding the flying boat Cavalier with Woody is Charlie Dermon who also worked for WAM for a number of years.

Woody with Charlie Dermon holding the "Cavalier" - 1936. Imperial Airways placed numerous orders during this banner year for WAM.

I have a letter from The Royal Aero Club, London, dated March 1960, which states that V.J.G. Woodason is the finest aircraft model maker in the world. When Woody passed away, his remaining models were sold.

Cheers, David.

Howard Furness became a WAM employee in April 1948 as Woodason Aircraft Models was again doing business on the Heston Airport. Mr. Furness has kindly provided numerous photos of the WAM activity during the period of April 1948 through December 1949 at which time WAM was ready to move off Heston Airport to Colnbrook. Mr. Furness has also written his recollections of his WAM employment which he is sharing with us. This is a similar, productive period for WAM that Mr. Denys Bowring also wrote about in Aeroplane Monthly, as can be read following Mr. Furness' discussion. Photos have been scanned by Howard's son, Clive.

Mr. Furness received the following letter from Victor Woodason, dated April 17, 1948, offering employment. The letter is reproduced below and is also transcribed for easier reading; note that the letterhead has an address sticker which replaces the printed, off-airport address and that other details have been crossed out or added. Victor Woodason did not waste money on a new letterhead when he moved back to Heston Airport!

H. Furness, Esq.
24 Hallam Gardens
Hatch End
Middlesex.

Dear Sir,

I am sorry that there has been some delay in giving you my decision in offering you employment here, as you know I have at the moment some difficulty regarding sufficient working space and on Monday I have to find room for an old employee returning from the R.A.F.

I would be glad to have you on my staff in view of your previous model making experiences and if you would be prepared to take a temporary job for the next 3 months I would take you on at the commencement of our new week which starts on Wednesday next. I anticipate that in about 3 months I shall have additional working space and I could then offer you a bench with proper working facilities.

Your temporary duties would be keeping the workshop and showroom clean and tidy, looking after the stores and issuing out material and making our requisitions, filing drawings and helping when necessary on any job going throughout the workshop, your pay would commence at 2/3 per hour and would rise gradually to 2/8 hour.

Trusting that these arrangements would be satisfactory to you and if so, expecting to see you here ready to commence work on Wednesday the 21st April.

Yours faithfully,
WOODASON AIRCRAFT MODELS LTD.
VGJ Woodason (signed)

The letter (above) mentions a returning old employee from the RAF. This was Warren Knight who is featured in two of the photos. The pay mentioned was two shillings and three pence (pre-decimal currency) per hour for an eight hour day . This would work out at about eighteen shillings perday or £7 per week (roughly 10 or 12 dollars). This was about the average industrial wage in 1948. Having just come out of the RAF as an engine fitter on six shillings and six pence per day I considered myself quite well off. Also being paid to do something I loved was an added bonus. At that time Heathrow was being developed as London's airport and Heston was being wound down. No flying was being carried out at Heston but the Fairey company still had a development section there and were working on the "Gyrodyne" (For reference try www.britishaircraft.co.uk/aircraft.html). Although the letter stated my duties would be other than model making, the 3 months mentioned was in fact 3 weeks due to pressure of work on hand. The Farnborough Trade Show (Society of British Aircraft Constructors) was due to take place that September and it was all hands to work.

There were about eight employees working on models and several out-workers, one of whom was "Barney" Barnett. It was he who made the built up fuselage for the D.H.Original (see photos below) biplane (I made the wings) which I think was on the D.H.stand at Farnborough before going to the Science Museum. I can confirm mention of Barney and his motor bike and the "thinners". He was a superb modeller and a very quick builder. With the DH work was an order for a quite large model (about 5-6 ft wingspan) of the DH108 Swallow for the SBAC show of 1948; I don’t know who built it as it was made off site together with an equally large model of the Bristol Brabazon. The top of the wings were cut away to show the coupled engines and drive train. We also had an order for a dozen Bristol Freighters for the company running the Channel Air Bridge (an air ferry for private cars) flying from Southend Airport to France. I built one of the Freighters. Also I and Warren Knight, Frank Bull and Maurice Brett worked on two models for BOAC which were the Vickers Viscount and Bristol Britannia. These were interior layout models consisting of fuselage with Perspex (plexiglass) removable top and stub wings. This was to show the seating arrangements and in flight facilities. I remember Warren made the ladies rest room on the Britannia the rear bulkhead of which was shaped like a shell similar to the Shell logo. There were numerous one-offs such as Mosquito, Lincolns (with Argentine markings) and BE2C’s but I can’t remember who they were for. Warren also made one of the early Handley-Page biplanes of similar vintage to the Yellow Peril.

Another outworker was one who we only knew as Basil. We never saw him but he was much in the same mould as Barney. Before I joined the RAF in 1945, I worked for a model building company called Dagra Engineering. This was part of the many companies run by D.A.Russell who published, amongst other things, the "Aeromodeller" magazine and books including "Solid Model Aircraft" (which featured the photo of Victor Woodason holding a Sopwith Pup and F.E.8) which you have on your web site. He also published the seven volumes of "Aircraft of the Fighting Powers". It was here that I met Frank Bull and Alan Butler (a contributor to the 1978 book, "Scale Model Aircraft in Wood"). Frank was the expert on metal work and painting. Alan was making a Boeing P-26. The photos below show myself (left) with Alan holding the models of the Fairey Battle and Fulmar.

The Chief (at Dagra), as we called him, was Eric V Pullen who had worked for Model Transport Company before the war and knew Vic Woodason. It was he who arranged for me to meet WAM for an interview (Dagra was then too far away at Eaton Bray in Hertfordshire for me to get to). E.V. worked at Triang then (1948) and in 1950 emigrated to the USA. We lost touch after that.

I didn't realise it at the time but WAM as a company was under tight financial contstraints. The premises shown in my photos is obviously not the same as those shown in your earlier photos. They are further down toward the partly disused Airwork premises. The workshop, shown below, shows a general view with Frank Bull working on a model of the Handley-Page HP5 (Yellow Peril). Also in the photo are a completed Wellington and a built up fuselage. On the extreme left is the jig and bundle of stringers which I was using to make a large version of the Wellington (about 5 ft long) incorporating bomb release mechanism and the bomb. These models were used in the film "Landfall" about which I can remember nothing except the shot of the bomb being released. Behind the windows on the left is the showroom where completed models were stored before delivery. Beyond the bandsaw is the partitioned area where the Scammell trucks were built. Photos below also show the Scammell truck model with Frank holding one of these trucks. These were part of an order for Scammell for 150 of these models to be sent to their Agents abroad for demonstration purposes. It was to show the auto coupling and de-coupling device. The models were about 3 ft long, fully articulated and streerable. Cabs were made of alluminium. Later on this area was closed after several people were laid off.

Yellow Peril H.P. 5.

Warren Knight holding Wellington used in "Landfall". Six models were used in the film.

Colleagues I can remember were, as already mentioned, Warren Knight, Frank Bull, Maurice Brett, Tony (the Pole) and about three others whose names I can't remember. One other name comes to mind is that of Tidman (I think Colin) who drew up plans for WAM . I have included a Spitfire plan drawn by him when they operated from 91, North Hyde Lane.

Portion of Mk. Vb drawing in 1/72 scale by Tidman.

The SBAC show was an annual event so there was plenty of work but it usually ended in one great rush during August, so much so that several times we worked overnight to get models finished. This happened on the Handley-Page order. I built an HP19 (Hanley Torpedo Aircraft) and several others such as an Hinaidi.

Handley Page H.P. 19 Hanley built by Howard Furness.

Of WAM himself we saw very little. He gave all his workers great latitude and interfered hardly ever in the building of a model except maybe offer some advice or discuss future orders and who was to build them. I think he became pre-occupied and concerned about the financial situation with pressure from his financial backers. I was quite ignorant about that at the time but looking back I can see there were problems mounting. Model making is labour intensive (at least the way we worked then) and overheads an important factor on the bottom line.

By November of 1949 he announced that he would be moving to premises in Colnbrook (not far from Heathrow Airport). Again my situation was travelling on public transport (by bus) and this move was not on for me. I left in December and joined an architectural model firm in London. They were making a table top model of the Festival of Britain due to take place in 1951. This was a very big job and they needed more modellers. I was surprised to find that several of my colleagues from WAM had also taken a job there. The model was completed by June of that year and was taken to Grosvenor House Hotel (I think) to be shown to King George VI. Shortly after that the firm went into liquidation and I decided that I would make models for a hobby. I took a job in the City of London and became a barnacle on the ship of commerce.

As mentioned, Victor Woodason moved back on the airfield for a short time in the postwar period until the airport closed. The following article describes Woodason's shop location during that period.

Excerpt from the article, "Heston Revisited," in the April 1995 issue of Aeroplane Monthly by Denys Bowring. Mr. Bowring, at the age of 16, started working for Heston based Fairey Aviation at the fitter apprentice school in 1946 and soon was transferred to the Flight Development office. The Heston branch of Fairey performed the final painting and flight testing of airplanes built at the Hayes plant. The Firefly Mk I and Mk IV were completed at Heston. Flight testing was also conducted on the Spearfish torpedo bomber - two prototypes were built and flown. Young Mr. Bowring was laid off from Fairey and, as his story printed below relates, he became a teenage modeler employee with V.J.G. Woodason for 18 months just prior to the closing of Heston Airport. His peek into the workings of the WAM shop tells a lot about the postwar period.

I wanted to stay at Heston. I was a keen modeller and I was lucky to get work straight away at Woodason Aircraft Models, whose factory was the back end of one of Airwork's hangars. My new boss was Mr. V.J.G. Woodason, a quietly spoken silver haired man who made beauftifully-finished exhibition model aircraft. He was always known as "Wam", from the initials of his firm. Woodason Aircraft Models were well known and we became very busy in the run-up to the SBAC show, which was then an annual event. There was a steady trade, too, in models for aairlines offices, travel agents and RAF recruiting offices.

About 20 of us worked there, mostly ex-Servicemen. Some who come to mind are Reg Haynes, a former army aircraft recognition instructor, who regularly had cartoons in aviation magazines. Frank Smith, who had served in the RAF in Mesopatamia before the war, Harry Bartlett, ex-RN, who sometimes ran his motorbike on Wam's cellulose thinners, and "Barney", who once spent many lunchbreaks making a wonderful 172nd scale Brewster Buffalo and then smashed it with a hammer. He had just wanted the satisfaction of building it.

Talk in the workshops often related to sexual experiences in dockside areas of the Middle East, which at that age I found enlightening but difficult to believe. I still do!

There was a destructive brand of humour among the younger model makers. The BBC's daily programme Music While You Work had a different band every day playing non-stop music. The signature tune included some tricky high notes, and most bands missed them. Someone started whistling along with this, off-key, and this infuriated one of the older men, who must have been musical. Most of us latched on to this, and soon, for much of the day, someone would be whistling off-key. The poor chap was very irritated by this, and other things, and eventually there was a fist-fight resulting in several black eyes. The whistling continued with renewed enthusiasm.

One of our number was "Tony" Datkiewitz, a Polish former commando officer. The group put much effort into teaching him English, including a strange collection of obscenities such as "Sank you. You are beeeutiful pees tank" as a response to a favor. He took it all in good part, and went on to become a highly respected modelmaker.

Most models were of wood, with countless coats of filler and primer, painstakingly rubbed down with wet-and-dry paper. Transparencies were moulded from cellastoid. At their best the models were works of art, but shrinkage could cause cracking, and standards sometimes slipped at busy times, but customers seemed happy with the firm's products and came back for more.

We made a large number of scale Avro Tudor Hs for British South American Airways, later merged with BOAC, who must have wondered what to do with them when they got rid of their full-sized Tutor Hs soon afterwards. There were 1/24th Mosquitoes and Vampires for de Havilland, and sectioned scale Vikings for BEA. Then there was a 1/24th "secret" Vickers Viking replacement, the Viceroy. Woodason was asked to design a colour scheme for use on the prototype, but it was not accepted. When it emerged that Earl Mountbatten was the last Viceroy of India, the aircraft was renamed Viscount.

I also recall a Hastings for the Royal Tournament of, I think, 1948. With a wingspan of about 20 ft., it "flew" across the arena on wires, dropping a miniature parachutist who disappered into the blackness, to be replaced by a real man on the ground. This model was built like a light aircraft, with wooden formers and stringers and fabric covering. Getting it out of the workshop was a major undertaking.

I enjoyed my 18 months at Woodason Aircraft Models, but I was destined not to become a top modelmaker. Before Fairey left for White Waltham and Heston Airport finally closed, over-shadowed by Heathrow, my call-up papers arrived. I joined the RAF, Where my height was considered a greater asset than my interests and I became an RAF policeman. I spent 18 months plodding around the closed airfield of Wattisham, seldom seeing an aeroplane.

Photo in April 1995 "Aeroplane Monthly" with the caption: "An aerial view of Heston in February 1946. Fairey Fireflies and the first prototype Fairey Spearfish bask in the winter sunlight as a Dragon Rapide taxies out for takeoff." This is a view looking north-west toward the industrial area bordering the rail line and canal.

There must be a number of existing examples of WAM models, but I have not had much success in locating more than a handful. To start off this section, three examples in the collection of the Science Museum, Exhibition Road, South Kensington are pictured. Incidentally, I highly recommend a visit to this museum - it's usually not prominently mentioned amongst British aviation museums, but the aircraft collection centers on some of the world's greatest airplanes: examples include the Vickers Vimy, the Supermarine S.6B, Amy Johnson's de Havilland Moth Jason, a Mark 1A Spitfire, a Mark I Hurricane, 1912 Cody biplane, 1910 Latham Antoinette, 1916 Fokker E.III, Cierva C.30A Autogiro and others of significance - a replica 1903 Wright Brothers Flyer replaces the original Flyer which was exhibited there until returned to the U.S. in the late 1940s.

Jane Insley, Senior Curator, Engineering Technologies, at the Science Museum helped track down the whereabouts of some of the Woodason models in the collection. Three Woodason models are cataloged in the 1949 publication by the Ministry of Education, Science Museum entitled, Aeronautics, Heavier-than-air Aircraft, Their history and development as illustrated by the National Aeronautical Collection in the Science Museum, Part II, Catalogue of Exhibits with Descriptive Notes. The inventory or catalogue number of each starts with the year of accession. There is some indication that the museum may have had more Woodason models.

82. F.E. 8 BIPLANE, 1915 Scale 1:10 - Inv. 1938-99

From the 1949 catalogue: "The model shown represents a small single-seater fighting biplane with pusher airscrew. It was produced by the Royal Aircraft Factory in 1915, and was superceded in 1917 by more efficient tractor machines. The armament consisted of a Lewis gun controlled by the pilot and arranged to fire ahead." Note that the three Science Museum models were purchased in the 1930s to replace models which were returned to the Imperial War Museum. This model is located and crated at the Large Object Facility at Wroughton, south of Swindon. The photo below was taken by David Brown at Wroughton. It is crated along with some other, larger models. The second photo is from 1938.

From the 1949 catalogue: "This model represents a single-seater fighting biplane, commonly known as the 'Sopwith Pup.' It was first used in 1916." This model is located in the Small Object Facility at Blythe House in Hammersmith (no photo of it at that facility). The photos below are from1938. All of these Science Museum models are pictured in Woodason's book.

From the 1949 catalogue: "This represents a type of military aircraft first adopted in 1926 and later employed as the standard training machine by the Royal Air Force. Since 1932, however, it has gradually been replaced by an improved type, known as the Avro 'Tutor.'" This model is suspended in a wall case in the Science Museum's Flight Gallery at South Kensington; the first photo below is by David Brown and the others are from 1936. The last photo appears in Woodason's book. Note that the 1936 photos do not show any markings on the model as it now appears in the museum.

BOAC SHORT SOLENT in collection of Anthony J. Lawler, Scale 1:66

This lovely flying boat model is all-metal and must be considered a very rare example of Victor Woodason's work. A post-war model. Also see additional example in the following paragraph.

BOAC SHORT SOLENT, G-AHIL in collection of the Solent Sky Museum, Southampton, England, Scale 1:66

Correspondent Glenn Murray has provided several photos of Woodason models and suspected WAM models. The photos below show a Woodason metal cutaway model of the Short Solent which is on exhibit at the Solent Sky Museum, formerly known as the Southamption Hall of Aviation. This model appears to be of similar construction to the Solent shown above and with the same marking. Note that the WAM logo label is prominently displayed on the bottom of the hull. What a beauty!

HANDLEY PAGE HP-42, G-AAXC in the collection of the Science Museum.

This Imperial Airway's HP-42 Heracles in the Science Museum is most certainly a Woodason Aircraft Models example. It is not the same model as featured in the newspaper clipping previously displayed on this page, but is surely a sister model made by WAM. Thanks to Glenn Murray for this photo.

DeHavilland DH-86 in the collection of the Science Museum.

SPITFIRE VB and HEINKEL He 100D-1 in the CollectAir collection, Scale 1:32

These two models were made by WAM during World War 2 and they carry impeccable provenance. The models came in their original WAM shipping box, complete with shipping labels. The pair was purchased by a Mr. G.F. Rice, (George Rice),The Lockheed Aircraft Corporation, Reassembly Division, Liverpool Airport, Liverpool, 19., this address appearing on two labels on the box.

News: I recently acquired a Woodason model of the Blackburn Skua from the U.K. - the model needs some restoration and photos will be posted here in the future when work on it is completed.

Films of Woodason models were used extensively as recognition training aids during WW2. The use of Woodason models in commercial movies is an interesting sideline, however, because the models were usually of a larger size, similar to the air transport models.

The film, "In Which We Serve," starred actors that became well known; it was Richard Attenborough's first movie role. The film starred, and was directed and produced by Noel Coward, the only time he seved as a film director; John Mills also was an actor in the war drama. The film is described: "This engrossing tale about the sinking of British destroyer HMS Torrin during the Battle of Crete is based on the true-life story of the HMS Kelly, a destroyer under command of Lord Louis Mountbatten that sank in the Mediterranean. Three survivors (Noel Coward, Bernard Miles and John Mills) on a raft recount their lives aboard the sunken vessel." The modern DVD cover is presented below.

WAM constructed several scale model Wellington's in 1948 for the movie production of Landfall, an adoptation of the Nevil Shute novel. Photos of the Wellington models are presented above. The biography of Nevil Shute Norway, along with information on his novels (many aviation related), movies and other accomplishments, is given on the website, www.nevilshute.org. The following brief for Landfall appears on this website. Note that the organization has a free lending library. The movie has never been released for video, but a lending copy may be obtained from the Nevil Shute Norway Foundation through it's website.

LANDFALL (1948) Landfall is the second of two Nevil Shute wartime novels that were made into films, although it was not filmed until after the war. It was produced by Victor Skutezsky at Pathe Studios, directed by Ken Annakin, and starred Michael Denison, as the dashing young RAF pilot, and Patricia Plunkett, as the pure as the driven snow girlfriend, barmaid. The film closely follows the book, with the exception of one or two unnecessary twists, and a bit of hokey, period music thrown in. (Remember when almost all movies had at least one singing scene?) It is a good example of Nevil's view of wartime England's "ordinary people doing extraordinary things". It also has some very good shots of the Wellington Bomber which was designed by Barnes Wallis of R100 and Dambusters fame. The Foundation was fortunate to find a copy of Landfall, still in the film can, at Pinewood Studios in the United Kingdom. We were even more fortunate in that the curator there, Mr. John Herron, was kind enough to make a very good quality video tape of the original for the Foundation. Landfall is not available commercially, but is available on loan at any time through the US Branch of the Foundation Lending Library.

Note regarding Landfall: I took advantage of the Foundation's offer and have viewed the "Landfall" movie tape. A very clean copy by Pinewood Studios. Ground views of a real Wellingon are shown. The WAM models unfortunately take up only a few brief seconds; one of the models is blown apart, the severed wing and fuselage falling into the sea. The movie's hero, of course, survives the horrific crash. One interesting sighting in the movie: a few second, bit walk-on part of P/O Hooper is played by Laurence Harvey.

Some additional information with regard to wartime British access to German warplanes. It has been noted that Victor Woodason created a series of German model aircraft for use in recognition manuals and training films and built scale models of German aircrft for use in civilian feature films during the war. There were, however, flying examples in Great Britain of many of the popular German warplanes such as the Me 109, Fw 190, He 111 and the Ju 88 and these aircraft were flown around to many airbases for inspection by military personnel and also were used for photographic and other operational training purposes. The unit was setup at RAF Station Duxford in November 1941 as the No. 1426 (EAC) Flight, nicknamed the Rafwaffe. By the end of 1941, the unit had a He 111, Ju 88 and a Me 109. The Ju 88 came from RAF Station Chivenor whre it had landed, crew disoriented, at night.

The unit's history shows that the aircraft were flown for recognition training photos and sound recordings. During the month of July, 1942, the Two Cities Film Company took some photographs of the Ju88 for use in the film, In Which We Serve; these photos were either used in the film or were used to assist with the painting of Woodason's Ju 88 movie model. I have not been able to distinguish a real Ju 88 from a model in the movie (which is exactly what a good movie director wants).

The fifth base tour of the unit in July, 1942 visited Stations Biggin Hill, Gravesend, Kenley, Redhill, Atcham, Heston, Northolt and Boscombe Down (where test pilots flew the aircraft and the Ju 88 was flown at night for exhaust glare photographs for recognition purposes). The flight then visited USAAF Stations Bovingdon and Molesworth, and returned to Duxford on the 21st of August. Although Woodason was not on Heston Airport in July 1942, he was close by and perhaps saw the Ju 88 when it landed at RAF Heston. Some of the other movie roles for the Rafwaffe Ju 88: During the month of November, the Metro Goldwyn Mayer Film Corporation took some photographs of the Ju 88 and Me 110 for use in the film Sabotage Agent, later named The Adventures of Tartu. During the month of April, 1943, the Ju 88 was flown for photographs for the film The Re-Discovery of Britain made by the Crown Film Unit. In May, 1943, the Ju 88 and He 111 were flown for the Army Film Production Unit who were making a film about the African Campaign. On July 7, 1944, the Ju 88 and He 111 were flown to USAAF Station Polebrook to enable Captain Clark Gable to make an Instructional Film for air gunners. On July 25, 1944, the Ju 88 was flown for the Realist Film Unit who were making the film Tinker Tailor. Official notification was received of the disbandment of No. 1426 (EAC) Flight in January, 1945.

This is the hard cover of the 1978 revised edition of V.J.G. Woodason's 1943 book, "Scale Model Aircraft." Edited,and with additional photos and information, by Peter Halliday and Alan Butler, both professional model makers, this book, at only 64 pages, is significantly smaller than the original with 110 pages. All of Woodason's philosophy and work ethics, personal history (see below) and comments on the wartime recognition program have been omitted. Although of great help to the wood model builder, this 1978 version. although good, is no substitute for Victor Woodason's fine book. Another book on building solid models, Aircraft in Miniature, by British author W. O. Doylend, is highly recommended. This 1957 book also does a thorough job of describing the process of constructing a scale solid model, much in the same manner as the above books.

From GERMAN AIRCRAFT AND HOW TO KNOW THEM by C.H. Gibbs-Smith, Royal Observer Corps - 1943, the "Acknowledgments."

Note: The author of this recognition manual, C.H. Gibbs-Smith. signed a copy of the acknowledgment page for Mr. Woodason and wrote, "The best model maker in the world..."

This is a fitting place to pay tribute to the two men who not only made this book possible, but whose work is to be found wherever Aircraft Recognition is taught or practiced. Both shun the limelight and work for the love of the thing and, with Mr. Peter Masefield, may be said to form the basic trio of those who pioneered the recognition study of enemy aircraft.

Mr. Woodason's models speak for themselves, or rather do almost everything but that. They are indeed perfect of their kind, and his genius for thinking of and interpreting shapes in three dimensions has, to quote one achievement only, provided us with advance renderings of enemy machines long before we capture them. His models often dive at us at the cinema; they are the actors in countless recognition films, and they also form the subject of Mr. Gaseltine's photographs.

Mr. Gaseltine takes the models and makes them into invaluable recognition documents. From the opening of hostilities he has given expert assistance to many branches of war photography, but the specialised presentation of Mr. Woodason's model aircraft is perhaps nearest to his heart. The work of the Gaseltine-Woodason team, thanks to the foresight and generosity of the Directors of Ilford's, is to be found in official manuals, and in hundreds of R.A.F. and Ack-Ack recognition rooms throughout the country; and the Royal Observer Corps has received the finest series of standarised comparative views in existence.

The present writer especially wishes to thank the Directors of Messrs. Ilford, Ltd., for kindly allowing Mr. Gaseltine's photographs to be reproduced; the authorities of the Aeroplane and Flight, and Mr. Leonard Bridgman, for permission to use their drawings; and the Aircraft Recognition Dept. of the Ministry of Aircraft Production for much kindness. Last, but not least, are sincere thanks due to the publishers for their enthusiasm, and the unending care they have taken in face of a very fussy author. C.H. GIBBS-SMITH Harrow on the Hill, 1943.

The Heston Aerodrome was the site of Victor Woodason's shop during much of the 1930s and in the immediate post-war period. The airport was a hotbed of private aviation activity in the pre-WW2 era and became home base to a variety of military aviation operations during the war; the Woodason shop had to vacate the airport during the military phase. It's interesting to locate where Woodason did business on the airfield and to delve into the history of Heston Airport - an airfield that just might have become the current Heathrow had WW2 not interfered.

Sir Nigel Norman (an architect and a member of the Norman Aviation family) and Alan Muntz formed Airwork Ltd. in 1928 to construct a new private airfield in western London near Heston, Middlesex. Opening on July 6, 1929, the new field had a north facing complex of buildings which included a purpose-built control tower, the first facility of its sort. Hangars were constructed on each side of the central facility - a 100 ft. concrete hangar, along with one other, were located just east of the terminal building and another hangar on the west side - a number of individual "lock-up" hangars also were constructed. The photo below shows the airfield soon after opening - there is no custom house. This is the earliest photo that I've found. Perhaps the Hounslow Library could be a source of others taken around the opening.

By 1930 the airfield was approved to have a customs facility, the first unsubsidized airfield in the UK to permit foreign entry - another "first." A 1930 radio facility and airport floodlighting also added to the modern development of this airfield. Heston Airport became a popular departure point for record flights and by 1932 it became an official diversion airfield for Croydon, thereby witnessing operations by Imperial Airways airliners. Owned and operated by Airwork, the airport had numerous flight schools and charter operations and even had a hotel-like facility.

Heston Airport in 1933. Henly's aircraft sales hangar (later to be replaced with a large Airwork hangar) is in the upper area and the Airwork hangar is at the left (west) - note the far left corner of the hangar as this will be exploited later.

Manufacturing at Heston began in 1933 as Comper Aircraft built their Swift line of aircraft.

Comper was taken over in 1934 by Heston Aircraft Company which manufactured the Heston Phoenix in 1935.

New airlines began using Heston by 1935 with significant activity on the grass field. Also in 1935, Airwork built a large hangar, with 200 ft. doors, nearby the terminal on the west side. The Woodason Aircraft Models company would have been operating on the airport by this time.

The above 1938 photo also shows a single-story building extension on the west side of the Airwork hangar (located just east of the terminal/tower). A detail of this building is presented below.

The Napier-Heston racer was by far the most advanced airplane designed and built at the Heston Airfield. The Heston Aircraft Co, Ltd was given the order for its design in the spring of 1938. Constructed exclusively for an attempt at setting the World’s Landplane and Absolute Speed Record, the Nuffield-Napier-Heston J5 was originally conceived by A.E. Hagg of D Napier and Son in 1936. Financial arrangements for the patriotic venture were offered and provided for by Lord Nuffield (the industrialist, Robert Morris, of MG fame).

The Heston project design department, headed by Chief designer George Cornwall, was asked to design a super-fast aircraft intended to recapture the world’s air speed record, then held by the Germans. The racer’s design parameters were to be purposely designed around and powered by a top secret, specially built, blown version of a 24-cylinder, 2,450 HP liquid cooled Napier Sabre engine.

WWII intervened in the development of two prototypes, but one, G-AFOK, was completed, ground run and ready for test flight by June, 1940. The "Racer" made its first and last flight, piloted by Heston’s chief test pilot, Squadron Leader G.L.G. Richmond, in that month. An overheating engine problem brought the flight to a quick close, a hard landing and a write-off. Details of the Napier-Heston airplane may be viewed by Clicking Here. This 1938/39 design is more than up-to-date by today's Reno Air Race standards with aerodynamic features that are modern in every sense of the word. I would like to think that Woodason was contracted to build a model of this sleek craft!

Correspondent Mick West has added much valuable information on the Heston Airport. Mick grew up on the edge of the airport, being 4 years-old in 1948. As a lad in the vicinity of the airport, he had the usual curiosity to explore some of the facilities, even after the airport closed in 1948 (the hangars were continued to be used for manufacturing etc.). Mick states that he saw a large wooden model of the Heston Racer in the Reception Building of the Heston Aircraft Company near the Tower around 1956 - it would be a surprise if anyone else built this model other than Victor Woodason (where is it now?). Since the full-scale Racer was constructed of wood, it is possible (but no proof) that WAM could have been involved with its construction. Mick has done some digging and his research has turned up definitive information on the airport's location and some of its history - this will follow in the Heston Airport Today section.

HESTON AIRPORT AT WAR Beginning in 1939, the Heston Airport became a RAF base (X2HS Heston). For the duration of the war, the base experienced a wide range of military aviation activity. During the late 1930s, an Australian businessman, Sidney Cotton, operated photographic "spy planes" for MI6, using various Lockheed 12As equipped with cameras to detail portions of Germany and Italy while conducting his business. In 1939, this operation, less Mr. Cotton, became the basis for RAF photo units, variously known as Photographic Development Unit (PDU), Photographic Reconnaissance Unit (PRU), "Heston Flight," 2 Camouflage Unit, etc. using Blenheims and Spitfires, and initially operating from Heston. RAF 11 Fighter Group, including Squadrons 303 and 315, flew from Heston occasionally - 315 had Mustang Mk IIIs. Polish Wing Squadrons 302 and 316 did some flying at Heston. Special searchlights, the Tubinlite, were installed on Boston/Havoc bombers for awhile by Heston Aircraft. The 61 and 52 Operation Training Units were at Heston as well as 515 Squadron flying Mosquitos. Numerous units (over 30) were in and out of Heston as the war progressed and near the end, the field was used for mostly communications and ferry flights by both the RAF and USAF. In 1944 the Fairey Aviation Company constructed additional hangars near the old Heston Aircraft facility and used the field for test work - it became inadequate for testing the Firefly and they moved out by late 1947 - the Fairey hangars were visible with the Fairey name until around 1980. Heston Aircraft Ltd., after the war, was engaged in doing conversion projects on the Sea Hornet and constructed a prototype of the Observation Post, a twin-boom aircraft powered by a pusher Gipsy Queen.

Mick West comments: "Above view of Heston Airport is from 'Action Stations #8 Military Airfields of Greater London', by Bruce Barrymore Halfpenny - an aerial view looking West over North Hyde Lane (17June1941). The newish tarmac perimeter track is very obvious (the canal shows up dark, white band parallel is Wentworth Road, not clear if branch filled in)."

It is reported that the Chrislea Aircraft Co. Ltd. moved onto Heston after the war and built the prototype of the "Super Ace" series of light planes, first flying in September 1946; the airplane was later put into limited production at Exeter. The airfield slowly shutdown as Heathrow opened in 1946, with the last operations into early 1948. The prewar tower and passenger terminal at Heston were camouflaged and probably remained so until sometime after the war. They were torn down in 1978. The Fairey hangars remain as warehouse facilities.

Mike Hudson, a Heathrow cargo officer, has supplied this classic shot (below) taken by his late father Frank ( a BOAC Cargo Manager). Although it has a classic pre-war look, it was taken June 9, 1951, 3 years after the airfield closed. This Miles Hawk Trainer(ex RAF Magister) and one behind it were flown in with special ATC permission onto the remaining grass by the hangars, avoiding the gravel pits, for a BOAC Sports day. As you can see the buildings had been repainted from the WWII camouflage by then. The tarmac area in front of the hangars was expanded post war for the engineering companies based there. After the closure, mid-fifties, control line model plane competitions and Triumph TR-2 and TR-3 car rallies were held at weekends on the tarmac, and the airport bar remained in use until the late sixties. Another Miles fixed wing plane is known to have slipped into Heston at dusk autumn 1956, this time without permission, the pilot had apparently lost his way. After a night in the hangars an aerial departure was allowed.

The Skybirds League manufactured solid airplane models in the 1930s; James Hay Stevens of Skybirds was responsible for their plans and it was Mr. Stevens who started the use of 1:72 scale for models. Of interest to this article is the fact that Skybirds made toy buildings also and one of them was called the "Heston Hangar," made of tinplate sitting on a plywood base about 13" in width, with hinged and functional hangar doors. This "Heston Hangar" has appeared in countless photos of model aerodromes.

HESTON AIRPORT TODAY

Only about 2.3 miles from Heathrow, the location of the old Heston Airport is disguised today. The M4 runs right through the middle of the old airfield. The late 1970's Esso road map presented below shows the location of the old Heston Airport (marked by Mick West), it's position relative to Heathrow, and the location of two of Victor Woodason's homes, Grange Farm at 91 North Hyde Lane (this location pointer on the map should be aimed at the intersection of North Hyde Lane and the M4 - the approximate location of the Grange Farm) and 604 London Road in Colnbrook. The old Grand Union Canal, just north of Heston Airport, is shown in blue.

Correspondent Mick West submitted the above Ordnance map from 1945 and comments: "My family moved to Heston from Croydon in 1948 when KLM, my fathers employer, switched to Heathrow. We lived in the neighbourhood at the southeastern corner of Heston Airfield. I used to walk past the derelict shell of what might have been 91 North Hyde Lane (childhood memory not that great!) to get to primary school and later delivered milk to the four new houses there on my Saturday job helping a Job's Dairyman, Mick Church, about 1957. Employment on Heston Airfield, curiously, may have peaked after its closure due to Fairey's expansion into Engineering, Hydraulics and Nuclear. Cranford Lane was finally widened about 1955 allowing buses and trucks to exit westwards from main gates for the first time. My mother worked in Fairey's accounts at Heston in the late 50s, and I recall the immense pride when their Fairey Delta 2 broke the world speed record. The canal system predated railways in Britain but survived through WWII, still horse -drawn - there was accomodation and a school for the bargees children near the north-east tip of Heston Airfield. Around 1955 miniature diesel tractors were introduced to pull the canal boats but the system had declined rapidly by 1960. The canal branch forming the northern boundary of the Airfield was connected with an Army ammunition store in the late 19th century, it is unclear when the branch was filled in."

This same map region, as seen today, is shown below in a satellite photo from Google Earth. Try your hand at outlining the airport's location as would be seen today - use the boundaries given above - it's really quite evident. The Grand Union Canal is very prominent but the canal docks have been filled in. You'll have to guess where 91 North Hyde Lane might have been, the location of Victor Woodason's farmhouse and shop during the war until struck by a fighter from the airfield. Why no development in the northeastern part of the old airport? - this golfcourse was the location of a gravel pit used in the 1950s (rail line was run to it) - the gravel probably used for construction at Heathrow. Mick West states that the pit was later back-filled with dubious material - a social housing project built near the canal had to be abandoned because of leaking methane gas from the pit.

Modern street map of the area. Mick West comments that two streets are named Grange and are located next to the M4 at North Hyde Lane. Reference comments by Victor Woodason that the derelict old house at #91 was being torn down for the M4, thus validating the fact that a search by Mick has not located any private property at #91 today.

The location of Woodason's move to 604 London Road in 1950 is shown below in a modern Multimaps view - Mick West has marked the home's location in Colnbrook (a town just west of Heathrow). It is now reported to be a guest house.

Victor Woodason, writing as "V.J.G. Woodason," and known to his family as "Woody," began building scale model aircraft around 1923 and began a professional career as "Woodason Aircrft Models," WAM, based in Heston, England. This book, although apparently aimed at the young, amateur builder, is, in fact, a very sophisticated and thorough treatise on solid wood model construction and, in the years since 1943, has not been excelled. Woodason outlines some of his work ethics and modelling background; that minor portion of the book is reprinted below (note: All of which was omitted from the 1978 revised edition). The bulk of the book is devoted to construction techniques and is highly recommended to anyone contemplating building a solid wood model. Woodason also devotes several chapters to models as recognition training aids; "Aircraft Recognition - The Use of Scale Models" and "Use of Models by Direct Observation" cover some of the British training methods in recognition at the time of his writing. Quote Mr. Woodason, "An accurate scale model aeroplane contains all the essential features necessary for the study of aircraft recognition. Being solid it may be examined in perspective and, being to scale, its appearance is identical to the appearance of the actual machine seen at a correspondingly greater distance." The British WW2 recognition training program, and Victor Woodason's contribution, is examined in detail on the Friend or Foe? Museum page on this website (see top-left hand column for page links).

The following text is from the first chapter, SCALE MODEL AIRCRAFT.

In the piping days of peace, before we learnt to know the aeroplane as a fearsome bird that could lay such destructive eggs in the homes of all and sundry, the most familiar conception of a model airplane belonged to the genus toy. It was something that imitated the appearance of the real thing, but the closer the outward resemblance, the less likely was it to have practical purpose as regards performance. The sporting models which our youngsters flew in large numbers, even competitively, in the parks, were really glorified gliders, the the addition of an eleastic propelling device. The very fact that these machines were devised to work without the heavy load of an internal combustion motor altered the proportions of their bodies and wings from tthe full-sized prototypes. Nevertheless, they contributed greatly to public progress towards airmindedness, and similar credit bust be given to non-operating reproductions of flying machines in paper and carton cut-out models, as well as the toys and ornaments which symbolised man's growing mastery of the air.

Now, self-propelled models have already a whole bibliography to themselves, but before proceeding to the real subject of this book - scale model aircraft - a little may be said about models which are neither operative nor built to scale. These may be built for the amusement of the constructor or can have a decorative purpose - mounted to form paper-weights or contain a desk cigarette lighter, for example - and therefore belong to the category of toys or ornaments. After this war, the manufacture of aeroplane ornaments, toys and mascots is likely to develop on a large scale. At present, there is a range of metal toys, under one trade-mark or other, which are ideal for children and can be used together with toy aerodromes, tanks, lorries and cars, all built on the same scale. Another very popular type is supplied in kits of parts, every piece being moulded, which have to be assembled and stuck together - an exercise not only entertaining but instructive. Kits are also produced with metal stampings, which one can put together and dismantle any number of times, and here there is enormous scope for a closer approach to realism. The toy aircraft of the future will have to have a close resemblance to a well-known type, with a retractable undercarriage, a cockpit hood that slides back, retachable or folding wings, and moving rudder and ailerons. Even quite small boys are becoming very critical of such details, and their demand should stimulate the toy manufacturers to a little mor ingenuity in this relatively neglected field.

Quite good models can be made in paper and stiff cardboard. Note: Woodason then has several paragraphs devoted to the details of paper airplane construction. At this point, Woodason starts to tell of his background in model building, starting with WWI.

Scale model building has, until now, suffered by the almost total absence of printed instruction, and while there is now a large public interested in it for a variety of reasons, its early beginnings during the first world war sprang from purely practical causes. Scale models were extensively used to investigate the behaviour of wing surfaces and material in flying conditions and thus played their part in the world struggle. During the war years, aircraft design developed rapidly among all the fighting nations, each advance giving superiority in attack or defence to either side in turn. There were gigantic increases in speed, flying range and height, as well as maneuverability, size and firing power. All the details of these new machines, their great engine power and breath-taking exploits were a fascinating subject for boys of my age to follow. Accounts of their technical details and prowess were eagerly read, every illustration faithfully cut out and pasted in albums. I belonged to the most fervent of these aeroplane "fans," and would have been humiliated if anyone could have set me right on the number of enemy machines brought down by a British "ace" or the type of plane that he flew. When the war ended, I was just leaving school and, apart from collecting all aeroplane pictures on which I could lay hands, I used to make my own sketches and workshop drawings of what I imagined to be the component parts as an outlet for my enthusiasm. The more I read about flying, the greater my eagerness to harness my hands to my hobby.

It was about this time that I came across a picture of a model aeroplane, a fretwork production, if I remember rightly. It was not of any particular type, the the immense appeal it made to me is still clear in my mind: here was the very medium in which I could translate my enthusiasm into handicraft by making models of the aircraft that attracted me most. I lost no time in making a copy of this photograph, in wood, and for weeks it was my most treasured possession. The more I looked at it, however, the more I wished it looked like one of the real aaeroplanes I knew about, and the longer this thought remained in my mind, the stonger grew my resolve that I would make my future models like the actual thing. In those days, there was nothing that one could buy in the shops for model aeroplane building; no drawings, no choice of seasoned wood or other selected material, no books - nothing to give one a lead or inspiration. Toy and model ships and railways were catered for and were very populart, but the would-be constructor of model aeroplanes had to seek his material among the scraps in the woodshed. Now, model liners and steam engines could be built accurately down to the minutest screw and flange, they could be operated by steam or clockwork or electric motors, and sets of parts were obtainable from which the veriest tyro could produce results fine to look upon and easy to work. Now, trains and ships make bery good models, and their appeal will always be very wide, but what can be more attractive than a graceful, streamlined aircraft? In those early stages, however, aeroplanes were a tangle of struts and wires, most difficult to reproduce in miniature, which was one reaason why manufacturers of toys andd models fought shy of them. It is a far different picture to-day, when the monoplane is the universally accepted type, and its clean-cut design makes it an easy model to copy on however small a scale.

Do not imagine that the profession of a model aeroplane constructor can be taken up, even now, in the same way as those with at least a generation of development behind them. There is a lack of traditions, due to the limited demand there has been for the services of the handful of pioneers in this line. It may even be said that they themselves created their own market by showing the public, the air transport companies and the aircraft industry what could be done by way of miniature productiojn, and by pointing out to publicity agents and designers how useful scale models could be for thier respective purposes.

For myself, model building began as a hobby, originating from my general interest in aviation, as described above. I was lucky, perhaps, in being apprenticed to the house building trade; for while this was apparantly as remote from aircraft models as baking, my experience as a jobbing carpenter and painter taught me to handle tools and deal with a wide range of materials. Fortune favoured me again, when I tried to turn my pastime to profit, because I was one of the first to take up model-making professionally. Besides, I have never been able to get away from the early enthusiasm which launched me in this work; the striving after realism caused me to spend long hours in studying pictures, photographs and actual 'planes in order to become familiar with the complete character and "attitude" of each type reproduced. Almost as much time was devoted to problems of finish, how to avoid that "painted" look, where any amount of theoretical research always seems to leave endless difficulties in the final execution. Naturally, I always aimed at including the maximum amount of detail in my aircraft and, if genius means the capacity to take infinite pains, I certainly attempte to excel in this respect. I was never satisfied to produce models which just looked like something made of wood, but, by a happy knack in choosing the right materials and applying the same finishes as those used on the actual 'planes, I gave myself the best chance of achieving a lifelike and living result, which was appreciated by my customers.

If thess autobiographical details appear somewhat wearisome, it must be remembered that I am not writing about an industry - I know very little of my competitors in this field - but about the uses of scale model aircraft and how they affected my own career. At all events, I promise not to repeat the offence in the succeeding pages. Let us rather investigate further the origins of scale model construction. It will be remembered that the pioneers of flying were usually practical engineers who designed and built their own aircraft: mostly, they found it helpful to make a model by whose help they could formulate their ideas and work out the proportions of the actual machine. This practice has been continued to the present day and, more recently, models have also been used for actual tests and experiments, besides allowing the "lines" of a prospective aircraft to be viewed from all sides, to try out the effect of various angles and shapes for general appearance and airworthiness. While these data are naturally governed by the facts of gravity and pressure, obtainable by calculation, decisions can very often be made by the eye alone, and thus model building developed side by side with the aviation industry itself. It is quite a long stride to the next phase - the demand for models to be exhibited to the public. Before that could materialise, aircraft had to become populat, particularly as a means of transport. By that time, the aeroplane had accumulated such a number of records and achievements that museums also found it necessary to acquire models; history had been made and must be preserved for posterity.

Long distance flights were the real means of creating general enthusiasm among the public of all countris and, as a result, large numbers of people wanted a model of the machine in which the feat had been performed. The publicity value of these airmen or airwomen was also seized upon by manufacturers of commodities used during such a flight or personally by the pilot, and these called for models to assist their advertising campaigns. Following Amy Johnson's flight to Australia, for example, the makers of an "Amy" biscuit meeded miniature replicas of he 'plane to exhibit in the sindows of the big department stores as an extra draw for the public. When the "Comet" reached Australia in the amazingly short time of seventy hours, the firm that had produced the machine (De Havilland) ordered models of it for presentation to their chief designer, test pilot and all the directors as a commemorative souvenir. These are merely outstanding instances of a fashion that became increasingly popular and, when added to the fondness of private owners for perpetuating the memory of 'planes they had owned, created quite a respectable volume of orders, not only for myself but for other firms, prepared to build models as a side-line.

Everyone knows that the permanent value of these record-breaking adventures was chiefly to accustom the public to the idea that even long-distance flying was a safe and punctual means of transport. A fortiori, Mr. and Mrs. Everyman would argue, shorter journeys were not only quicker but just as safe as other means of travel. Obviously, attacks on records were not really useful for plotting the routes for regular services, but prepared customers for the air liners, when put into service. Ther era of stunt flights was followed almost immediately by a rapid expansion in passenger routes, and here again there was a new outlet for model aircraft to display in the companies' headquarters and booking halls, as well as the windows of travel agencies. For this purpose, sectional models were judged most suitable, such as the fuselage or hull of a flying boat, with the sides cut open to reveal the interior details and cabin arrangements. Travellers intending to go by air were naturally interested in the position of their seats, the design of the chairs, the nature and location of the comforts offered, the space available in the cabin, how far it was from the engines, the accessibility of their baggage. These and other similar details acquire a new importance when a journey of thousands of miles is to be undertaken a few hours hence in their midst, and to picture such homely items as plate racks and other kitchen utensils, miniature serviettes and diminuitive cups and saucers, without detracting from the background impression of airborne freedom, called for an entirely new technique. Imperial Airways appropriated quite a large amount of money to the acquisition of this type, as well as to smaller, complete machines and , further, gave special orders for display on their stands at various exhibitions all over the world, such as the Paris Aero Show, the National Exhibition at Toronto and the Centenary Exhibition at Sidney. At one time, a railway coach was fitted up as a travelling exhibition, where models were, of course, the main attraction, and this was sent on tour about the country. In 1936, when Imperial Airways opened up the new Empire Air Routes and revolutionary types of air liners and flying boats were put into service, the scheme was introduced to the public by a special exhibition at the Science Museum. Large models of thses new machines, prepared in secret, were here shown for the first time, including the Mayo Composite, with its transatlantic seaplane mounted on the back of a large multi-engine flying boat, nicknamed the pick-a-back 'plane. The models included a historical set illustrating the machines used by the Company since its inception.

Scale models have often stepped into the breach where either time or space was lacking to allow the introduction of some projected or futuristic type of machine to be presented for a special occasion. They have served as media for displaying improved finishes or colour schemes to be used on the full-size 'planes and, at British Industries Fairs, manufacturers of parts or accessories used aeroplane models on their stands in order to make it known that their products were among the compnents. These models were often made more attractive by being fitted with electric motors to revolve the propellers, and the cabin and navibation lights were kept burning.

On the historical side, not only was it a frequent practice for aviation factories to present models of their types to museums, but some companies are building up museums of their own, as a permanent record of their share in the development of flying from year to year5, the achievements of the several types being displayed like battle honours. The Royal Flight also has a complete range of models of all the machines which it has used, set out in the Flight Commander's offices. As stated previously, most private owners ordered models of their own 'planes, and these had to be copied accurately, with the colour schemes carefully matched and any individual gadget faithfully reproduced. These models were used to adorn the home, and would be displayed with pride whenever the conversation turned upon aviation. It must be remembered that the actual machine might be garaged at the nearest aerodrome, ten miles or more away, and the enthusiastic owner could get quite a lot of satisfaction out of showing-off an accurate replica in miniature. Veteran pilots will have accumulated quite a collection of models, perpetuating happy memories of all the 'planes they have flown - each connected with some outstanding incident: a forced landing in an isolated spot or an aerial ramble in a foreign country. Among airmen, models have a great vogue as gifts; what finer present could there be for a wife to make to her flying husband than a perfect reproduction of his beloved 'plane? A service pilot often receives a model of his machine as a wedding gift from his flying comrades, and I have often received orders prompted by sentimental motives. My client may have had a near relative killed in the air and will cherish the little replica in much the same way as swords were in former days. Other producers of mine have gone round the world with famous travellers and explorers, out to plan future air services or to deliver a series of lectures whereat the model might serve to illustrate a particularly difficult manoeuvre or some other part of their tale.

In the lean days of the aircraft industry, competition for Government orders, small as they were, was fierce, and manufacturers, anxious to keep their works going, used to have models made of their new types in order to send them in with the specifications and plans. Making these models called for quite a lot of imagination because the real thing was not yet available to copy. It was a case of entering into the designer's mind and translating what one saw there into three-dimensional form without even the aid of essential drawings. When the Air Ministry invited firms to tender for a certain type of aircraft, there is usually a time limit which often means that the designing staff has to work hell for leather to get the necessary details ready. The general arrangement drawings fo an aircraft only become available towards the end, when the final shapes can be decided according to the displacement of loads to be carried, the wing postion and areas needed. It is only then that the outline of the machine is fixed in complete detail, and by that time it would be too late for the model-maker to begin his work. Thus, he has always to think at least one step ahead of the definite information, and this is where training in the judgement of shape is essential in order to visualise, from a few advance drawings, the final goal aimed at by the designer. As this merciless critic looks at a model for the first time, we always scrutinise his expression with great anxiety: if our work has been successful, he develops a boyish grin as he holds our handiwork up and turns it over pensively. He has seen his own mind's picture made concrete, with all the graceful lines and curves shown to advantage, far better than they could ever be on the drawing board. Suppose, on the other hand, that he looks grumpy and frustrated . . .happily, however, such disastrous occasions have been rare.

Public authorities themselves use models for propaganda purposes and the Air Ministry has its own collection in special travelling cases for send round the country in support of various campaigns, such as recruiting for the R.A.F. and W.A.A.F. Local councils find them indispensable for War Savings and salvage drives.

If our inventors and designers of weapons have earned the sobriquet of the "back-room boys," the scale model aeroplane has an equal title to be called the back-room weapon. Even before the year of preparation for the present war, models were extensively used by the R.A.F. for training in aircraft recognition. An accurate model has a great advantage over photogrphs because it shows the correct profiles and angles when viewed form any direction. Models built in different sizes can be examined at different ranges to give not only flying men but also anti-aircraft gunners an idea how a full-size machine would look at various distances. Miniatures of enemy aircraft are used for teaching pilots and bomber-gunners: the model will be equipped with small electric bulbs illuminating a certain arc, representing the enemy's blind spots, and the pilot thus learns the best way of approaching to attack without exposing himself to the full fire of the opponent's guns. Models also fitted with movable control surfaces operated from the cockpit, so that flying school pupils may learn by outside observation how an aeroplane responds to the movements of the ailerons, elevators and rudder.

Photographs from models are particularly useful for recognition purposes, as certain views can be obtained which could never be taken from real aircraft. As for enemy aircraft, models are practically the only means by which a comprehensive idea can be obtained and communicated of some types. Only odd pictures of these being available, models are constructed from this scanty data and pieced together, the camera then provides a complete range of angle views. The scrappy information from which models must be built makes it a job for an expert with imagination in addition to skill. Aircraft recognition films are made for the War Office and Air Ministry with the help of models, whcih are manoeuvered in a manner imitating real flying. As they wheel about the sky and assume different positions, the talkie commentator describes their outstanding features and identification points. Often, where enemy and friendly machines are very similar in size and shape, models of each are used together to teach pupils how to distinguish between them.

Propaganda films made for the Ministry of Information often necessitate the use of models, particularly when an aircraft must be shown to crash or to be shot down in flames. These models are sometimes quite elaborate and may be fitted with electric motors, retrqctable carriages operated by remote control, bomb releases and movable flaps. Even before the war, full-size machines existed in an experimental stage, taking off, flying a very accurate course and landing, all under remote control by radio. With certain limitations imposed by their size, models can be made to do the same, and certain developments, necessarily kept secret, have taken place during the war.

The uses of models would be incomplete without mention of wind-tunnel tests. The only example of such a tunnel, known to the public, is that at the National Physical Laboratory. Here, in the leisurely times of peace, a specially constructed model was put through its paces before a new type was finally approved. Seaplanes have also to undergo trials in a water tank, with facilities for creating artificial storms. Making wind-tunnel models is a highly scientific job, entrusted to experts only. Some firms have their own model making department and even their private wind tunnel, but usually the models are sent either to the N.P.L. at Teddington, where there are also model building workshops, or to the Aircrft Establishment at Farnborough. The N.P.L. models are made from drawings specially prepared for the purpose, all the sections and contours being drawn to the correct dimentsions within one-thousandth of an inch. Templates have to be made from every one of these sections and profiles, and the wood is shaped so that it fits perfectly in the right postion. The wood used is usually mahogany, finished to a high surface with french polish. This wood is specially selected and well seasoned so as to be immune from shrinking or warping. The size of these models varies, but they are usually fairly large and, being constructed of solid wood throughout, they are quite heavy.

Another type of model used for research work is built specially for spin tests. The material is mostly Balsa wood, and they are weighted with lead in certain parts. Models are also constructed of individual components or sections, such as a complete rear end with tail unit and fittings. Some of these are built on quite a large scale, even full size.

The book is divided into many chapters, most connected to the method by which models are constructed. The following excerpts concern some of Mr. Woodason's comments concerning the profession.

How does one start model building? If anyone should imagine that model-making is the right career for a boy who is not good at anything else, he has not grasped the full import of the earlier pages. Enthusiasm for aircraft may go a long way in dissipating the unwillingness to exert body and mind - particulary the latter - which is characteristic of so many boys who are "bad t school," perhaps because they are profoundly bored with the subjects taught. I should be quite willing to give a trail to such a reputed dullard for a limited period, to see whether he had the right stuff in him, but my method would not vary from the time-honoured treatment of apprentices: he would be put on elementary routine work, where he could not do much harm, to see whether he had the patience to make sacrificed for the attainment of skill, i.e., whether his enthusiasm was more than skin deep. Without a good average intelligence, the probationer would fail in this first test and would be unable to make progress, and the third main quality is keenness of observation. Some people seem to be born with a chronic incapacity to use their hands, but the majority, if started young, can be trained to handle tools with fair precision and speed. If satisfactory in these four respects, a youngster is likely to develop into a sound model-maker but, all things considered, it still seems that the top of the tree is reserved to a combination of inborn talent and, above all, luck.

Woodason also states in the chapter, Model Making as a Profession: Not every model-builder, however skilled he may be, can take up model-making as a profession. When you practice it as a hobby, you spend countless working hours on a job to achieve a good result, but if you applied costing methods to your time, the price would be prohibitive. when such an amateur tries to make a living by his hobby, he finds it necessary to make radical changes in his methods; in other words, he must become a quick worker without sacrificing skill.

Aeroplane modelling as a trade can be divided into several distinct categories: making and selling flying models, making kits and accessories, solid scale models and kits, and detailed scale models for the aviation industry. Even if all these activities are carried by the same firm, it will be well to treat them as separate departments.

Woodason writes under the chapter heading,The Future of Model Aircraft Building: In war conditions, it has been found impossible to cater for the public demand for aeroplane models, and the stocks in the shops are practically exhausted. Previously, the industry had made quite a good deal of headway, but at present its plant and cratsmanship is helping the war-effort. In any other sphere, such a long period of dormancy would tend to stifle a demand, particularly one of such recent creation. Where flying is concerned, however, the appetite is likely to become greater by being unsatisfied, and the return of normal conditions will open out a bright future ofr model-makers.

Many pilots and members of air-crews will want remembrances of the aircraft in which they have experienced so many thrills and narrow escapes, and many others will be wanted for presentations and trophies. Collectors will get busy acquiring complete sets of all types used during the war, and museums will also want these, as well as individual machines for commemorating illustrious feats. The reproduction of war-types is likely to occupy the model industry for a considerable time after the war, which will be just as well, for the full-size aeroplane manufacturers will be much too busy changing over from war conditions to think of introducing radical changes in their designs. Those factories from which innovations may be experienced are the war-time specialists in fighter machines - a type much too costly to run commercially - but these are likely to take up some quite different lines of manufacture. In the end, new civilian types are bound to be evolved and put into mass-production, and then there will be something new for model-makers to offer to the public. Quite a number of amateurs will have started on model aircrft during the war and may never have made a machine with other than combatant purpose, but let me assure them that they will find as much, if not more, to interest them in the 'planes of peace. For one thing, they will be able to visit a civil aerodrome as a club member, or as a visitor on a conducted tour, and pay for a joy-ride if desired. After that experience, they will feel much less our of things aerial than in war-time, when you were suspected of spying if you so much as glanced into an aerodrome though a hedge. Meanwhile, the forced incubation imposed upon aviation by the stress of war will give such a stimulus to inland and overseas communications by air that fares are likely to be fixed far below those ruling before the war. The many aerodromes built everywhere for military purposes will facilitate the finance of this expansion, and one of the results will be a still greater demand for aircraft models by the many more people who hve flown in them.

The chapter, Why Build Scale Model Aircraft, starts out: The really successful model-builder must have a real delight in using his hands and manipulating tools and machines. Unless he has unlimited time and funds at his disposal, he must also have an economical mind, ingeniously seeking to utilise every scrap of bought material, as well as household waste like empty cocoa tins, besides devising simplified methods of producing the required results. To produce accurate scale models, it must again be emphasised, one must be able to master the secrets of drawings and blue-prints; if one has the good fortune to obtain the drawings used for full-size manufacture by an aircraft company, one has not only to reduce them to the desired scale, but to discriminate between necessary and unnecessary details, the latter applying only to the real machine, unless one is making a sectional model. Generally, all that is needed is only the general assembly drawing, which gives plan, side and front views and, sometimes, separate view of the top and underside. Some general arrangement drawings, however, are merely diagrams of the aircraft, too vague and inaccurate to be followed, and then recourse must be had for the details to deductions from photographs.

I hope that you have enjoyed the above excerpts as they paint, very descriptfully, the way Victor Woodason viewed the profession of model-making - with integrity and thoughtfulness.