One of my favourite westerns was the Lone Ranger and there are a couple of things have always intrigued me about Kemo Sabe:
Firstly, why was he called the Lone Ranger when he was never alone? He was accompanied everywhere by his loyal Indian friend Tonto (real name Jay Silverheels). Perhaps native Americans didn’t count in the 1950’s?
Secondly, the most baffling thing about the Lone Ranger was that he wasn’t the sort of guy you would miss easily in a crowd. He wore a powder blue skintight costume and a broad brimmed white Stetson, wore a black mask to conceal his face, had a deep baritone voice and rode in a black buckled saddle on a magnificent white stallion called Silver.
Tonto’s horse was called Scout by-the-way.
It was surprising therefore that no one could ever recognise him! Now I’d have thought that word would have got out about someone as characteristic as that. Interestingly the only thing that gave him away usually came at the end of the show and when asked who he was by a cerebrally challenged lawman he would pass the inquirer a silver bullet and then the penny would finally drop. “That was the Lone Ranger,” they would announce as the masked stranger and Tonto galloped off at an impossibly high-speed to the sound of Rossini’s William Tell overture.
The last two weeks of March are an anxious time for the spaghetti farmer. There is always the chance of a late frost which, while not entirely ruining the crop, generally impairs the flavour and makes it difficult for him to obtain top prices in world markets. But now these dangers are over and the spaghetti harvest goes forward.
Since the 1930s there had been various attempts at speeding up postal services. In 1934 for example a rocket was launched over a sixteen kilometre flight path between two Hebridean islands in Scotland with a fuselage packed with mail. Unfortunately the rocket exploded and destroyed most of its cargo, which was a bit of a shame if you had put ten shillings in a birthday card to someone!
In 1959 the U.S. Navy submarine USS Barbero assisted the US Post Office Department in its search for faster, more efficient forms of mail transportation with the first and only successful delivery of ‘Missile Mail’. Shortly before noon on 8th June, the Barbero fired a Regulus cruise missile with its nuclear warhead having earlier been replaced by two official Post Office Department mail containers from the Naval Auxiliary Air Station in Mayport, Florida and twenty-two minutes later, the missile struck its target at Jacksonville.
What an utterly absurd concept and probably only the American’s could waste hundreds of thousands of dollars on such a pointless exercise because it must have been obvious even to a five year old that this was never going to be a commercially viable proposition.
Even so the US Postmaster General declared it a great success and instantly proclaimed the event to be “of historic significance to the peoples of the entire world“, and predicted that “before man reaches the moon, mail will be delivered within hours from New York to California, to Britain, to India or Australia by guided missiles. We stand on the threshold of rocket mail.”
This was probably one of the most wildly inaccurate predictions ever made by a Government official and nothing more was ever heard again of ‘Missile Mail’.
Bill Bryson in “The life and times of the Thunderbolt Kid” sums up exactly why:
“Perhaps it occurred to someone that incoming rockets might have an unfortunate tendency to miss their targets and crash through the roofs of factories or hospitals, or that they might blow up in flight, or take out passing aircraft, or that every launch would cost tens of thousands of dollars to deliver a payload worth a maximum of $120 at prevailing postal rates”
In the world of entertainment the big star of 1959 in the United Kingdom was the plinky plonky pianist Russ Conway who had five top ten hits this year with the first two going all the way to No 1. One of these, Side Saddle, stayed at the top spot for four weeks, and Russ was the top-selling UK artist of the year. On the sheet music chart, three of his compositions were at number one, in total, for over six consecutive months. Russ was a big star and famous as a pianist for having only seven fingers having lost the tip of one of his little digits in an accident whilst serving in the navy.
In world politics Fidel Castro became President of Cuba after overthrowing the corrupt pro-American Government and after getting a frosty reception from the United States, partly because he had closed down the casinos and seized the assets of the American owners, declared his friendship for Russia and established the first communist regime in the western hemisphere.
Now we didn’t just have to worry about the Soviet Union and Eastern Europe and this was going to be a bit of a problem in the future and Regulus cruise missiles were being quickly refitted with their nuclear warheads!
In 1959 there were two important news items that celebrated significant events in British motoring. First of all the southern section of the M1 motorway which started in St Albans in Hertfordshire and finished just a few miles away from Rugby at the village of Crick was opened in 1959.
The motorway age had arrived and suddenly it was possible to drive to London on a six-lane highway in a fraction of the previous time, helped enormously by the fact that there were no speed limits on the new road. This encouraged car designers and racing car drivers were also using the M1 to conduct speed trials and in June 1964 a man called ‘Gentleman’ Jack Sears drove an AC Cobra Coupé at 185 MPH in a test drive on the northern carriageway of the motorway, an incident that started the calls for a speed limit. In fact there wasn’t very much about the original M1 that we would probably recognise at all, there was no central reservation, no crash barriers and no lighting.
The new motorway was designed to take a mere thirteen thousand vehicles a day which is in contrast to today’s figure of nearly one hundred thousand vehicles a day. When it first opened this was the equivalent of a country road and it certainly wasn’t unheard of for families to pull up at the side for a picnic! This first section was seventy-two miles long and was built in just nineteen months by a labour force of five thousand men that is about one mile every eight days.
In 1959 cars were still a bit old fashioned and basic design hadn’t changed much since the 1940s but the new motorway age needed a new breed of car and in August 1959 the world saw the introduction of the Austin Seven, Morris Mini-Minor and Morris Mini-Minor DL 2-door saloons, all with transversely mounted 848cc engine and four speed gearbox and known collectively as the MINI!
The car was designed by Sir Alec Issigonis who had previously designed the Morris Minor and was intended as a small economic family car. The Mk 1 Mini was immediately popular and sold nearly two million units and by the time production ceased in 2000 a total of 5,387,862 cars had been manufactured. Nearly everyone has owned a Mini at some time, I did, it was a blue 1969 model, registration BUE 673J.
Not that all of this mattered a great deal to us however because like lots of families in 1959 we didn’t have a car and dad didn’t even learn to drive until the early 1960s and mum not until ten years after that. His first car was an old fashioned white Austin A40 Cambridge, SWD 774, which was a car with few refinements and even lacking modern day basics such as seat belts, a radio, door mirrors or satellite navigation! There were no carpets and the seats were made of cheap plastic that were freezing cold in winter and if you weren’t especially careful burnt your arse in the summer.
The Cambridge had been introduced in 1954 and was kept in production for two years. It had a straight-4 pushrod B-Series engine with a maximum power output of 42 brake horse power and at 4,250 revs per minute an alleged top speed of 71 miles per hour. Power was transmitted to the back wheels by means of a four speed gear box controlled with a column mounted lever.
It was a big heavy thing, hard to handle, I imagine, and by modern standards hopelessly inefficient, it only managed a disappointing thirty miles to the gallon or so but with a gallon of leaded petrol costing only five shillings (twenty-five new pence) this really didn’t matter too much. I can remember dad pulling into a garage where an attendant put four gallons in the tank and dad handed over a crisp green one pound note! I wish I could do that! Dad always insisted on buying Shell petrol because he thought it possessed some sort of magic ingredient but at one point we successfully nagged him to buy Esso so that we could get the gold and black striped tail to hang around the filler cap to show other motorists that the car had a tiger in the tank!
On the outside it had a voluptuous body shape, lumpy and bulbous, chrome bumpers and grill, round bug-eye lights with chrome surrounds, the Austin badge in the middle of the bonnet and the flying A symbol on the nose at the front. It was a curious shade of white, a bit off-white really but not quite cream with ominous flecks of rust beginning to show through on the wing panels and the sills.
I would like to be able to take a drive in it now to fully appreciate how bad it must have been and with narrow cross ply tyres it must have been difficult to handle. Dad obviously had some problems in this department because he had two minor accidents in it.
On the first occasion he misjudged his distances when overtaking a parked car and clipped a Midland Red bus coming the other way, he was upset about that especially when he got a bill to pay for the damage to the bus. The second occasion was a bit more dangerous when a car pulled out on him from a side street somewhere in London and, with no ABS in those days, dad couldn’t stop the car in time and did a lot of damage to the front off side wing. Fortunately this wasn’t his fault and someone else had to pay for the repairs this time.
After that he had a white Ford Anglia, 1870 NX, which I always thought was a bit chic and stylish with that raking back window and after that he had a couple of blue Ford Cortinas before he moved on to red Escorts before finally downsizing to Fiestas, and back to blue again. My first car was a flame red Hillman Avenger, registration WRW 366J, in which I did hundreds of pounds worth of damage to other peoples vehicles because it had an inconveniently high back window which made reversing a bit of a challenge for a short person.
I remember car registration numbers because this was something we used to do as children. Car number plate spotting was a curiously boring pastime and on some days it would be possible to sit for a whole morning at the side of the road outside of the house and still only fill one page of an exercise book. These days you would need a laptop and a million gigabytes of memory. Ah happy days!
“Ross Tiger” by Grimsby Artist Carl Paul – www.carlpaulfinearts.co.uk
In 1958 Britain went to war – this time with Iceland. The First Cod War lasted from 1st September until 12th November 1958 and began in response to a new Icelandic law that tripled the Icelandic fishery zone from four nautical miles to twelve to protect its own fishing industry.
The British Government declared that their trawlers would fish under protection from Royal Navy warships in three areas, out of the Westfjords, north of Horn and to the southeast of Iceland. All in all, twenty British trawlers, four warships and a supply vessel operated inside the newly declared zones. This was a bad tempered little spat that involved trawler net cutting, mid ocean ramming incidents and collisions. It was also a bit of an uneven contest because in all fifty-three British warships took part in the operations against seven Icelandic patrol vessels and a single Catalina flying boat.
Eventually Britain and Iceland came to a settlement, which stipulated that any future disagreement between the two countries in the matter of fishery zones would be sent to the International Court of Justice in The Hague and the Icelandic Minister Bjarni Benediktsson hailed the agreement as “Iceland’s biggest political victory.“
But it wasn’t the end of Cod Wars because there was a second in 1972 and a third in 1975 when on both occasions Iceland further extended their territorial fishing waters without consultation and continuing to protect these is what keeps Iceland from joining the European Union even today.
I had no idea that when I visited Iceland that I was now there as a resident of the English fishing town of Grimsby which was once recognised as the largest and busiest fishing port in the world. The wealth and population growth of the town was based on the North Sea herring fishery but this collapsed in the middle of the twentieth century and so diversified to distant water trawler fishing targeting cod in the seas around Iceland. The concessions that Britain made to Iceland as a result of the Cod Wars which put these fishing grounds off limit destroyed the fishing industry in the town. It is said that many men who survived the sea came home without jobs and drowned in beer.
Today Grimsby is dominated by the fish processing sector rather than the catching industry. Processors are mainly supplied by over-landed fish from other UK ports and by a harsh twist of fate containerised white fish from Iceland.
There is a National Fishing Heritage Centre in Grimsby which is a museum including a visit on board a real Grimsby Trawler – The Ross Tiger. It’s a museum well worth visiting and the last time that I went I learnt from the guided tour that ironically Grimbarians don’t particularly care for cod anyway and have a preference for haddock which they consider to be a superior fish!
It wasn’t only Grimsby that was adversely affected by the outcome of the Cod Wars and across the Humber Estuary the fishing industry in the city of Kingston-upon-Hull was similarly devastated by the capitulation of the UK Government and also went into dramatic and irreversible decline.
In view of this in a previous post I expressed surprise that Reykjavik and Hull are official ‘Twin Towns‘ but I suppose the arrangement may be an attempt at reconciliation and mutual understanding because this was one of the original principles of twinning which became a popular thing to do after the Second World War as people sought to repair shattered relationships with their neighbours
I have often wondered however what the process was for getting a twin town. Perhaps it was like the draw for the third round of the FA cup when all the names go into a hat to be drawn out with each other, or perhaps it was like the UCAS University clearing house system where towns made their preferred selections and waited for performance results to see if they were successful, perhaps it was a sort of international dating service and introductory agency or maybe it was just a nice place where the Mayor and the Town Clerk rather fancied an annual all-expenses paid trip!
Anyway, the city of Coventry started it all off and was the first ever to twin when it made links with Stalingrad in the Soviet Union in 1944 and is now so addicted to twinning that it has easily the most of any English town or city with a massive twenty-six twins. That is a lot of civic receptions and a lot of travelling expenses for the Mayor of Coventry. Earlier this year I visited another of Coventry’s twin towns – Warsaw in Poland.
Other significant events of 1958 included a revolution in Iraq that overthrew the monarchy, murdered the King and triggered years of instability in the Middle East which continues today; Charles de Gaulle became President of France, which was bad news for those wanting to join the Common Market and Nikita Khrushchev became President of the USSR, who although a liberal by Communist standards was the man who would later approve the construction of the Berlin Wall.
The most distressing piece of news in our house in 1958 was most undoubtedly the Munich air disaster of 6th February when an air crash at Munich Airport in Germany caused the deaths of eight Manchester United players and several club officials and sports journalists.
In 1958 the Manchester United team was one of the most talented in the World and was known as the Busby Babes, which was a reference to their manager Matt Busby and to the average age of the players, which at twenty-four was unusually young.
Manchester United had been to Yugoslavia to play the second leg of a European cup match against Red Star Belgrade. The match had ended in a 3-3 draw and United had won the tie 5-3 on aggregate. In the 1950s domestic league matches were played on Saturdays and European matches were played midweek and there wasn’t the same amount of flexibility around fixtures that there is today and having played the match there was no alternative but to return home to England immediately despite poor weather conditions.
The club had chartered an aeroplane to fly them home but the takeoff from Belgrade was delayed for an hour as one of the players had lost his passport, and then the aircraft made a scheduled stop in Munich to refuel. The plane was a British European Airways Airspeed Ambassador, which was an aircraft that had carried nearly two and a half million passengers on eighty-six thousand flights since it began service in 1952 and had an immaculate safety record.
After refueling the pilot tried to take off twice, but both attempts were aborted. When a third take off was attempted the plane failed to gain adequate height and crashed into the fence surrounding the airport, then into a house, and caught fire. Although the crash was originally blamed on pilot error, it was subsequently found to have been caused by the build-up of slush towards the end of the runway, causing deceleration of the aircraft and preventing safe take off speed from being achieved.
Seven players died immediately in the crash, Roger Byrne, the captain, Mark Jones, Eddie Colman, Tommy Taylor, Liam Whelan, David Pegg and Geoff Bent. Probably the most famous Busby Babe of all was Duncan Edwards who was tipped at the time to become one of the World’s greatest footballers but although he survived the crash he died from his injuries a few days later in hospital.
In 1953 he had become the youngest footballer to play in the Football League First Division and at the age of 18 years and one hundred and eighty-three days, he had made his international debut for England in April 1955, and became England’s youngest post-war debutant. This record was not broken for forty-three years, when Michael Owen made his England debut in 1998.
Matt Busby who was himself very seriously injured in the crash resumed managerial duties the following season and eventually built a second generation of Busby Babes, including George Best, Denis Law and Bobby Charlton (who also happened to be one of the original Busby Babes) that went on to win the European Cup ten years after the disaster in 1968.
As a football fan this was devastating news for my dad who for many years afterwards always remembered the tragedy and spoke fondly of the lost Manchester United team. In a scrap book that he kept at the time he kept the front page of the Daily Mail which covered the story on the next day. The only other two newspaper front pages that he kept were those that reported the assassination of Kennedy and the death of Winston Churchill. That’s how much it meant to him. And he never bought me an Airfix model of the BEA Airspeed Ambassador either.
We remember Manchester United but we should also remember:
In 1957 there was big news on the home front when my sister Lindsay was born but around the world following the excitement of wars and revolutions in 1956 this particular year seems to have been less frenetic.
The Treaty of Rome established the Common Market, which was a deeply significant event that has shaped the recent history of modern Europe. This has become the European Union and has undergone a number of expansions that has taken it from six member states in 1957 to twenty-seven today, a majority of states in Europe. Britain joined in 1973 after a long period of being denied membership by France and in particular the deeply ungrateful and Anglophobe President de Gaulle.
Harold MacMillan became the new Prime Minister of Britain when Anthony Eden resigned over the Suez crisis debacle and this ushered in the baby boomer years of the late 50’s and 60’s when life generally improved for everyone. He led the Conservatives to victory in the 1959 general election using the campaign slogan “Life’s Better Under the Conservatives” and MacMillan himself is remembered for his famous personal assessment of these years when he said,“indeed let us be frank about it – most of our people have never had it so good.”
So was he right? In an honest personal assessment I have to say yes. I was born in 1954 in the years of post war reconstruction and investment and at a time when there was genuine optimism about the future. For me and my contemporaries there was no World War to live through, a free National Health Service, an education system that led to guaranteed employment and an expectation of a long and rewarding life.
My childhood was comfortable if not extravagant, dad had a career in Local Government and mum stayed at home and kept house. There were annual holidays to the seaside, a sack full of presents at Christmas and long glorious summers without a care in the World.
I liked to go to school, even though I wasn’t terribly successful but eventually I was able to progress to University which in 1972 was an achievement rather than an expectation.
After three years of state funded education I started work immediately and followed my dad into a local government career with a guaranteed ‘gold plated’ (according to the anti public sector press these days) index linked pension.
I bought my first car soon after starting work and a first house soon after that, getting loans and mortgages was easy and I soon started to climb the property ladder.
I have two children and three grandchildren . I have never been unemployed, sick or poor and now I am retired from work at sixty years old and hope to look forward to a long and happy life.
So, was Harold MacMillan right in his assessment of life for the Baby Boomers? In my case I have to say a categorical yes!
Four years earlier the Great Smog of 1952 darkened the streets of London and killed approximately four thousand people in the short time of four days and a further eight thousand died from its effects in the following weeks and months. In 1956 the Clean Air Act introduced smokeless zones in the capital.
Consequently, reduced sulphur dioxide levels made the intense and persistent London smog a thing of the past. It was after this the great clean-up of London began and buildings recovered their original stone façades which, during two centuries, had gradually blackened.
By all accounts the summer of 1956 was truly abysmal: rain, hail, lightning, floods, gales and miserable cold. It was the wettest July in London since records began, and August was one of the coldest and wettest on record across Britain, as barrages of depressions swept the country. But there was a silver lining to this cloud and September was such an improvement it was warmer than August, a very rare occurrence, and the rest of autumn turned into a glorious Indian summer.
In the 1950s, as Europe recovered after the Second-World-War, the European Broadcasting Union (EBU) based in Switzerland set up a committee to examine ways of bringing together the countries of the EBU around a ‘light entertainment programme’.
What was needed was something to cheer everyone up. At a committee meeting held in Monaco in January 1955, director general of Swiss television and committee chairman Marcel Bezençon conceived the idea of an international song contest where countries would participate in one television programme to be transmitted simultaneously to all countries of the union. The competition was based upon the existing Sanremo Music Festival held in Italy, and was also seen as a technological experiment in live television as in those days it was a very ambitious project to join many countries together in a wide-area international network.
The concept, then known as “Eurovision Grand Prix”, was approved by the EBU General Assembly in at a meeting held in Rome on 19th October 1955 and it was decided that the first contest would take place in spring 1956 in Lugano, Switzerland.
It was held on 24th May 1956. Seven countries participated, each submitting two songs, for a total of fourteen. This was the only Contest in which more than one song per country was performed as since 1957 all Contests have allowed one entry per country. The 1956 Contest was won by the host nation with a song called ‘Refrain’ sung by Lys Assia.
The United Kingdom first participated at the Eurovision Song Contest in the following year. The BBC had wanted to take part in the first contest but, rather like trying to get into the Common Market, had submitted their entry to the after the deadline had passed. It hasn’t made the same mistake again and the UK has entered every year since apart from 1958, and has won the Contest a total of five times. Its first victory came in 1967 with “Puppet on a String” by Sandie Shaw.
There have been fifty-seven contests, with one winner each year except the tied 1969 contest, which had four. Twenty-five different countries have won the contest. The country with the highest number of wins is Ireland, with seven. Portugal is the country with the longest history in the Contest without a win – it made its forty-fourth appearance at the 2010 Contest. The only person to have won more than once as performer is Ireland’s Johnny Logan, who performed “What’s Another Year” in 1980 and “Hold Me Now” in 1987.
Norway is the country which holds the unfortunate distinction of having scored the most ‘nul points’ in Eurovision Song Contest history – four times in all, and that is what I call humiliating. They have also been placed last ten times, which is also a record!
For many years the annual Eurovision Song Contest was a big event in out house usually with a party where everyone would pick their favourite and would dress appropriately to support their chosen nation. In later years no one ever picked the United Kingdom because the only thing that is certain about the competition is that being the unpopular man of Europe we are unlikely to ever win again and every year there is a ritual humiliation with a predictable low scoring result.
Following Britain’s world humiliation over the Suez crisis it was significant that also in 1956 the Royal Air Force decommissioned the Second-World-War bomber, the iconic Avro Lancaster.
Along with the spitfire this was the most successful British wartime plane and I have my own fond memories of them both because I can remember struggling to assemble an Airfix plastic model of the famous old aircraft.
Although the Spitfire is probably the most famous and the most recognisable of all the British planes used by the Royal Air Force during the Second World War the Hurricane was in fact the principal fighter in the Battle of Britain and not the Spitfire as most people might think.
In 1940 there were thirty-two squadrons of Hurricanes and only nineteen squadrons of Spitfires. They looked similar but there were differences between them and they complimented each other and worked closely together to shoot down enemy aircraft and rule the skies. The swifter Spitfires were best for engaging the Luftwaffe’s fighter planes, like the Messerschmitt, whilst the Hurricanes took on the fleets of bombers like the Junkers and Heinkels.
I can tell the difference between them quite easily because when I was a boy I used to like making model aircraft from Airfix self-assembly kits. The Spitfire was much better looking with sleek elliptical wings, a slim body and a long raking nose. The Hurricane was chunkier with a higher cockpit and stumpy little wings. My first Airfix kit was the Hawker Hurricane and I have to say that for no other reason than this after that it was always my favourite of the two.
I used to buy my Airfix kits from a shop in Rugby called Moore’s Handicrafts which was a DIY and hardware shop but I wasn’t especially interested in the tools and the key cutting service because I liked the train sets and the Scalextric and the Airfix Models but also the little packs of balsa wood that I would buy for 6d or 1/s with real genuine constructional optimism and then take it home and inevitably make a modelling disaster!
In the beginning Airfix was sold in F.W. Woolworth & Co. Ltd. for two shillings (that’s 10p today) and the first in the range, in 1952, was a very small scale model of Francis Drake’s ship the Golden Hind. It was so successful that Woolworths than began to ask for additions to the range and soon Airfix began to produce more polybagged model kits. The famous duck-egg blue Spitfire model appeared in April 1953.
An Airfix kit was notoriously difficult to assemble and the only absolute certainty was that once it was finished it definitely wouldn’t look anything like the picture on the box.
Getting the fuselage and the wings snapped together was usually a fairly straightforward procedure but things quickly became increasingly complicated after that, with fiddly little bits and pieces that required huge dexterity, great precision and unnatural amounts of patience to position into exactly the right place.
I was often a bit over eager at this stage and would prematurely glue the obvious parts together without reading the instructions properly and then realise that some of the fiddly bits needed to be planned for and carried out before the larger parts were put together. Two good examples of this were the propeller on the Spitfire and the tail gunner’s position on the back of the Lancaster bomber which would only turn or swivel as intended if placed in position before permanently attaching the fuselage section together.
What made things especially difficult was the Humbrol plastic cement glue with its curious smell and a nasty habit of exuding the tube nozzle in far greater quantities of stringy ooze than you could ever possibly need for such a delicate operation would end up in sticky white flakes on the end of your fingers or big dollops on the dining room table that would strip the varnish off and end up in a good telling off.
I always found the gluing together part of the operation especially tricky when finally putting the cock-pit window into position at the end and my model was always left with smears on the plexi-glass that if this was a real plane would have made it virtually impossible for the pilot to see where he was flying or to shoot down any enemy aircraft. And thinking about the pilot, one of the most irritating things was to discover that I had got the cockpit in place and the whole thing finished before I had placed the pilot into his seat and there he was rattling around in the bottom of the box along with all of the bits of discarded plastic and the double sided page of incomprehensible assembly instructions.
After the gluing together stage came the painting and this was an equally messy affair with paint dribbling down the fuselage, bits of wool and hair getting stuck on the model and fingerprints in various places where I had tried in vain to rectify the damage. Most of this was a consequence of the fact that I was naturally impatient. Paint came in little tins and it was sensible to let one colour dry before applying the second but I rarely had enough time for that which mostly led to disastrous results.
Finally there was the delicate process of applying the decals which had to be separated from the backing paper by soaking in water and then requiring a most delicate touch to slide them carefully into position on the fuselage and the wings. Sometimes if I was lucky they could be used to cover up the dodgy paintwork but mostly they would end up on first contact in the wrong place and crease and tear as I tried to correct the error.
I finished the Hurricane and the Lancaster to some sort of messy sub-standard but I can recall making such a catastrophe of a bright red Westland Lysander that as soon as it was completed I was so ashamed of it that I immediately consigned it to the waste bin.
Airfix was also popular in the United States, France and Germany, but here the swastika transfers on Heinkels and Messerschmitts were banned.
Airfix model aircraft were an important part of my childhood in the days before computer games and a really significant thing about Airfix was that it taught important life skills like reading assembly instructions that were as deeply impenetrable as the Amazon rainforest and which were useful later in life for dealing with flat-pack furniture assembly.