01/2021

• Page 1

  VOL 20, January 2021

  ISSUE 131

  INFO

• Page 2

  INFO

  EDUARD

  ISSUE 131

  © Eduard - Model Accessories, 2021

  FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!

  This material may only be used for personal use. No part of the text

  or graphic presentations can be used in another publication in any other media form

  or otherwise distributed without the prior written

  permission of Eduard - Model Accessories and authors involved.

  Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.

• Page 3

  eduard

  EDITORIAL

  4

  JANUARY 2021

  HISTORY

  18

  Charles „Chuck“ Yeager

  Spitres over Europe part two

  INDESTRUCTIBLE: Rudolf Berthold

  Issued by Eduard-Model Accessories, spol. s.r.o.

  Mírová 170, Obrnice 435 21

  support@eduard.com www.eduard.com

  CONTENT

  KITS

  BRASSIN

  PHOTO-ETCHED SETS

  BIGED

  RELEASE

  BUILT

  ON APPROACH

  January 2021

  February 2021

  66

  72

  34

  58

  75

  76

  86

  Fw 190A-6 1/48

  Bf 109G-6 1/48

  LAU-10/A ZUNI 1/48

  Mk.20 Rockeye II 1/48

  SE.5a Hispano Suiza 1/48

  AIM-9M/L Sidewinder 1/48

  F/A-18D ATARS 1/48

  101

  TAIL END CHARLIE

  Bf 110G-4 ProPACK 1/48

  FOKKER FOKER! Limited edition 1/72

  Bf 109G-6/AS Weekend edition 1/48

  P-51D-5 Weekend edition 1/48

  P-47D Razorback Super44 1/144

• Page 4

  Dear Friends and Modellers!

  I must confess that I began wring this in-

  troducon to the newsleer back at the end

  of November, immediately aer I nished the

  intro to the November newsleer. My clever

  plan was to put together the introducon

  before Christmas, add a small bit on Donald

  Finlay, write the text to the Spiire Mk.IIa, buy

  some presents, and then just waste my me

  good n’ well unl January 4th. It was a well

  thought out plan that basically worked out,

  except that on December 19th, just as I -

  nished making myself a cup of Flat White and

  prepared to ne tune my intro text, the phone

  rang. Instead of what I was expecng, which

  was the latest on who in the rm had tested

  posive for covid, I was informed that our pe-

  ople were evacuated from the building that is

  our warehouse and mailing department, be-

  cause there seems to be something burning

  there. So, once again, it has been proven that

  ignorance is a state of bliss while the universe

  is actually poinng a gun right between your

  eyes. I le the coee on the table and I co-

  vered the 18km between Litvinov and Most

  in record me, and I arrived at thirty minutes

  aer the call came into the re department.

  There was smoke coming from the warehouse

  poron, and from the ground, it didn’t look all

  that bad. When the black smoke turned whi-

  te, it looked good, under the circumstances,

  but that was just wishful thinking, as it turned

  out. Soon, the re seemed to have found its

  second wind, and spread through the en-

  re oor, destroying nearly one million plas-

  c sprue frames and a four month supply of

  model boxes. In our case, that is really a lot

  of boxes. And they burn real good, too. At the

  moment when the re picked up again, I was

  saying goodbye in my mind to not only all of

  our sprue part supplies, but also other com-

  ponents and nished products that were sto-

  red in the mail area. That is on the rst oor

  of the building, and at the height of the re,

  it didn’t look possible for anything to survive

  there. Fortunately, when the re was exngu-

  ished, it became clear that the situaon was

  much beer, and the losses much less, than

  would have been expected aer viewing the

  whole aair from the outside. No small thanks

  goes out to the reghters, who were able to

  localize the re and keep it in the upper level,

  and to the steel and concrete structure of the

  building hailing from the beginning of the 20th

  century. As the head reghter said, had this

  been a modern industrial building, it would

  have burned right down to its foundaon.

  This building didn’t make it easy for the re to

  spread to other secons, and perhaps surpri-

  singly, there was not a signicant amount of

  water damage, either. The water generally o-

  wed down the stairwells, where, shortly aer

  the re had been exnguished, they looked

  like mountain streams. It may not have been

  crystal clear, but the water was up to almost

  the knees. The end result is that things that

  missed being sent out through the mail sys-

  tem on the Friday before the re, stored in the

  le side of the building, escaped the ames

  unscathed. They may have the disnct smell

  of burned styrene, but hopefully, this can be

  aired out. Items in the mail room proper and

  the retail department suered some damage

  from the water coming down from the upp-

  er oors, but this damage is relavely minor.

  Aer we were given the go-ahead to re-enter

  the building by the re department, we mo-

  ved most goods to the neighboring hall. At the

  moment, remediaon is being carried out on

  both damaged halls, the burned out second

  oor and the ooded rst oor. However, it

  appears that once the building is inspected

  and the electrical wiring is cered, the retail

  and mail departments will be back to normal.

  This week will be dedicated to moving every-

  thing back, and the week aer will be used to

  get the mail room into operaon again, inclu-

  ding the restart of our e-shop. The supply of

  photoetching, masks, Brassins and Gunze will

  be normal. We haven’t got any plasc, or at

  least not for everything, so what will probably

  be aected for several months will be the ca-

  talog of kits. We will supply the new releases

  for the current month and for the one aer,

  in this case, February. Aer that, we will build

  up stock in a ow against me, so rst will

  be items released in December, 2020, then

  November, 2020, and with them, related

  products. So, for example, the Spiire Mk.Ia

  ProPACK, and Spiire Story: The Few will tag

  along with Spiire Mk.IIa ProPACK, being

  readied for February. It will be the same for

  the Mustangs. We have to renew the P-51D-5

  Weekend kit, which was to have been packed

  this week, but who’s plasc went, quite lite-

  rally, up in smoke. So, we need to mould the

  Mustang. And while we will be churning out

  D-5 plasc, we’ll do all of them, including the

  Mustang Mk.IV planned for May. You dig?

  That takes care of the most pressing of

  things, and we can turn to the original con-

  tents of the newsleer introducon. This will

  concern to a large extent, changes that this

  year will bring us. One of our goals, which

  changes are beginning to aect, is the newsle-

  er itself. In November, we iniated an eding

  team made up of myself, Jan Zdiarsky, Jan

  Bobek, Petr Stepanek and Richard Plos. Our

  goal is to improve the aesthec quality of this

  material and bring it up to a printable form.

  You read right. Although paper is today con-

  sidered an outdated medium, there are those

  among us that simply prefer to read things on

  a hard copy. And I won’t deny that I am one

  of them. Computer versions of books were at

  one me considered a great Christmas gi,

  but I, myself, have never read a book on one.

  Mine was inherited by my mother-in-law. De-

  mand for a hard copy of the Newsleer is sll

  there, despite the fact that everyone can theo-

  recally print one o themselves. Or just print

  out the pages they nd interesng. But I must

  admit that geng a printed version of some

  EDITORIAL

  eduard

  4

  INFO Eduard - January 2021

• Page 5

  magazine sll holds some magical feel to it.

  For this reason, we are seriously considering

  pung out a printed version of the newsle-

  er. The plan is basically such that it would be

  printed only for subscribers, and there would

  be no inventory kept. Not that we would be

  worried that it would go up in ames, but

  simply put, we would print as many as would

  be needed to just ll orders. The order for

  the printed version of the Newsleer would

  carry with it some benet. One that is being

  considered is free postage for any order that

  includes the newsleer. The printed version

  would be going out with a delay of a few days,

  as opposed to the instant internet version, be-

  cause, truth be told, we usually nish up the

  newsleer on the day it is released. That will

  likely not change. The Newsleer will, of cour-

  se, remain our main adversing avenue, that

  also will not change. In any case, we will con-

  nue to work on the contents, and on stren-

  gthening the historical component of it. The

  historical arcles are highly valued by readers.

  I also intend to include interviews with peo-

  ple from the worlds of modelling and aviaon.

  People who would be interesng to interview

  and would have something useful to oer

  abound. In fact, I already bought a recorder

  for conducng such interviews, but corona

  threw a monkey wrench into the whole idea.

  Most pilots that I want to interview are now

  in what is considered a high-risk group for the

  virus, and I have no intenon of pung anyo-

  ne at risk. That means that the interviews will

  take o aer the pandemic. There is also inte-

  rest in older historical arcles. We have some

  ideas for that as well, and that is to issue a his-

  torical arcle ‘year book’ that would include

  these ‘historical historical’ arcles. It would

  likely be spread out over several volumes, as

  the source of the arcles has become quite

  rich. We would like to see this come to frui-

  on around the end of the second quarter, but

  it won’t be as easy as it may sound, so please,

  be paent.

  A few words about the revamped Weekend

  Edion line, which aracted a lot of aen-

  on in December’s announcements. Some of

  the reacons expressed the thought that the

  original (we can say ‘current’) Weekend kits

  were inexpensive. Yes, they were. That was

  the idea. The Weekend line is the result of

  one crisis and the intent was to aract mo-

  delers who like to save their money as much

  as possible in mes of such crises. In truth,

  there were no hordes of people scrambling

  to this line. ProPACKS, although more expen-

  sive, have always been beer sellers. I have

  always had the impression that, at best, the

  Weekend line was surviving, but just barely.

  The new Weekend line will ll the needs of

  the mes, based on latest trends, which, of

  course, we, to a large extent, dictate oursel-

  ves. Among other things, the new Weekend

  line will make full use of the skills of our ar-

  sts, Piotr and Adam. I think these two men

  are the best aviaon arsts today, if not the

  best, period. Nothing against the established

  arsts, and especially not against any of tho-

  se living today. Their contribuons have been

  invaluable for the development of our indust-

  ry. Of course, mes change, new technology

  comes, and young guns show up among the

  creators bringing with them something fresh

  and new. The established arsts and develo-

  pers are usually prey much set in their ways,

  and they naturally feel that if they change and

  adapt to new ways, they are somehow betra-

  ying themselves. They resist. So, we value and

  appreciate them, but at the same me, we

  don’t limit those who subscribe to progress!

  Today’s newsleer should include a lisng of

  the Weekend kits planned for the year, with

  the understanding that we reserve the right to

  make changes as necessary. I didn’t think that

  such a change would come so soon. In the ini-

  al plan, we were supposed to release items

  in the rst half of the year for which we had

  a good supply of plasc. That hit an obvious

  roadblock. Now, we have no plasc, and the

  idea behind the assortment of Weekend kits

  that will be available has to go through a fun-

  damental change. I expect that things will be

  much clearer on this front by about March. It

  will be around then, when we will publish our

  release schedule for the line.

  Another thing that was drascally aected

  by December’s re is the BFC Admissions Kit.

  Our plans for the BFC for this year were very

  ambious. Some of these plans will no longer

  be possible to put into acon, and others will

  need to be delayed. As an example, we have

  had a 1:35th scale Sherman ready for qui-

  te some me now. Paradoxically, one of the

  items planned was a cous Obrnice Leo-

  pard, a re ghng tank of the local volunteer

  re brigade. Well, that idea went up in ames.

  To source new plasc at the moment is see-

  mingly not going to happen, but we will make

  the aempt. If we are unsuccessful, we’ll try

  something else. I think there talk about an

  Obrnice Leopard II, and it was a T-34, or a

  T-55? That will require us to look into the ma-

  er.

  In 1:48th scale, we were planning a Tem-

  pest Mk.V and a MiG-21MF in 1:72nd, which

  was to mirror closely its older and larger re-

  lave. It will be possible to release these two

  kits. But when that will be, will also be a lot

  clearer around March. Innovaons will hit

  the club t-shirts, as well. I admit to having so-

  mewhat a dilemma surrounding the club ad-

  missions kit. It surrounds the what-if theme,

  and you probably know what I am referring

  to. I am not sure if we should tone the idea

  down a bit, if not get rid of it altogether. The

  fact is that the historical items, the actual ones

  with actual histories, are usually so strong that

  I have a feeling that they almost dishonor the

  what-if idea. What is your take on this? I will

  be happy to hear your opinions on the maer.

  When we reach a conclusion on this, the BFC

  will be revamped, and it’s quite possible that

  another two admissions kits will be added to

  the range, one in 48th and one in 72nd.

  Another biggie to think about is the events

  calendar for E-day, and others. I fear that this

  year’s calendar will also be on the lean side,

  and right o the bat, we will have to do wi-

  thout the Nuremburg Toy Fair. The February

  event is cancelled. There was an aempt to

  move the event to the summerme, but I

  don’t really see this happening. Either way, we

  will not be aending, and we will just have to

  do without. At the end of January, we would

  like to do another roundtable discussion at

  Vnitroblock, which would be the replacement

  for the press conference at Nuremburg. Un-

  fortunately, this doesn’t look like a live event

  at this moment, either. What will be going

  on in the spring is currently a lile foggy. It is

  not enrely out of the queson that by April,

  things will improve and it will be possible to

  hold some of the tradional spring events. But

  the chances are not great. Vaccine distribuon

  probably won’t help all that much by spring.

  Aer that, June is a lile further o, and with

  it, there is a lile more room for some opmi-

  sm, and I think I can dig some out, carefully,

  from deep within my soul. However, it will

  not be ModellBrno nor Kit Saloon Nymburk.

  Both of these are o the table for the year.

  We will see in the coming years how strong

  eduard

  5

  INFO Eduard - January 2021

• Page 6

  the desire will be to start these back up, but I

  don’t see things as being parcularly rosy. The

  people behind Pilsen are making some noise

  for June, and this is being pondered as a po-

  ssible meframe for PilsenKit. I think the idea

  is sound, and I hope they go for it. This would

  be both far enough away from both E-day and

  the start of the school year that it would give

  them plenty of room for the implementaon

  of the plan. We are certainly crossing our n-

  gers for their success!

  If there is an E-day this year, and there is

  certainly a chance that there will be, we would

  like to push it a lile further again. A radical

  change is our separaon from the SMCzR, and

  by extension, E-day from the Naonal Champ-

  ionship, put on by the SMCzR. There will also

  no longer be a Hobby Category at E-day, which

  was the naonal Championship. This era is de-

  nitely done for, but a new one begins: Czech

  Model Masters. This will be open to all regar-

  dless of club aliaon or naonality, and re-

  gistraon within some organizaon will not be

  a condion. The contest will be governed by

  a simplied set of guidelines. I am not saying

  this will be a yay or nay contest, and it will hold

  on to some rules that stem from those used

  at the year before last’s E-day. The judging

  personnel will also come from the collecon

  of people who judged the Hobby category at

  that event. The awards will be high caliber and

  will be introduced as the year goes on, and we

  will also gradually introduce the categories. I

  make it no secret that we want Czech Model

  Masters to be the height of modelling in not

  just the Czech Republic, but at least in con-

  nental Europe. The associated events to go

  with will come out of the year before last’s

  scheme, with the lectures on Friday and a

  small aviaon day on Saturday. For this year’s

  event, we would like to secure the services of

  several Zlin Trener aircra and an Mi-24.

  The main theme of today’s newsleer are

  new the new ProPACK releases, and so, the

  premiere releases for the New Year. Actually,

  you will be familiar with them, because they

  all have been referenced to in the past. But

  no one has been able to guess so far what the

  secret new release is, and we started that talk

  back at the Q and A session in the pizzeria at

  Artur’s retail outlet last year. And I will con-

  nue to keep that a secret, at least for a lile

  while longer, but I will say that its release date

  is set for December. At least, that’s the idea

  as it is now. But, you know how fragile plans

  can be. It could be pushed to later into 2022,

  but even then, a good me to release the item

  would no doubt be found.

  As things seem to be turning out, ProPACKs

  and new Limited Edion kits might not be

  aected by the re all that much. The January

  releases, including the ProPACK Bf 110G-4 in

  1:48th scale is at the resellers. Unfortunately,

  the current state of this kit in our inventory is

  at a minus 45 pieces, and moulding more is

  just not in the cards for the near future. So, for

  now, it will not be available from our e-shop,

  but we will strive to x this situaon as soon

  as it will become possible. In this case, though,

  this is looking like about the midway point of

  the year. It is similar to both the Weekend kits.

  Both the Bf 109G-6/AS and the P-51D-5 are in

  the minus column, and they won’t be acce-

  ssible through the e-shop, either. However,

  these we do expect to churn out and make

  available through February. They should be

  going back into producon immediately af-

  ter the new releases for February are made.

  We have seventy kits of the Fokker Fokker!

  Limited Edion kit and 137 of the 1:144th P-

  -47D Razorback. In the case of the P-47, these

  also represent the last of the accessible kits,

  and a restock from Platz will take some me.

  The rst kits for which we will be stocking

  plasc will be for February’s new releases. For

  this, we have the ProPACK Spiire Mk.IIa rea-

  dy. This was to have been the rst ProPACK

  release in the new look box. As it is nowada-

  ys, you can’t stop progress, Movement in one

  front invariably leads to progress on another.

  And this applies, at the moment, to the Pro-

  PACKs, which when compared to the new

  Weekend kits, all of a sudden are coming o

  as a bit of a poorer relave, like they should be

  the less expensive line! But they will not be,

  because the me has come for them to put on

  a new coat. This will come through February,

  but you can judge the new look here and now.

  There are two new Weekends planned for

  February, the Ni-17 in 1:72nd scale and the

  MiG-21bis in 48th. The Nieuport won’t be an

  issue, but the more complicated MiG-21bis

  will be. The MiG is put o unl the second

  half of the year. What is not an issue at all is

  the 1:48th scale Do 17 that is being prepared

  under the name Kampfs. The plasc will be

  leaving the Ukraine this week, from ICM, and

  should arrive on me. So, that makes three

  new kits for February. The assortment of new

  accessory items remains unchanged. I would

  like to point your aenon to the Brassin Mer-

  lin III engine, released as ‘Spiire Mk.I Engine’.

  At the same me, we are releasing gin bays

  for the Spiire Mk.IIa. I also suggest a peek

  at the collecon of new LooKs and LooKplus

  sets, with items there for the P-38H and F-

  -14A. Both are designed for use with the Ta-

  miya 1:48th scale kits. Also, you will note the

  ve new decal sheets, mostly covering stencil

  data, with the excepon of the sheet for the

  Fokker Dr.I that deals with the von Richthofen

  brothers. This is under the tle of Die roten

  Flieger, and is for the 1:32nd scale Meng kit.

  This was originally supposed to be a release by

  the now probably permanently defunct WNW

  company. Among the new photoetched sets,

  we have an interesng collecon for the new

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  6

  INFO Eduard - January 2021

• Page 7

  fer you to December’s newsleer for further

  details. The second half of the year also sees

  the coming of a 1:48th scale ProPACK release

  of the Fw 190F-8, and at approximately the

  same me, we’ll bring you the new Camel in

  the Limited Edion kit Biggles & Co. The rst

  ProPACK of the Camel will appear at the end

  of the year. The ProPACK Camels will be sub-

  divided by engine type.

  If you don’t nd all this parcularly interes-

  ng, then you will likely change your viewpo-

  int around E-day. The star of the fall, regar-

  dless of what happens with E-day, will be the

  Trener trainers. This is a beauful project, and

  will result in beauful kits. I will say right o

  the bat that we will not be concerned about

  absolutely every lile detail dierence that

  appeared between the versions. Various GPS

  details and local modicaons are just too nu-

  merous to implement. I am determined to re-

  main calm in the face of the reviews that will

  claim that there are a multude of mistakes

  in the kit(s). My advice to those on a quest for

  mistakes is to take the me to noce what is

  nice and unique about a kit instead of poin-

  ng out errors at all costs. Julia Roberts has a

  large nose, but it does nothing to detract from

  her beauty. The 48th scale development of

  the Trener line is progressing well, and quick-

  ly, and these could be done by the end of the

  summer. For E-day, or at least around the

  planned date of the event, we will release a

  Limited Edion kit dedicated to the Z-126 and

  Z-226. A month later should see the ProPACK

  line of the Z-526AFS. But, I repeat, that’s a

  ways o sll, and the old ‘subject to change

  without prior noce’ thing applies here, too.

  We may also rst release a Z-326/Z-526 Li-

  mited Edion kit. Both of these will be really

  nice, and it makes no dierence which comes

  rst. In the fall, we want to organize a Trener

  Meet, , but we shall see where this might take

  place, whether it will be in Plzen (Pilsen) or so-

  mewhere closer to Prague in the central Czech

  Republic.

  And if all goes well, and for now it appears

  that it will, we may even see the S-199 by the

  end of the year. However, we have learned so-

  C-130H Hercules from Zvezda in 1:72nd and

  for the Spiire Mk.Vc from Airx in the same

  scale. Further, we have sets for the TF-104G

  from Kinec and sets for the Tornado ASSTA

  3.1 from Revell in 1:48th. Then, there’s the

  stu for Trumpeter’s F-100F in 1:32nd. In the

  Zoom line, the new sets for the new Weekend

  kits should not be overlooked, nor should the

  new BigEds and masks be.

  So, let’s turn our aenon to the planned

  ProPACKs and the premiere releases. For the

  rst half of the year, we are preparing the Fw

  190A-5 in the four-cannon version, the Spiire

  Mk.I (Early version) and the Mustang Mk.IV, all

  in 1:48th scale and all in that order. For April,

  we have the kit that was menoned in the last

  newsleer, the 1:72nd scale Bf 109E Limited

  Edion under the name of Adlerangri, based

  on the new Bf 109E developed in co-operaon

  with Special Hobby. The plasc is being supp-

  lied by SH, so there should be no quantave

  issue. In the second half of the year, we will

  release another Bf 109E based Limited Edion

  kit, dedicated to the era prior to the Bale of

  Britain. This model will be a part of the Limited

  Edion release Curych (Zurich) 1937, and will

  the included companion piece to the B.534.

  This will be a model of the Bf 109V-13, which

  is basically the Bf 109E-0. Over the course of

  the second half of the year, we will go into the

  Bf 109E ProPACKs.

  It will be an interesng July, when we will

  roll out our Tempest Mk.II in 1:48th. We’ll be-

  gin with the ProPACK version, because there

  will be a Limited Edion kit based on this mo-

  del released by Special Hobby. The plasc will

  be produced by SH, so here, too, there should

  be no issues in producon. The moulds are

  essenally complete, and the shots will be

  shown through the course of January. The

  rst Spiire Mk.V in 1:48th scale will make

  its appearance in August in the Limited Edi-

  on tled Eagle’s Call, dedicated to the Ame-

  rican Eagle squadrons operang within the

  RAF. Other Limited Edion kits released for

  the Spiire Mk.V will follow, and I would re-

  mething from 2020 when it comes to the ‘if

  all goes well…’ predicon. I am not sure yet if

  this will be in 1:72nd scale or in 1:48th. Which

  scale will get the nod rst will be determined

  in March. If we meet this deadline is possible,

  but we’ll see if we can do it. But rst, we’ll

  need to ensure the release of the secret new

  thing in December.

  The year 2020 will be a tough one to forget.

  It will go down as the year for diculty, bad

  luck and catastrophes. From my viewpoint

  though, the year was not all bad. We came up

  with, and put in moon, a lot of good ideas.

  We managed to, against all odds, put in mo-

  on some interesng events. We taught oursel-

  ves new procedures, and we insgated some

  new processes that even a year ago seemed

  impossible. Financially, 2020 was our most su-

  ccessful year, bar none. True, we managed to

  burn down at the end of the year, but I think

  we are quite capable of turning that around in

  our favor as well. It is now clear that this ex-

  perience is speeding up several aspects of our

  company, and it will bring advancement if for

  no other reason than it has shown us that our

  space is quickly becoming too small for our

  acvies and plans. It’s me to do something

  about it, and build us a new house. I hope that

  this me next year, it will be standing.

  The thing that does sadden me, though, is

  the departure from this life over the past year

  of the people we found so much inspiraon

  in, people who have le a mark in modelling

  in parcular and aviaon in general. They will

  never be forgoen, and long live their memo-

  ries!

  That is all for me for the beginning of 2021.

  May this year be a lot beer than last year.

  Happy Modelling!

  Vladimir Sulc

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  INFO Eduard - January 2021

• Page 8

  S-199

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  INFO Eduard - January 2021

• Page 9

  CAMEL

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  INFO Eduard - January 2021

• Page 10

  ZLIN Z-126

  ZLIN Z-226

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  INFO Eduard - January 2021

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  ZLIN Z-326

  ZLIN Z-526

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  INFO Eduard - January 2021

• Page 12

  OUR THANKS TO THE FIREFIGHTERS

  In recent days, we have received oers of assistance from individu-

  als, companies and state organizaons. We are both very encouraged

  and appreciave of this support. However, we want to dedicate this

  message to all the reghters who intervened in the re in our ware

  -

  house. This was not an easy task and we are aware that some of them

  also suered injuries. We greatly appreciate your work want to ex

  -

  tend our hearelt thanks to every one of you. We wish you a speedy

  recovery. Our thanks go to these re brigades and we hope that our

  list is complete (see below).

  Professional reghter units:

  HZS Ústeckého kraje – územní obvod Most

  - Staon Most

  - Staon Litvínov

  HZS Ústeckého kraje – územní obvod Teplice

  - Staon Teplice

  - Staon Bílina

  HZS Podniku Unipetrol a.s.

  HZS Podniku Severní energecká a.s.

  Voluntary Fireghter Units

  SDH Obrnice

  SDH Most – Rudolice

  SDH Braňany

  SDH Litvínov – obec

  SDH Želenice

  SDH Horní Jiřen

  SDH Meziboří

  SDH Lom

  SDH Hrobčice

  Eduard team

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  INFO Eduard - January 2021

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  INFO Eduard - January 2021

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  * 13. 2. 1923

  † 8. 12. 2020

  HISTORY

  On October 14, 1947 Chuck Yeager ofcially became the fastest man on the planet. Flying

  the experimental Bell X-1 he reached speed of Mach 1,06 and started the supersonic era in

  aviation. The nose of the bullet-like aircraft bore the Glamorous Glennis inscription as a tribute

  to his beloved wife. Similarly named were all his wartime P-51s as well.

  He met his long-life love when as a young pilot moved together with his squadron to the new

  base in Oroville, CA. Chuck was tasked with organizing a dancing evening for the pilots and

  so he attended local USO ofce for some help. And there they met. „She was pretty as movie

  star and was also making more money than I was,“ recalled Chuck later. During the event they

  organised together Chuck also danced with her and, as i turned out, the liking was mutual.

  „I barely understood every third word he spoke, but I sensed that he was a very strong and

  determined person. The kind of man that I hoped to marry one day.” They married shortly

  after Chuck had returned from Europe at the start of 1945 and the couple stayed together for

  45 years until Glennis died due to the cancer.

  From sickness to mastery

  It is quite interesting the man, who became one of the most famous pilots in the world with

  more than 10,000 ying hours logged had a nausea problem at the start of his career.

  He learned it while serving as crew chief of an AT-11. Yeager took the backseat as the pilot

  practiced landings, and shortly discovered the misery of motion sickness. He was young aircraft

  mechanic but looked for something more enjoyable and thanks to the Flying Sergeant progra-

  mme he got the chance, as the age limit was lowered from 20 to 18 years for pilot training

  application. He was still sick during rst ights but overcome that weakness thanks to excellent

  physical shape and received the pilot badge in March, 1943. During advanced and combat

  training he ew the P-39 Airacobra with 363rd Fighter Squadron of 357th Fighter Group

  and apart of many struggling young pilots mastered the tricky aircraft. „He was the best of us

  and became an benchmark for any newbie in the squadron,“ recalled one of colleagues later.

  The ace in one day

  The 357th Fighting Group moved to England just before Christmas 1943 aboard Queen

  Elisabeth ship to become part of 8th Air Force. Receiving P-51 Mustang, Yeager did not hesi-

  tate to put the Glamorous Glen on its nose as the tribute to his than ancée. He started combat

  ying in February, 1944 and achieved rst victory on March 4 during the Berlin bombing ride

  escort. His eighth mission was to be his last for a long time, as he was shot down during combat

  with three Fw 190s. Yeager bailed out and hid himself in woods to avoid being captured.

  A French woodcutter found him and helped him to contact the French resistance movement.

  With their help Yeager reached Spanish borders on March 30 with two fellow American avi-

  ators, although they were chased by German soldiers searching for them on ground and from

  air using Fi 156 Storch. It was not rst time for Yeager to use parachute. During the training

  ight his P-39 caught re and he had to bail out, suffering a back injury, which kept him in

  hospital for some time. Once back in England Yeager tried hard to overcome the rule, which

  prevented any shot down returnee to y over the enemy territory again. There was a dan-

  ger one could reveal information of the French resistance if shot down again. Finally, Yeager

  succeeded thanks to understanding of General Eisenhower. Chuck repaid the mighty Allied

  Forces commander his faith abundantly. He got P-51C which he named Glamorous Glen II, but

  soon received new P-51D Glamorous Glen III. He scored ve kills in one day on October 12,

  1944 (all victims were Bf 109) and became an ace in one day hero. He nearly repeated the

  achievement on November 27, shooting down four Fw 109s. But prior to that, he encountered

  Me 262 during the escort of B-24. German jets of Komando Nowotny unit stroke at Mustangs

  of 357th FS after they had leaved the bombers in safe zone. One of the Me 262s red at

  Yeager but missed and Chuck was given a chance to bounce back after evasive manoeuvre

  in steep climb. He hit the jet several times, but it escaped in clouds. Yeager found himself se-

  parated from the group, so headed back and spotted the Me 262 approaching the air base

  at Achmer. He charged at the German and shot him down despite erce ak defensive ring.

  CHARLES „CHUCK“ YEAGER

  The breakage of sound barrier is one of the prominent miles-

  tones in aviation development. The “invisible devil” preventing

  the aircraft from reaching higher speeds, was a challenge for

  both engineers and pilots. Charles “Chuck” Yeager is famous

  to the world as the rst supersonic man, but there is much

  more behind his lifework.

  Charles Yeager with Bell X-1 Glamorous Glennis, the rst aircraft breaking

  sound barrier in horizontal manned ight.

  photo: USAF

  photo: USAF

  Author: Richard Plos

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  INFO Eduard - January 2021

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  HISTORY

  the YF-100, he was also one of the rst to conduct ights with XF-104 and many other aircraft.

  From September 27 to October 5, 1953, he was also member of team evaluating captured

  MiG-15 at Kadena AB, Okinawa. He was always the rst pick for engineers and designers

  when they needed proper pilot´s report. Yeager was precise and able to notice important

  aspects of ight. After those seven „golden years“ as he recalled this era, he returned to

  the duty of military pilot and moved to Europe as commanding ofcer of the 417th Fighter

  Bomber Squadron, based at Hahn, West Germany. The unit was ying F-86H Sabres. Yeager

  returned to USA in 1957 and took over the 1st Fighter Day Squadron at George AFB. The unit

  was considered “elite” within Tactical Air Command because of its supersonic F-100s.

  As a Full Colonel Chuck returned to the Edwards AFB in 1961 as the deputy director of

  ight test. The following year he took over as commander of the new USAF Aerospace Re-

  search Pilot School (ARPS) designed to prepare military test pilots for space ights. He became

  a mentor of the future astronauts, although he was never given a chance to join the space

  programme. The reason was lack of academy degree, but he did not regret that too much,

  because the idea of ying with something he could not control was odd to him. The NF-104

  was something different for him. This aircraft equipped with additional rocket boosters was

  intended to enable future astronauts to get as close to the space as possible and give them the

  experience of zero gravity when ying on ballistic arch. Yeager ew this beast for rst time

  without problem and managed to reach 108,000 feet (33 000 m). During the second ight the

  aircraft pitched up and fell to the at spin at 104,000 feet. Yeager struggled to recover the

  airplane and nally gave up and ejected. He was seriously injured because of his pressurized

  suit malfunction. The injury kept him in hospital for six weeks.

  The next stop for Colonel Yeager was 405th Fighter Wing based in Philippines. He com-

  manded ve squadrons there. Two tactical bomber squadrons ying B-57s in South Vietnam,

  a squadron of F-100 ghter-bombers based in Taiwan, a pair of F-102 air defence squad-

  rons at Da Nang and detached units located at Udorn and Bangkok, Thailand. Chuck was

  visiting the squadrons on regular basis and ew with them operationally. With B-57 he added

  127 ights to his combat record from WWII. After stint at the Kunsan AB, South Korea, he

  returned home and was promoted to the rank of Brigadier General. His next stop was Europe

  again, where he returned to take over the 7th Air Force commander´ duties in July 1969. Two

  years later he was named U.S. Defense Representative in Pakistan. Another two years later, in

  1973, he returned home to become USAF Director of Aerospace Safety at Norton AFB, CA.

  The end of his service was closer and closer and on February 1975 he made his last military

  ight in F-4C Phantom II. When he climbed out of the cockpit that day, he had accumulated a

  total of 10,131.6 hours in some 361 (!) different types of military aircraft. Three days later he

  completed his service during ceremonies at Norton AFB.

  Rest without a rest

  After the release of The Right Stuff book of Tom Wolf, Chuck Yeager became international

  celebrity and the movie of the same name further reinforced that status. Chuck even played

  a small act in the movie, portraying the bartender in Pancho´s Happy Bottom Riding Club. The

  demand for public appearances, lectures and interviews was endless. Also, his advice has been

  much sought after by the government, NASA, or the aerospace industry on a wide variety of

  issues. He was also part of the team investigating the Challenger Space Shuttle disaster. During

  the time after the active service he received numerous awards, spent time shing and, of cour-

  se, kept ying. He settled several records and being a well-known celebrity, he also agreed to

  do a promotional activity, like the one for Chevrolet Corvette. He was also cooperating with PC

  games developers, two of the games bearing his name (Chuck Yeager Advanced Flight Trainer

  and Chuck Yeager´s Air Combat). He made quite a fortune by that (estimated asset of 1,5

  million dollars), but, on the other side, the money caused problems in relationship with his four

  children. Chuck Yeager gave up ying in 1997 at the age of 74 but was t enough to enjoy

  a ride in F-15D in 2012 as a celebration of 65th anniversary of his record ight.

  The sound barrier breaker, double ghter ace and well-respected leader died on Decem-

  ber 8, 2020, but the name Charles Yeager will stay in aviation history forever.

  There were 12,5 aerial victories on Chuck´s account when his tour ended after 64 missions

  and 270 ight hours own. He was heading back home where he arrived in January 1945.

  Chasing a demon

  After his return Yeager married Glennis and served as the ight instructor at Perrin Field,

  TX for some time. But there was a rule the shot down and returning pilot was given the right to

  serve at the base of his choose. As the young couple awaited their rst child to be born, they

  decided to move closer to home and the Wright Field AFB was their choice. It was the R&D

  centre of US Air Force and Chuck could not have better hand regarding his future… He was

  tasked with checking out all the aircraft coming out from the maintenance, so he was ying

  almost every ghter on the ight line. He demonstrated such exceptional skills that he was

  selected to y in air shows as display pilot. He was also noticed by Colonel Albert Boyle, who

  decided to give him a chance in his „best of the best“ group of military pilots of Flight Test Divi-

  sion. As Chuck was only high school graduate, he found quite a challenge to talk to advanced

  academics but, as he remembered later: „Because of my ying ability they took mercy on my

  academics.” In June 1947 Colonel Boyd chose Yeager as the man to break the sound barrier

  in rocket powered Bell X-1. The reason Yeager was chosen was because Boyd considered him

  the best “instinctive” pilot he had ever seen, and he also knew Chuck had extraordinary skill to

  stay calm in stressful situations.

  Yeager made three glides with XS-1 at Muroc AFB prior to conducting rst powered ight on

  August 29. During his eighth ight on October 10, he lost pitch control, as a shock wave formed

  along the hinge line of the X-1 elevator at speed of Mach 0.997. The problem was solved by

  modication allowing the small changes in angle of incidence of horizontal stabilizer. The modi-

  cation worked and then the October 14 came! The X-1 with Chuck Yeager in cockpit released

  of B-29 and steadily accelerated up to the Mach 1,06. „The invisible demon“ was broken!

  Chuck Yeager became a star, the fastest man on the planet and Collier Trophy holder. There

  is also the story of two ribs broken just two days prior to the ight as Chuck fell from horse, and

  about the broom shaft to be used as a help for him to close the X-1 door, as the pain prevented

  Chuck from doing so normally. But that is all well-known story thanks to The Right Stuff movie…

  Commander

  Chuck Yeager proceed as the test pilot ying X-1A, X-3, X-4, and X-5 at Muroc. He moved

  to the Edwards AFB later, continuing with aircraft testing. He was one of two pilots evaluating

  Chuck Yeager ew F-15D as part of the celebrations of his sound breaking ight´s

  65th anniversary. He was 89 then.

  photo: Master Sergeant Jason W. Edwards, US Air Force

  photo: USAF

  photo: USAF

  Flying P-51D-15NA Glamorous Glen III, Yeager managed to shoot down ve enemies

  in one day and also was victorious in combat with Me 262.

  Chuck Yeager in cockpit of NF-104.

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  INFO Eduard - January 2021

• Page 16

  HISTORY

  The air base at Portreath, to where No.313 Squadron relocated from Lecon-

  eld on August 26th, 1941, was located on the coast of the southern English

  County of Cornwall, about 20km northwest of the port of Falmouth. It was

  situated on a coastal cliff three hundred feet above the ocean and had four

  asphalt runways. ‘Particular attention needed to be paid to Runways Number 3

  and 4, which ended abruptly at the cliff overhanging the ocean.,’ recalled Fran-

  tisek Fajtl. ‘Crashing into the rocks or the rough waters down below would not end

  particularly well for neither pilot nor airplane.’

  1

  No.313 Squadron, newly based and converted onto the Spitre Mk.IIa,

  were integrated into the higher level Portreath Wing. During the timeframe

  spanning from August to October, 1941, it was composed of the following:

  No.66 Squadron at Perranporth (commanded by S/Ldr Athol S. Forbes, DFC),

  No.130 Squadron at Portreath (S/Ldr C. J. Donovan) and No.313 Squadron,

  also at Portreath (S/Ldr Gordon L. Sinclair, DFC and S/Ldr Josef Jaske). Each

  of these three squadrons that made up the Wing were equipped with the

  Spitre Mk.IIa. They also worked quite often together with No. 263 Squadron,

  at the time ying out of Charmy Down with the twin-engined Whirlwind Mk.I.

  The Portreath Wing was commanded by the experienced ghter pilot and ace

  from New Zealand, W/Cdr Minden V. Blake, DFC.

  Portreath conducted offensive operations against targets in Brittany and

  Normandy in occupied France. No. 10 Fighter Group, which was a component

  unit, had a total of four Wings: Portreath, Exeter, Ibsley and Middle Wallop,

  which supported one another during similar operations, and No.313 Squadron

  would soon take part. It conducted its rst ghter sweep over enemy territory

  on August 31st, 1941. Eleven Spire Mk.IIa ghters took off from Portreath at

  0930h, led by S/Ldr Gordon L. Sinclair, DFC. Soon after, the pilots set down

  at Predannack, which was the starting off point for the entire action known as

  Gudgeon 4. Take off for France occurred at 1415h. The task of the squadron

  was to y rear cover for six Blenheim Mk.IV bombers that were to attack an

  aireld at Lannion. This responsibility of the Wing also involved the participa-

  tion of No.130 and No.263 Squadrons.

  No.313 Squadron Spitres circled at an altitude of 4,500m and at a di-

  stance of 30km off the French coast. They then safely escorted their charges

  home. Landing occurred at 1545h. No enemy aircraft were encountered, and

  so No.313 Squadron conducted their rst sweep without having red off a

  single shot.

  2

  A sweep that was conducted on September 28th, 1941, was a substantially

  more dramatic affair. On this occasion, the unit was escorting a quartet of

  No.263 Squadron Whirlwind Mk.Is on an offensive mission dubbed Mandolin.

  This time, the target was an aireld at Morlaix, about 52km northeast of Brest.

  This mission also required the escorting Spitres to take part in the actual

  attack on the target.

  The Whirlwinds left the ground at 1415h from Portreath, followed ve minu-

  tes later by the Spitres.

  A heading of 154

  o

  put them in line with Morlaix, just past the horizon. The

  purpose of the mission was to take out reconnaissance Ju 88s based there.

  These enemy assets were making life difcult for the British Royal Navy, ying

  reconnaissance missions over the Bay of Biscay and relaying positional infor-

  mation to German submarines.

  Spitfires over Europe

  No.313 (Czechoslovak) Squadron, RAF

  Part Two: The Spitfire Mk.IIa

  AUTHOR: JIŘÍ RAJLICH

  P/O Vaclav Jicha in front of his Spitre Mk.IIa P8367

  (RY-E) at Portreath airbase. (author’s collection via V. Kruta)

  The national ag was own at the bases from which

  the Czechoslovak squadrons operated.

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  INFO Eduard - January 2021

• Page 17

  HISTORY

  ‘At 1425h, we left the British shoreline at a height of 5m….’ recounted the

  Flight Leader B F/Lt Stanislav Fejfar in his logbook, ‘Just above the water, at

  heights of three or four meters, and on a heading of 145 degrees, we headed for

  France. You could see nothing, just water and more water, and you felt as though

  you could reach out and touch the whitecaps. The minutes seemed to turn into

  hours, as the monotony of the water’s surface was somewhat tiring.

  At 1450h, an alert came in the form of a small structure on the shore, a light-

  house. This prompts you to set everything: engine RPMs, gunsight, gun charging,

  and you go over everything. Everything’s good to go, and so you go on with the

  task at hand….as low as possible, between trees, practically taking the roads

  of the villages and towns, escorting the attack aircraft at the highest possible

  speed…

  ‘You could see the waving inhabitants of the towns below, French men, women

  and children, who could see the British markings on our wings, and they knew that

  in the direction that we were going, there was a German aireld, and that we

  were bringing them greetings. We, ourselves, were greeted by anti-aircraft re.

  You could see red and white lines all around you, so well-known in France, from

  tanks. You couldn’t even re back under these conditions, and in no time, you saw

  that the Whirlwinds had completed their tasks and were making for home. You

  turn to do the same, but you notice that you are being attacked by a twin-engined

  aircraft, a Messerschmitt Bf 110. You re, but you can’t tell if you are successful.

  There’s no time. And then you hear ‘I have to set down….here…give my wife my

  love…later, boys….and the radio goes quiet…’

  3

  The Germans put a lot of effort into their preparations for the welcome. The

  yers literally put their necks on the line, and once again, it was clear that

  these ground attack missions were among the most dangerous of all. No.313

  Squadron came back home between 1535 and 1600h without missing anyone,

  but two of her pilots were extremely close to being trapped on the wrong side

  of the English Channel.

  After overying the French coast in the vicinity of Plouescat, the Whirlwinds

  climbed to an altitude of 150m. Then, they dropped down to ground level and

  let go with their 20mm cannon. The Germans responded in kind at virtually

  the same instant.

  The pilot of one of the Whirlwinds (P7041), S/Ldr Thomas P. Pugh, DFC, with

  two salvos hit a Messerschmitt Bf 109 parked at the south end of the strip. As

  he ew over the eld just above the ground, he also managed to score hits

  against a loaded fuel truck at its north end. He made it, although not without

  taking rounds from enemy return re despite ying so low, indicating that the

  defensive gun positions must have been in elevated positions.

  And yet he came back! F/O Karel Kasal after the lucky return from the attack on Morlaix on Sep-

  tember 28th, 1941. His Spitre Mk.IIA P8259 (RY-T) returned without the right wing tip which had

  been hit by the airport AA gun re. The aircraft has been in the squadron inventory since August 13th,

  1941 when the re-equipment to „twos“ (Mk.II) started until November 3rd, 1941 when re-equipment

  to „ves“ (Mk.V) was completed. (K.Mrazek).

  Combat Notes: Pilot Precautions

  Prior to an Operational Flight:

  1. Mae Wests should always be carried on an operational ight.

  2. In the event that your own parachute is not available due to repairs or airing

  out, the use of another unit requires conrmation that the belts are of necessary

  length. This should not be done at take-off!

  3. Similarly, the seatbelts should be checked that they are not too short, and until

  this is done, your aircraft is not ready for ight. It is too late to do this once the

  take-off signal is given.

  4. Prior to taxi, ensure that the oxygen supply is not off to prevent issues once

  in the air. It is best to have the groundcrew ensure that the oxygen is on prior to

  your mounting the aircraft.

  5. Wear your overalls, gloves (long), ying boots and goggles. These items have

  saved many pilots from serious burns, and otherwise.

  After Take-Off

  6. If possible, y at low rpm and with the mixture set to lean. This will save on

  fuel.

  7. Prior to ying into cloud cover, conrm your course. That way, if you get disori-

  ented, you will know your approximate heading should you descend alone.

  8. Constantly monitor your heading and time, so that you know your approximate

  location, especially above the clouds in case you need to descend (for reasons

  of combat, technical difculties etc.) so that you are aware of your direction to

  base.

  9. Prior to climbing to high altitudes, have your oxygen turned on on the ground.

  Do not rely on your physical condition. At altitude, monitor your oxygen equip-

  ment.

  10. Flying through clouds, ensure that the speed indicator heating is on to prevent

  the tube from freezing. If it freezes, your speed will read as zero, and that is

  very disconcerting, especially while in a cloud.

  11. Always look around you, especially against the sun. You never know when

  you may be attacked. Maintaining a loose formation allows you to keep looking

  around yourself.

  12. If you cannot keep up with your formation, or you must break off or you get

  lost during combat, never try to catch up to the formation. Don’t lag too far be-

  hind, as the lone plane is a lost plane. Drop down to ground level and head for

  home. At low levels, and especially over the shorelines, constantly check behind

  you to make sure you are not being observed. Pilots have been shot down, even

  at low level, because they thought they were safe, on their way home.

  13. Make sure your guns are set to FIRE when entering airspace where combat

  with the enemy may be expected. If you are carrying a gun camera, set it to

  ON. Get used to wearing your goggles, as they have saved the sight of many

  pilots (from re, shrapnel, etc.).

  14. If you know you are going into combat with the enemy, set your rpm to 2850

  and set your mixture to rich. Turn on your gunsight and turn your oxygen to full.

  Don’t re your weapons too early.

  15. Watch the sun, escape towards the sun and attack from the sun.

  16. When you attack an aircraft, be mindful of the fact that you, yourself, could

  also be attacked.

  17. Should you need to bail out of your aircraft at high altitude, take several

  deep breaths from your oxygen system before you do. Try and open your para-

  chute at lower altitudes. The enemy is not particularly sentimental, and has been

  known to re at pilots who have taken to their chutes.

  18. If your aircraft suffers hits over the ocean, try to get as close to the shore as

  you can.

  19. If you need to ditch in the sea, set your aps and landing gear to the UP

  position and open your canopy.

  20. Over water, give preference to bailing out of your airplane over ditching in

  the sea. The sea is often rough and the ditched aircraft will sink quickly. If you

  spot a surface vessel, give preference to bailing out near it, rather that ditching

  near it.

  21. In the event that you need to ditch in the sea, contact ground control if po-

  ssible, so that they can get a x on your position. Help will come quickly. Ignite a

  smoke marker prior to leaving the aircraft.

  22. If you see a comrade ditching in the sea, or descending by parachute, inform

  ground control. Fly over the location of the event and inform and request ground

  control to get a x on your location (preferably at a higher altitude for more

  accuracy xes). Fly over the site and watch your fuel. If possible, do so until you

  are relieved by another aircraft

  Another Bf 109 found itself in the sights of Sgt. Dimblebee and Sgt. King, and

  the same aircraft likely garnered the attention of the commanding ofcer of

  No.263 Squadron himself, W/Cdr Arthur H. Donaldson, DFC, AFC. Dimblebee

  came through without a scratch and King received one bullet hole, but Donald-

  son counted three cannon hits. One of the rounds took off the canopy of the

  plane he was ying, P7044, and caused him bloody and painful wounds to

  his head and arms. He lost consciousness, but his plane remained airborne and

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  INFO Eduard - January 2021

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  HISTORY

  Types of Offensive Operations Conducted

  by Fighter Command

  Circus

  Small formations of bombers (initially predominantly made up of Blenheims,

  and from 1942, Bostons) were in these operations escorted by a signicant

  number (up to 350) of Spitres or Hurricanes to the designated target. The

  purpose of these ights was to evoke a response from the enemy and to de

  -

  stroy his air assets in combat. The bulk of these operations were undertaken

  by No.11 Group, Fighter Command, whose bases lay closest to occupied

  Europe. It conducted Circus 1 on January 10th, 1941. In the spring, No.10

  Group joined in, which conducted its Circus 1 on April 17th, 1941.

  Ramrod

  This was essentially the same as the Circus operations, but the goal was more

  the destruction of designated targets by the bombers. The main task of the

  escort was protection of the bombers from enemy interception. The pionee

  -

  ring unit of these operations was No.10 Group, Fighter Command, which

  conducted Ramrod 1 on August 20th, 1941. If a raid during these operati

  -

  ons was conducted without bombers (which were often replaced by ground

  attack Hurricanes), it was designated ‘Fighter Ramrod’.

  Roadstead

  These raids were conducted against enemy naval targets in the Channel or

  along the coast of occupied Europe. They were generally conducted by small

  groups of bombers (Blenheims) or ground attack aircraft (Whirlwinds or Hurri

  -

  canes) escorted by ghters. The rst Roadstead raid was ofcially conducted

  on February 10th, 1941.

  Rhubarb

  These raids were conducted as a rule by pairs of ghters against targets on

  the coast of occupied Europe. They were conducted at low level to evade

  radar. They were, also as a rule, conducted under poor weather conditions

  or low overcast, which was then used on the way out as a source of protec

  -

  tion against ak and enemy ghters. These operations were referred to as

  Mosquito at rst, and later the code Ranger was also used.

  Rodeo

  Similar to Circus, the purpose of these raids was to provoke the enemy into a

  ght, but were conducted without the bomber component. The rst such ope

  -

  ration was ofcially conducted on October 27th, 1941, but similar operations

  were own earlier, either without a codename, or called other names, such as

  Sphere.

  Night Intruder

  These were night offensives. These were patrols conducted near enemy air

  bases and shooting down air assets during take-off and landing. There was

  a list of codenames that were used for this type of offensive activity, such as

  Gudgeon, Mandolin, Sunrise, Veracity, and Warhead, and so on. These missi

  -

  ons were conducted against single, predetermined targets in enemy territory

  or coastal areas.

  Vaclav Jicha (* February 10th, 1914, Dnesice, Prestice county, + February

  1st, 1945, Turf Law nearby Soutre), one of the great personalities of the

  313 Squadron. He distinguished himself over France and Great Britain and is

  credited with total of 7 conrmed kills, 4 of them in cooperation. Having left

  the combat ying this exeptional pilot gained the fame as a test pilot primarily

  working at Vickers Armstrong Ltd. (Supermarine) in Castle Bromwich near

  Birmingham. During his tenure, i.e. from January 1943 until May 1944, he has

  test-own total of 1287 Spitres of various versions, out of which 866 single

  handedly and 421 in cooperation with other test pilots. He was mostly occupied

  by researching the causes of the engine failures, which belongs among the most

  dangerous tasks performed by test pilots. As a result he had to perform fteen

  emergency landings out of which nine were belly landing so successful that the

  aircraft did not sustain any damage. „Venda was the best Spitre pilot I have

  ever had at Castle Bromwich“ wrote chief pilot Alex Henshaw respectfully about

  Jicha. Jicha perished ying as a passenger in the twin-engine Anson which

  crashed in bad weather into the Scottish mountains between Edinburgh and

  Berwick. In addition to his Distinguished Flying Cross (DFC) awarded for his

  combat achievements he was later also awarded the Air Force Cross (AFC) for

  his contribution to the aeronautical research. He is one of twenty war comrades

  to whom F. Fajtl dedicated the whole chapter in his book „The memories of the

  fallen comrades“ (K. Beinhauer)

  Vaclav Jicha entering the cockpit of his Spitre

  coded RY-D. (author’s collection)

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  INFO Eduard - January 2021

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  HISTORY

  he came to about ten miles from Morlaix. He landed with no less than an even

  hundred holes in his aircraft, which also had the tailwheel shot away.

  4

  Immediately following the attack by the Whirlwinds, some of the Spitres jum-

  ped into the melee. Two had serious damage inicted upon them. Spitre Mk.IIa,

  P8259 (RY-T), own by F/O Karel Kasal, received a direct hit to the right wing

  5

  ,

  and it was only through sheer skill that he would make it back to England. Even

  more fortunate was the young Sgt Arnost Mrtvy, who was the one that had

  sent out his love to his new bride. His Spitre Mk.IIa P7973 (RY-H) came home

  with a piece of a telephone pole imbedded in his aircraft, trailing sections of

  telephone line. He acquired the trophy in an instant when he went into a turn at

  extremely low level, and through the ak and the associated confusion of the

  moment lost situational awareness. Despite a damaged propeller and leading

  edge of the wing, and a pierced oil cooler, he managed to cross the English

  Channel, which at that location spanned some 160km. He and his escorts, Sgt

  Prokop Brazda (P7858) and P/O Vaclav Jicha (P8374/RY-S), landed safely

  back at Predannack at 1555h.

  6

  ‘No one from the whole formation had any idea as to what happened to the

  last Spitre from Blue Section, which was own by Arnost Mrtvy,’ Frantisek Fajtl,

  who did not take part in the mission, would later recall in his published memoirs

  ‘Memories of Fallen Friends’. ‘Blinded by erce re from ak and machine guns,

  he clipped a telephone pole with the propeller and lower cowling of his airplane,

  severing the wires, damaging the prop and leading edge of the left wing, and

  piercing the oil cooler. Now, the ght turned from being against the enemy to

  being against fate. The Spitre trembled as though it just wanted to fall apart in

  the air. But, it ew![…]

  After some tense moments, several of the pilots heard the mufed voice of

  Arnost Mrtvy exclaiming, in Czech, ‘everything’s shaking like mad, I don’t think I

  can bring it home. Boys, give my love to my wife!’ (Arnost Mrtvy was married only

  three weeks prior to this mission, on September 8th, 1941).

  Jicha and Brazda were ordered to slow down and try and locate the crippled

  Spitre, and escort it home. Jicha’s radio was malfunctioning, and Brazda could

  barely understand anything he said. He therefore took it upon himself to try and

  contact Mrtvy.

  He slowed down and began intensely to search for his friend. This is a difcult

  thing to do, and the pilot must rely in large part on luck. There was little to go by,

  and ground control could not offer assistance because the conditions needed to

  get a x on him were nonexistent. Arnost Mrtvy was far away, and far too low.

  Soon, Brazda could hear Mrtvy’s calls louder and clearer. Apparently, he was

  getting closer to Jicha and Brazda. Brazda was obsessed with one main thought

  while searching, and that was to keep Mrtvy from veering too far to the west. He

  could miss the westernmost point of Cornwall, Land’s End, and after that, there

  was nothing but water and more water…

  ‘Arnost, Prokop (Brazda) here. What is your altitude and heading?’

  ‘I’m at 50m over the water and on a heading of 355, three-three-ve.’

  ‘Brazda calmly but quickly pictured the route back. ‘That’s good, Arnost’, he

  said to himself. He did not ask him to alter his heading.

  ‘Try to climb to 400m, if you can.’ The thought here was more on altitude to

  bail out, if it came to that, rather than a more dangerous ditching in the sea.

  ‘I can’t climb. I have little power and the engine is overheating’ replied the

  exhausted Arnost.

  ‘Hold on, Arnost’ You’ll see the shoreline soon, urged Prokop. The operations

  shed will do everything it can. Everything will be alright.’

  After that, Brazda carried on communications with the controllers in the Corn-

  wall Sector operations shed. He was trying to ascertain whether or not they could

  yet see or hear Blue Four yet.

  ‘Not yet’ came the reply. ’He is likely too low.’

  ‘Unfortunately’ thought Prokop, and continued his search.

  ‘Arnost, keep broadcasting, count to ten in English.’

  ‘Alright, though I am not really in the mood’. That was no surprise, as there was

  a foot-and-a-half section of telephone pole hanging from the shattered wing and

  the engine was on the verge of dying completely.

  ‘Prokop…I can see land.’

  Brazda could hear the tremble in Mrtvy’s voice.

  And now, Arost, the shortest route. But do not increase throttle.’

  Lucky Blue Three, which had also sighted land, followed Prokop’s instructions.

  Ground control applied their trade and gathered the Czech comrades together.

  Arnost’s happiness peaked. On his right, the Spitres own by Brazda and Jicha,

  who safely escorted him back to the eld at Predannack…’

  7

  Because the sweep failed to turn up the Ju 88s at Morlaix, Operation Man-

  dolin 7 was planned for the following day. Attacks were to be conducted

  against the base at Lannion, an alternate spot where it was assumed the Ju 88s

  could be also found. At 1833h, four Whirlwinds again took off from Predan-

  nack, escorted by nine No.313 Squadron Spitre Mk.IIas, which were again

  led by F/Lt. Karel Mrazek.

  On a heading of 152o, the formation reached the French coast at 1905h,

  which coincided with dusk. Immediately, they encountered ak. The darkening

  sky with the ery explosions of the ak was reminiscent of a Venetian night.

  The moment that the Whirlwind pilots realized the poor conditions under which

  they found themselves, they changed plans and headed to Morlaix. At 1910h,

  they initiated their attack at treetop level, and the Junkers aircraft were there

  this time! Despite deteriorating visibility and erce re coming up from the

  ground, the Whirlwinds were able to eliminate one of the 88s parked in front

  of a hangar on the south side of the eld.

  Within some twenty minutes, a quartet of ground attack Hurricane Ml.IIc -

  ghters from No.247 Squadron approached Lannion. That the Germans would

  still be primed and ready was never in question. They downed aircraft BD832,

  and it ended up in the drink, as did its pilot, F/O Kenneth W. MacKenzie, DFC.

  This Battle of Britain veteran survived the ditching in the sea and took to his

  life raft and was taken prisoner by the Germans after paddling to shore. P/O

  S.S. Hord nursed his heavily shot up Z3561 back home, with a wounded leg.

  The action against Morlaix wasn’t without a cost. No.313 Squadron Spitres

  escorted home only two of the four Whirlwinds under cover of darkness. Sgt.

  Jack Maddocks (P6987) landed at 2005h at Predannack, followed by P/O

  Geoff Warnes (P7061) at 2015h, sucking up the last three gallons of fuel he

  had left. A third pilot, F/O Hugh Coghlan, who led the ight of Whirlwinds

  and who was responsible for the destruction of the aforementioned Ju 88, was

  following behind, but ran out of fuel overying the coast. His second engine

  quit immediately after the rst one died, and he bellied in at Portreath under

  moonlit conditions at 2020h. Aircraft P6998, that he was ying, was a write-

  -off. The pilot escaped with only some bruising. The fourth pilot, Sgt. Thomas

  hunter, was not as fortunate. While over the English Channel, but within site of

  the coast at Plymouth, his P7009 lost both engines due to the exhaustion of his

  fuel. He had no choice but to bail out of his aircraft, which he did at 2005h,

  but despite the immediate search for him, he wasn’t found until the ocean gave

  up his body on October 10th.

  8

  No.313 Squadron was more fortunate. Her Spitres landed at their home

  eld lit up with spotlights at 2015h with no losses.

  9

  Up to November, 1941, No 313 Squadron conducted another three sweeps.

  In all cases, these were escort missions for twin engined Blenheims, once to the

  port of Le Havre, and twice to the eld at Morlaix.

  10

  However, due to unfa-

  P/O Vaclav Jicha and Sgt. Prokop Brazda during fall 1941 at Portreath from where 313 Squadron

  ew missions over the occupied Bretagne. Both were devoted to take care of Sgt. Arnost Mrtvy who

  on September 28, 1941 was returning to England in the heavily damaged Spitre Mk.IIA P7973

  (RY-H). I April 1941 Jicha was defending heavily damaged aircraft with wounded Brazda in the

  cockpit against six attacking enemy airplanes. This time the fate was cruel to Brazda, he was killed

  upon his aircraft impact on the English soil (author’s collection).

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  INFO Eduard - January 2021

• Page 20

  HISTORY

  OPERATION JUBILEE / THE DIEPPE RAID

  Period propaganda understandably called Operation Jubilee a victory, but

  at best, that’s a half truth. In actual the fact, the Allies had to swallow some

  tough pills. Ground forces were not able to meet all their objectives, and

  they suffered massive losses in the process. Out of the deployment of around

  6,100 men, 4,260 were lost, a rate of 70%. Of these, 1,179 were known

  killed, another 891 were wounded, and 2,190 were taken as German pris

  -

  oner. All twenty-eight Churchill tanks that were unloaded on the beach had

  to be abandoned. The Navy had to write off one destroyer, 33 other vessels

  and 550 men. The Germans, on the other hand, suffered a loss of ‘only’

  311 dead and missing (some of which were taken across the Channel into

  custody), and 280 wounded ground troops. Even the RAF, although having

  been somewhat successful, did not get off all that well. In the support and

  cover of the operation, 2,955 sorties were own (2,494 ghter missions, 103

  bombing missions, 72 reconnaissance ights and 351 rescue missions), for the

  loss of 103 aircraft written off, with 59 damaged. The RAF committed a total

  of 840 aircraft to the operation (over 700 of which were ghters), transla

  -

  ting to losses at 19%, 12% of which were irreplaceable. Personnel losses of

  the RAF amounted to 69 killed or missing, 30 wounded and eighteen taken

  prisoner out of a total of 1,179 men committed to the operation. The largest

  portion of losses were suffered by ghter units of the RAF, which committed

  672 aircraft and 730 pilots. They lost a total of 87 destroyed and 46 da

  -

  maged aircraft, fty pilots killed, twenty wounded and thirteen captured. In

  other words, Fighter Command lost almost three complete Fighter Wings over

  Dieppe. This was the greatest loss for Fighter Command over the course of a

  single day. Against the 2,955 sorties own by the RAF, the German Luftwaffe

  ew a total of 945, of which 800 were ghter missions and 145 bomber

  ights. About a third of the effort was very successful, but even their losses

  were not insignicant. Although Allied pilots claimed 98-42-185 victories,

  actual Luftwaffe losses over Dieppe were less than half that: 48 lost and 23

  damaged aircraft. Half of these losses, specically 23 written off aircraft

  and fourteen pilots killed, were suffered by the Jagdwaffe. While the Allies

  had to write off 103 destroyed and 59 damaged aircraft, the Germans

  claimed 112 kills, which very close to the actual number, even if we take

  into account that certainly, some of the British losses were due to ak (which

  claimed thirty victims) or bomber crews (4). Although German losses (48

  aircraft) were substantially below the number of British losses, they can still

  be considered heavy. They accounted for only 3% of committed strength, but

  15% of all available aircraft. Once we factor in damaged aircraft, German

  strength by nightfall were at half strength. For the next several days, this

  would seriously limit German efforts. So, it seems that even if the Germans

  were able to achieve a loss rate of 1:2 in their favor, they would be starved

  of assets sooner than the RAF.

  Norman FRANKS: The Greatest Air Battle. Dieppe August 19, 1942. Grub Street, London 1999, pages 156 and 193-

  199, Donald L. CALDWELL: The JG 26 War Diary, Vol 1: 1939-1942. Grub Street, London 1996, page 277, Jaroslav

  HRBEK: Námořní válka vrcholí. Naše vojsko, Prague 1995, page 156. K účasti čs. stíhačů na operaci Jubilee viz

  Jiří RAJLICH: Na nebi hrdého Albionu. Válečný deník československých letců ve službách britského letectva 1940-

  1945. 3. část (1942). Svět křídel, Cheb 2001, pages 506-541.

  F/Lt Mrazek at readiness. (family archive)

  This Spitre Mk.IIA P8274 (RY-S) Baltic Exchange was frequently own by B-ight leader, F/

  Lt. Stanislav Fejfar. In the morning of September 6, 1941 he almost paid the ultimate price

  due to the genuine English fog. Because of the bad weather he aborted the convoy patrol

  and due to the poor visibility landed hard at fog engulfed Portreath airport. The aircraft with

  broken off landing gear ended up in the repair shop, pilot with sprained left leg on medical

  leave. „Readiness from 5 am, then fog moved in shortly after so it became quiet“, he logged

  in his diary. „Scramble! I took off as the rst section. Result? After take off we ew into the

  fog, I have an urge to return to homebase, I even found the airport but after the turn to nal

  everything disappeared in the surrounding white „milk“. The airplane is damaged and my right

  leg hurts. They sent me for 8 days long medical leave.“

  No. 313 Squadron Spitres Mk.Vb at Portreath

  airport. On the left biplane trainer Tiger Moth Mk.II

  featuring the hood for instrument ying practice.

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  INFO Eduard - January 2021

• Page 21

  HISTORY

  vorable weather conditions, Fighter Command offensive activities gradually

  decreased. The next round of the non-stop offensive was to come in the spring

  of the following year.

  By that time, No.313 Squadron was fully under Czechoslovak command. The

  British co-commanders gradually left, because their Czechoslovak counterparts

  were able to run things according to British procedures. The departure of the

  individual British ofcers was looked upon on an individual basis, depending

  on, naturally, the popularity of each one.

  On June 25th, 1941, F/Lt John ‘Iggie’ Kilmartin, DFC, a co-commander with

  Mrazek of A Flight, left the unit as an established RAF ace. Although he wasn’t

  with the unit a particularly long time, his departure was genuinely regretted

  by the Czechs. ‘It’s a shame. We are losing a great pilot, and a great man.’

  11

  they would record in their log books. It was different with the departures of

  British B Flight co-commander F/Lt Thomas Gillen and lone Squadron Comman-

  der S/Ldr Gordon Sinclair, DFC. Preserved memoirs and recollections indicate

  as no surprise, then, that Vasek Jicha dubbed him ‘Papa Walsham’. He accepted

  the nickname, and enjoyed it.

  Walsham also acted as a sort of mediator between the Squadron CO, both

  Flight Leaders, Crewchiefs Robertson and Allen, and the 313th’s technical ofcer,

  Karel Beinhauer. He was an excellent debater and he was wise. We could sense

  that the well being of the squadron was a priority for him, as much as it was to

  us. We liked him very much.’

  15

  Certainly, we wouldn’t be getting too far ahead of ourselves, if we pointed

  out that Frantisek Fajtl and Walsham had a life-long friendship. They were in

  touch even as Europe was divided by the Iron Curtain, and it was only ended

  by Alfred’s passing.

  In the fall, there was another change that affected the course of things. At

  Portreath, No.313 Squadron began exchanging their Spitre Mk.IIas for the

  Spitre Mk.Vb on October 22nd, 1941. This version was new in several impor-

  tant regards. In the rst place, the new variant was powered by an improved

  Rolls Royce Merlin 45, which at an altitude of 3,000m put out 1470hp. This

  was a signicant improvement over the Merlin XII’s 1175hp used in the Spitre

  Mk.IIa. As a result, the Mk.V was able to achieve a top speed of between

  597 and 603km/h. It also had a more powerful and effective weapons t.

  Instead of the until recently effective eight Colt Browning 7.7mm machine guns,

  the Mk.V had only four of these weapons (with 350 rounds per gun), but also

  packed a pair of British Hispano 20mm cannon, with 60 rounds each.

  The change in equipment was hailed by all with a high level of satisfaction,

  and it brought No.313 Squadron to the same level of standard operated

  throughout RAF Fighter Command. There was nothing better at the time that

  could be offered to the pilots. Re-equipment was completed by October 30th,

  1941 when the eighteenth aircraft was accepted, fullling the prescribed

  quantity requirement.

  16

  By the end of 1941, No.s 310 and 312 Squadrons also converted over to the

  Spitre Mk.Vb, and this was in accordance with the planned establishment of

  the Czechoslovak Fighter Wing, and thereby fullled one of the requirements

  of the process, namely equipment commonality within all three Czechoslovak

  squadrons, with the type remaining in service for over two years, and inextri-

  cably linked to their combat activities in 1942 and 1943. This is a time period

  to which we will be paying much attention in connection with the Spitre Mk.V

  and its various variants, and not just its use in the Czechoslovak squadrons of

  the RAF.

  that with their demeanors, these individuals did not endear themselves to the

  Czechoslovak pilots. Gillen left on September 15th, 1941 to No.118 Squadron

  and ‘…morale improved signicantly after his departure….’

  12

  Similarly, Sinclair’s departure on September 25th, 1941 to No.79 Squadron

  was greeted with a certain sense of relief. Due to his somewhat excessive, and

  even fanatical, adherence to service protocols, this blond was bestowed the

  nickname of the ‘White Devil’…’Sinclair respected regulations and directives

  to the extreme with self condence and incredible calm, and this earned him the

  nickname ‘White Devil’, wrote Frantisek Fajtl, ‘he was the type of Brit who would

  admiringly compliment your English, warmly offer you a drink and invite you into

  his home, will gladly offer help with no ulterior motive, but couldn’t hug a person

  neither with his eyes nor arms ‘ We all wished him the best wherever the wind

  found him, and we could tell that he was touched, even though he needed inside

  to quell any outer signals as to what he felt.’

  13

  ….’nally alone’ was the entry in

  the Squadron log. ‘Captain Jaske is now the true CO of the Squadron and every

  pilot and groundcrew is glad that the White Devil has gone. That night, the event

  was celebrated….’

  14

  Not taking into account the ground personal, which almost entirely made

  up of Brits, some British ofcers did remain with No.313 Squadron. Among

  them was Wing Adjutant F/Lt Alfred Walsham, who was the direct opposite

  of Sinclair…’Alfred Walsham, our Executive Ofcer, did not betray the concept

  of the English gentleman,’ recalled Frantisek Fajtl, ’His face was clean shaven,

  his hair nely groomed, his moustache carefully trimmed, his uniform without a

  wrinkle, and his boots spit n’ polished to a high sheen, all faithful to his demeanor,

  which was dominated by a certain calm and pleasant nature. He respected service

  protocols but did not allow himself to be restricted in an iron jacket. When he saw

  t to employ as useful his many civilian experiences, he did so without hesitation.

  He served as an administrative ofcer in a naval transport company between the

  wars. As a result, he t our Squadron’s needs very well, and so he had a bit of free

  time on his hands. He would join us quite often. He was not stingy in neither word

  nor counsel, and he liked to laugh. He spoke the King’s English clearly and slowly,

  without the use of vulgarities. He apparently resisted starch, and didn’t pull rank.

  With great patience, he tolerated what we often did unintentionally to the English

  language, and to our youth, he acted in a friendly, almost fatherly way. It came

  F/O Fajtl with both British ight commanders of „Threehundredthirteen“- on the left

  F/Lt Gillen, in the middle F/Lt Kilmartin. (author’s collection).

  1

  František FAJTL: Vzpomínky na padlé kamarády (Memories of Fallen Friends), pages 153-154.

  2

  VÚA-VHA, ČsL-VB, sign. 1762/BI/1/307. Kronika 313. peruti. NA, Kew, AIR 27/1697. (No 313

  Squadron Operations Record Book).

  3

  Staanislav FEJFAR: Deník stíhače (A Fighter’s Diary), pages 113-114.

  4

  NA, Kew, AIR 27/1547. No 263 Squadron Operations Record Book.

  5

  Flak – Flieger Abwehr Kanonen, též Flugzeug Abwehr Kanonen (Anti-Aircraft Artillery).

  6

  VÚA-VHA, ČsL-VB, sign. 1762/BI/1/307. Kronika 313. peruti. NA, Kew, AIR 27/1697.No 313

  Squadron Operations Record Book, John FOREMAN: Fighter Command War Diaries. Vol. 2

  (September 1940 to December 1941). Air Research Publ., New Malden 1998, s. 290-291.

  7

  František FAJTL: Vzpomínky na padlé kamarády , (Memories of Fallen Friends), pages. 163-166

  8

  NA, Kew, AIR 27/1547. No 263 Squadron Operations Record Book, AIR 27/1550-1552. No 263

  Squadron Operations Record Book – Appendices. F/O H. St. J. Coghlan i P/O G. B. Warnes was

  later awarded the DFC and gradually became the Commanding Ocers of No.263. Squadron. But

  more interesting than that is the fact that, Warnes was evidently the rst ocer in the RAF that

  operationally ew wearing early versions of contact lenses, in secret and unknown to doctors.

  Stanislav FEJFAR (edited by Norman FRANKS with Simon MUGGLETON): A Fighter Pilot´s Call to

  Arms. Defending Britain and France against the Luftwae, 1940-1942. Grub Street, London 2010,

  page 129.

  9

  VÚA-VHA, ČsL-VB, sign. 1762/BI/1/307. Kronika 313. peruti, NA, Kew, AIR 27/1697. No 313

  Squadron Operations Record Book, Norman FRANKS: The Royal Air Force Fighter Command Losses

  of the Second World War. Vol. 1 (1939-1941), page 145, John FOREMAN: Fighter Command War

  Diaries. Vol. 2 (September 1940 to December 1941), page 290-291.

  10

  VÚA-VHA, ČsL-VB, sign. 1761/BI/1/307. Kronika 313. peruti, NA, Kew, AIR 27/1697. No 313

  Squadron Operations Record Book.

  11

  VÚA-VHA, ČsL-VB, sign. 1761/BI/1/307. Kronika 313. peruti.

  12

  VÚA-VHA, ČsL-VB, sign. 1761/BI/1/307. Kronika 313. peruti.

  13

  František FAJTL: Létal jsem s Třistatřináctkou, (I Flew with the 313th) page 66.

  14

  VÚA-VHA, ČsL-VB, sign. 1761/BI/1/307. Kronika 313. peruti.

  15

  František František FAJTL: Létal jsem s Třistatřináctkou , (I Flew with the 313th) pages 82-83.

  16

  VÚA-VHA, ČsL-VB, sign. 1761/BI/1/307. Kronika 313. peruti.

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  INFO Eduard - January 2021

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  HISTORY

  F/O Fajt with his wingman Sgt. Bonisch having returned from a sortie. For some time Frantisek Bonisch ew as an wingman

  to Fajtl. Both almost lost lives during the very dangerous mid-air collision which took place on September 18, 1941 over

  Portreath airport. Making turn to nal approach to the airport (from where the unit was to perform a sweep over France

  which was ultimately cancelled) the propeller of Sgt. Bonisch’s Spitre Mk.IIA P8274 hit the tailplane of the aircraft P7834

  (RY-F) Mid Ulster piloted by F/O Fajtl whose vision was blocked by a wing. „Upon landing at the home base I barely escaped

  death“ wrote Frantisek Fajtl. Bonisch took a short cut in the trafc pattern and by a single turn got right behind me and his

  propeller cut the tail control surfaces of my Spitre. I felt a sudden shock on my control stick which started to move around

  the cockpit like crazy. I tried to take control of it any way I could. I did not know what was happening. I suspected the control

  failure and calmed down only when I felt underneath the drag of both main wheels and tail wheel on the solid ground. Luckily

  Bonisch turned right and I turned left and the bigger luck was that we collided right above the ground. „Baggers“, was the

  only Sinclair’s comment (British commander of 313 Squadron, S/Ldr Gordon L. Sinclair) upon arriving in his car at two

  silent aircraft waiting to be towed away. He failed to offer us a ride in his empty four seat hilman so we walked all the way

  to dispersal. Bonisch received a strickt reprimand for an unauthorized cutting short of the trafce pattern by single turn and

  warning of the future breach of the ight discipline. The accident was qualied as a light damage of two airplanes however

  our unit’s reputation sufferend in the eyes of the whole group. (author’s collection).

  Sgt. Frantisek Bonisch (* April 4, 1913, Prchalov, + February 23, 1942, Thames delta at Shoeburyness).

  He was killed during the convoy patrol sortie while ying low over water he hit the surface. His Spitre

  Mk.VB AD391 (RY-H) bounced the water twice and then disintegrated on one of the sea shallows barely

  1500 meters from the shore. „...at 10:25 operations room (F/Lt Burger) is inquiring if Butcher aircraft

  are OK“, we can read about the event in the squadron diary. We are not receiving from yellow 2 (W/O

  Bonisch). Yellow 1 (F/Lt Hajek) keeps calling yellow 2 with no results. F/Lt Burger is reporting that he rece-

  ived the report that one airplane crashed into the sea a stated its position. After about 10 minutes search

  red 1 (F/Lt Fajtl) found the crashed Spitre on one of the sea shallows approximately 6 miles south east

  from Southend. The aircraft was broken into several pieces and pilot’s motionless body hanging over the

  Spitre fuselage. The operations room took the accurate position by pip-squeak and reported that rescue

  boat will reach the location shortly.“

  The search and rescue started immediately and several boats set sail towards the the place of the accident.

  The sailors on the boat that reached the destination rst observed that pilot’s motionless body with a

  fractured skull is hanging out of the cockpit but their vessel got stuck on the shallow. Her commander,

  Captain E.C.Cordeaux, OBE, DSO, at that time already 56 years old veteran of Jutland, Gallipoli, Nor-

  way and Dunkerque acted exeptionally bravely. He knew that every minute counts between life and death.

  He jumped into the ice cold water. Half swimming, half wading he rushed to give Czech pilot a rst aid.

  The struggle with Thames‘ February waters took twenty minutes until he could reach the wreck. It was too

  late. The medical report states that W/O Bonisch suffered the skull fracture and was already deceased.

  Gallant Cordeaux himself had to be brought to a hospital since it was almost a miracle he survived forty

  minutes in the ice cold water. W/O Bonisch was burried in Hornchurch cemetery on February 28, 1942.

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  HISTORY

  INDESTRUCTIBLE

  RUDOLF BERTHOLD

  Rudolf Berthold (full name Oskar Gustav Rudolf Berthold) was born on

  March 24, 1891 in Ditterswind (Bavaria) as a son of Head Forester Oskar

  Berthold as his fth child and rst one of his second wife. After nishing his

  humanitarian secondary school in Bamberg in 1909 he decided to enter army

  and became member of 3rd Brandenberg Infantry Regiment in Wittenberg.

  He was promoted to the rank of Lieutenant in 1912. When the Fliegertruppe

  (Flying Troops) was set as the part of the German army, young Berthold was

  impressed. He started with private pilot training on his own and received pilot

  license number 538 in September 1913. It is worth mentioning Oswald Boelcke

  was one of his fellows.

  Just a year later was Rudolf Berthold sent for military pilot training, but

  the beginning of the war interrupted the course. He returned to the unit, and,

  after fortnight spell was sent back to aviation school and transferred to Flie-

  gertruppe. Two weeks interruption of training was crucial nevertheless and

  Berthold was assigned to Feldieger-Abteilung 23 (Field Flier Detachment 23)

  with the base at Grossenhain as the observer only. When the bad weather

  prevented any operational ying, Berthold was able to nish his training at

  the base nearby. There he made himself friend with Hans Joachim Buddecke,

  another future ace.

  Pilot nally!

  Starting January 18, 1915 Rudolf Berthold was a military pilot. He returned

  to the FFA 23 and was given observer Josef Grüner for ying reconnaissance

  sorties. They quickly became friends. During August 1915, the unit re-equi-

  pped with AEG G.II twin engine bombers manned by a pilot and two or three

  observers with two swivelling machine guns. The unit also got one Fokker E.I Ein-

  decker with synchronised machine gun. Berthold preferred to y the bomber,

  as it was intended to get over enemy territory, while Fokker was used as a pa-

  trol aircraft on the safe side of the front. Berthold hoped he had better chance

  for combat behind the lines and left the Fokker to Buddecke. Berthold ew

  several bombing or gunship missions until November 6, when his friend Grüner

  died in the battle with Vickers F.B.5. Berthold was so devastated by death of

  his friend that he had to take a leave. Later he wrote to his diary: „I cannot

  recall what happened in the following weeks. Almost aimlessly I wandered

  „It is sweet and tting to die for one's Fatherland”. In case of

  matured man and soldier there is nothing special, if he deci-

  des to use such a words as personal motto. But it is something

  different, when 14-years guy, student at secondary school for

  the humanities does so. Rudolf Berthold had strong patriotic

  feeling from his childhood, and it did not change until his death.

  He was one of few Great War aces ghting from beginning till

  the end and surviving.

  around Germany. Everywhere I looked I saw in my mind’s eye the cockades

  of the Vickers and my observer hanging over the edge of the aeroplane. All

  I thought about were vengeance and combat! Sleep soundly, my friend Grüner,

  you will be avenged!“

  Shortly after Berthold´s return to the unit, Buddecke was seconded to the Tur-

  kish Air Force and Berthold overtook his missions with Eindecker. It was a time

  when the German Army ofcials started to understand the need of specialised

  ghter units. Predecessors of later formed Jagdstaffeln were the Kampfsein-

  sitzer Kommando (Single seater ghter detachment) abbreviated KEK, set ad

  hoc for limited period. One KEK was also set at the Château Vaux close to the

  FFA 23 airbase and Berthold was put in command of it because of his combat

  experience. He was waiting for his rst aerial victory until February 2, 1916,

  when he sent down French Voisin LA. Three days later second victory came,

  but he was shot down himself on February 10, surviving with slight injury. After

  receiving Iron Cross of second and rst class for his observer achievements, he

  was now decorated by Military Merit Order 4th Class as only one of twelve

  aviators during WWI.

  Berthold conducted ying with both Fokker and AEG during following months,

  then April 25 came, the day, which was really bad for him. His Fokker was hit

  during the battle with British observer. He was forced to land with silent engine,

  but that could not prevent him from further combat. Using the backup Pfalz E.IV

  (No. 803/15), he took off, but the engine stopped… The airplane fell from

  some 330 feet (100 m) and crashed. What happened after crash was unbe-

  lievable. When his limp body was pulled from the wreckage, he was believed

  dead until he revived momentarily with cursing and swearing. After another

  blackout Berthold awoke to nd himself blind and begged onlookers to shoot

  him. Then he swooned again and reawakened two days later in Kriegslazarett

  7 (Military Hospital 7) in Saint Quentin. His left leg was seriously broken, he

  also suffered a broken nose and upper jaw, causing the damage to his op-

  tic nerves, resulting in temporary blindness. The sense of sight returned after

  couple of days, but Rudolf was to spend long time in hospital with four moths

  of subsequent convalescence. During this period famous Max Immelmann was

  killed and Oswald Boelcke, another prominent German ace, was banned ope-

  rational ying due to the concern about impact on the Fliegertruppen morale

  in case of his death. Berthold was also scheduled to be sent back to Germany,

  photo: Author collection

  Author: Richard Plos

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  INFO Eduard - January 2021

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  HISTORY

  but he decided to return to his KEK Vaux instead. Although unable to y be-

  cause of a stiff knee, he could still command. He resumed ying in second half

  of August 1916 although he had to be helped to the cockpit, as the left knee

  was still too stiff (it bettered later).

  Berthold achieved his sixth victory on August 24, the next day KUK Vaux

  became Jagdstaffel 4 (Fighter Squadron 4). Berthold´s eight victory came

  on September 26 and, as the Pour le Mérite was usually awarded for eight

  victories at this stage of the war, Berthold hung the “Blue Max” on his neck on

  September 12 as 10th German pilot.

  With the new honour new task emerged, as he was assigned to lead the new

  Jasta 14, based on Fokker Kampfstaffel Falkenhausen, the unit without any

  aerial victory so far. Berthold utilized rather calm situation in the Alsace region

  for additional training of his pilots, showing both his perfect „killing“ instincts as

  well as the combat experience. He also commanded the unit with stern profe-

  ssional attitude and uncompromising demand of discipline.

  Ace and the stark commander

  At the start on 1916 Berthold was already one of the most experienced

  combat pilots within the Luftstreikräte and perceived the need of larger, more

  operational units. He made a plea for amassing air power to the headquar-

  ters of Armee-Abteilung A (Army Division A) his unit was part of, but without

  success. He also continued with training of the pilots of Jasta 14 until the unit

  was moved to the Laon area with more combat action at the start of 1917. The

  unit also started to receive new Albatros D.IIIs and Berthold picked the one with

  serial 2182/16 as his personal mount. He put his personal symbol, the sword

  of vengeance on it and later he made it painted in homage to his old infantry

  unit, i.e in red and blue colours. By the time also new Pfalz D.IIIs appeared and

  Berthold, contrary to many other pilots, preferred this type over the Albatros.

  But prior to the arrival of rst Pfalz D.IIIs Berthold was wounded again during

  the combat with French Caudron R.9. The bullet hit his lower right shin and as

  the wound was not serious he joked in his diary that his right arm was the only

  one of his four extremities to remain unwounded. He could not anticipate, how

  troublesome this one would be…

  He got back to his unit after short period of convalescence (from May

  5 to June 15) and felt the discipline and combat morale of his pilots declined

  during his absence. Eager to get to the action as soon as possible, he wangled

  a medical clearance from his physician. He was cleared to y again but did not

  return to lead Jasta 14 as he was moved to the Jasta 18 with base in Harel-

  bek, Belgium. The intention of the move was clear: Berthold was set to “wake

  up” the unit with little success so far and he did so. He promptly emphasized

  training even though the pilots had to y combat missions simultaneously. And

  he again pitched his idea of using bigger ghter units. Headquarters of the

  4th Army nally agreed to group Jagdstaffeln 18, 24, 31, and 36 into Jagd-

  gruppe 7 (JGr. 7) with Berthold in command. He was in his element again and

  scored regular victories starting with French SPAD sent down on August 21.

  During September he added 14 victories to his account, but the string was to

  be interrupted again. He achieved his 28th victory on October 2, but it was

  his last for a long time.

  Critical bullet

  It was a cloudy, misty weather in the area of 4th Army on October 10, 1917.

  Low clouds and rain prevented the air units to conduct any operational ying,

  but the situation got better in the afternoon and Berthold took off with his pilots

  and headed for the area of Roeselare (northeast from Yprés). Jasta 18 took

  off at about 16.45. On the other side of the front two ights of 56th Squad-

  ron of RFC were set for combat, heading with their S.E.5as to the same area.

  Leader of the A Flight Captain Gerard C. Maxwell, the ace with 20 victories at

  the time (he added six more till the end of the war) stated in his combat report:

  „Crossed lines at 14,000 feet and patrolled area. At about 5 p.m. saw and

  attacked about twelve E.A. Scouts, east of Ypres. Dived on several and red

  a drum of Lewis and about 100 rounds of Vickers at very close range. E.A.

  went down very steeply and I lost sight of him.“

  It is believed the aircraft Maxwell was ring at, was Berthold´s one. One of

  the bullets ricocheted in the cockpit and hit his right arm in odd angle, pulve-

  rizing its humerus. With half-severed ailerons of his aircraft (probably Pfalz

  D.III No. 4004/17) Berthold managed to return to the base but passed out

  just after landing. He was quickly moved to the eld hospital in Courtrai, but it

  did not have the facilities to heal such a serious injury. It took three weeks for

  Berthold to be stable enough to be transported to Saint Vincenzstift Hospital in

  Hannover. Meantime his pilot fellows alerted his elder sister Franziska, a nur-

  sing supervisor in Viktoria-Lazarett (Victoria Hospital) in Berlin. She arranged

  for her brother to be diverted to the clinic of one of Germany's best surgeons,

  Doctor August Bier. Berthold arrived at the clinic on November 2, 1917 and

  Bier´s priority was to save the arm from amputation. Secondly, he hoped for

  some success with rehabilitation. Berthold stayed on clinic for four months. Du-

  ring this time was promoted to the Hauptmann (Captain) rank and received

  many letters from comrades as well as ofcials, the one of Luftstreikräte com-

  mander General Ernst von Hoeppner being among them.

  Grounded

  Ernst Wilhelm Turck took the command of JGr. 7, but Berthold did not give

  up the idea of return. The medical reports were in contrary to his wishes.

  He learned to write with his left hand ad in his diary he wrote: „If I can write,

  I can y.“ He was receiving regular dosage of Cocaine as anaesthetics and

  slightly developed dependence on narcotics. It was changing his behaviour

  somehow. He was over euphoric and his activity was raised after the narcotics

  were applied. In the middle of February 1918, just eight days after he went

  from the bed for rst time, he volunteered to return to Jagdgruppe 7. Berthold

  was cleared medically on March 1 and returned to command Jagstaffel 18

  ve days later, although denied permission to y. Due to that Berthold had

  arranged for Hans-Joachim Buddecke's transfer into the unit to lead it in the

  air. The Jasta 18 moved meantime on the Avelin base after the battle of Cam-

  brai in November 1917. Berthold was warmly received by his old comrades.

  Even he could not y with them, his presence was something of a much-needed

  boost after relatively unsuccessful period. Just two days after his arrival to the

  Jagdstaffel, Buddecke was killed in action by Flight Lieutenant Arthur Treloar

  Whealy (Sopwith Camel s/n B7220).

  Friend´s death was another big loss for Berthold, but there was no time for

  mourning. Five days later was killed leader of JG II Adolf Ritter von Tutschek

  and Berthold was promoted to lead the Jagdgeschwader after him. He moved

  to the Toulis-et-Attencourt, some 140 km from Avelin and because of his perso-

  nal ties with most of the Jasta 18 pilots he asked for permission to incorporate

  his previous Jagdstaffel into the JG II, consisting from Jasta 12, 13, 15 and 19.

  But he asked in vain, as there was no time for such a move just four days prior

  to the Spring offensive. Berthold did not give up and made something unpre-

  cedented. He used the custom the new leader is allowed to take some of the

  Rudolf Berthold (right) with ight instructor Ernst Schlegel in front of Albatros B.II

  in 1915.

  photo: Grega VanWyngaarden collection via Jörn Leckscheid

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  INFO Eduard - January 2021

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  HISTORY

  personnel from previous unit to the new one and stretched it to the extent never

  seen before. He simply moved everybody and swapped the personnel and

  planes with Jasta 15, which effectively become „new“ Jasta 18, while „new“

  Jasta 15 became the wing's Stab Staffel (command squadron) and retained its

  red-blue colours (new Jasta 18 opted for red and white colours).

  The aireld at Toulis was heavily damaged by the heavy artillery re on

  April 12. Most of the aircraft were also destroyed. While waiting for new

  ones and changing airelds Berthold wrote to his diary: “And I will y again...

  even if they must carry me to the airplane.” According to witnesses he also

  voiced that repeatedly, although his physical condition was bad. He was mo-

  ving around the base with his right hand in the scarf, frequently under inuence

  of the narcotics and his wounds were healing slowly. In his letter to sister written

  on April 25, he wrote: “A bone splinter protruded from my lower wound. My

  very capable medical orderly came immediately with a pair of tweezers,

  and with much skill and force, he removed it… I passed out during this violent

  procedure. The pains were horric. But the lower wound is beginning to close.

  Only the upper wound still festers very heavily.”

  Back in the air

  It was new Fokker D.VII what made ying for Berthold possible again. Its light

  and precise controls enabled him to control the plane one-handed. Seven and

  half months after the bullt crippled his right hand, on May 28, 1919, he led his

  pilots to the combat again. Prior to the take-off he had a brieng, saying: We

  are not here to carry out cavalier aerial combats at 500 metres. The infantry

  is out there in the mud, waiting for us, and we have to help them.

  Although it was a close air support ight, Berthold managed to score his 29th

  victory, downing one SPAD. During next days and months, he was quite succe-

  ssful. On May 29 downed two more opponents, despite his synchronising gear

  malfunctioned, causing the machine gun to hit the propeller, nearly destroying

  it. He crash-landed but survived without injury. Berthold than added six more

  kills during June, but still suffered severe pains. „My arm has worsened. Be-

  neath the still open wound it is badly swollen and inamed. I think the bone

  fragments are forcing their way out, as the cyst that formed is quite hard. The

  pains are just awful. Yesterday, during my aerial combat… I screamed loudly

  Photo taken in May 1916 when Pour le Mérire recipient Hans-Joachim Buddecke visited his old unit FFA 23 in Vaux. There was an artist invited, apparently to create portraits of

  Buddecke and other airmen. Left to right: unknown, commander of KEK Vaux Rudolf Berthold, visiting artist, ak ofcer Ltn. Warth and two members of FFA 23 - Vzfw. Hermann

  Margot and Ltn. Hans-Joachim von Seydlitz-Gerstenberg. The dog seems to be the same that Berthold is holding in the famous Sanke postcard photo (used as lead photo here as well).

  photo: Jörn Leckscheid collection

  Fokker D.VII made it possible for Berthold to y again.

  Side view from Eduard plastic model kit No. 2133 (marking A)

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  INFO Eduard - January 2021

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  HISTORY

  in pain,” he wrote in his letter to sister. Yet he was ying, leading, organising,

  but his spirit was gone. Old comrades were dying and he was not on the

  same wave with the new ones. He scored his penultimate an ultimate victory on

  August 10. These were one S.E.5a and one DH.9. After shooting down DH.9

  as his 44th victim, he found the controls of his Fokker were destroyed by the

  suppressive re. His attempt to use a parachute to bail out failed because it

  required the use of both hands and so he stayed in his Fokker, which crashed

  into the house in Ablaincourt. It is interesting coincidence that just handful miles

  away over the Chaulnes another famous German ace, Erich Loewenhardt colli-

  ded with another pilot from Jasta 10 Alfred Wenzel. Loewenhardt managed

  to bail out, but his parachute failed to open, and he died. Berthold stayed in

  his plane, crashed, and survived. German infantrymen plucked him from the

  rubble and rushed him to the hospital. His right arm was rebroken. Two days

  later, on August 12, Berthold returned by his own will to the Jasta 15, where

  he got rid of the new commander of Jasta 15 (Heinz Freiherr von Brederlow)

  with words: “Here I am the boss." After that Berthold took to bed with intention

  to command the JG II from there. The following day, he was moved back to the

  hospital because he was feverish and writhing in pain. Kaiser Wilhelm II per-

  sonally ordered the ace to hospital. Berthold returned to the clinic of Dr. Bier

  and after that he took the advantage of staying at home. He was still thinking

  about return to his Jagdgruppe, but during his convalescence the war ended.

  Cruel end

  The months and years after the Great War were difcult for the Germany.

  Berthold stayed in army as ofcer of the newly formed Reichswehr. He was

  tasked with commanding the Berlin airbase in Döberitz and he used his skills

  to transform dilapidated facility into the impeccable military base. His effort

  was hollow, as the base was closed shortly afterwards. After the Munich putsch,

  where the „Reds“ tried to turn the Bavaria into the Soviet Republic, disillusio-

  ned Berthold decided to form combat unit within the Freikorps organisation

  in April 1919. With the name Fränkische Bauerndetachement Eiserne Schar

  Berthold (Franconian Farmer´s detachment Iron Troop Berthold) the unit went

  into battle in Baltics with Bolshewiks and Lithuanian leftists. Berthold´s troops

  returned at the end of 1919 to Germany. During the military putsch against

  the Friedrich Ebert´s government, the leaders (Wolfgang Kapp and General

  Walther von Lüttwitz) called Freikorps upon keeping the “order” in the streets.

  The Chancellor reacted with the general strike announcement. The situation in

  Hamburg was critical, so Berthold and his troops commandeered a train and

  moved to join the coup. They arrived to the Harbourg city on March 14 and

  used the Heimfelder Middle School as the base. Trade union leaders tried to

  negotiate disarming the Freikorps, but with no success. Union workers were

  then armed to face the Freikorps. Mayor of the city Heinrich Denicke offered

  Freikorps free and safe passage if they would disarm. Berthold refused again

  and past noon his men opened re to clear a passage out of the school. The

  workers shot back and in the ensuing reght there were losses on both sides.

  The Freikorps were running out of ammo in the late afternoon, so Berthold

  started to negotiate safe passage for those of his men who would disarm, and

  they nally did. But the crowd was surrounding the school in anger due to the

  civilian casualties of the putch.

  The „Ordenskissen“ (Orders Cushion) on display after Berthold´s death, framed

  by a bunch of photos of him and several of his comrades.

  photo: Jörn Leckscheid collection

  Apart of many his colleagues Berthold preferred the Pfalz D.III

  over Albatros D.III. His personal symbol, the winged sword

  of vengeance was painted on blue fuselage with red nose.

  The colours of 3rd Brandenberg Infantry Regiment.

  Side view from Eduard plastic model kit No. 8047 (marking B)

  eduard

  27

  INFO Eduard - January 2021

• Page 28

  The rst volume in a landmark series of the

  Great War aviation books with detailed

  markings of German ghter planes is out!

  The rst volume of a series of books dealing with the

  colours of German WW I ghter aeroplanes oers an

  insight into the research process of looking for the

  true colours of the Fliegertruppe ghter aircraft.

  A detailed presentation covering the author´s long

  term research, conducted mainly in the 1970s and

  80s, sheds light on the process of uncovering long

  lost documentation revealing the true colours of

  the aircraft and recounting the adventures of their

  pilots. The book contains 58 colour proles, many

  of these not seen before, while others correct

  previous misinterpretations of markings. Moreover,

  some 223 photographs and 61 reproductions

  of documents are published here.

  Renowned historian and author Bruno Schmäling

  completed this book with the cooperation of fellow

  researcher Jörn Leckscheid, a long-time friend

  of Eduard.

  The book has been published by

  Aeronaut Boooks (USA) and

  is availabe worldwide from the

  Amazon.com and its local

  representations.

  More about publisher at:

  www.aeronautbooks.com

  HISTORY

  Sources:

  Iron man Rudolf Berthold: Germany´s indomitable ace of World War I; Peter

  Kildu; Grub Street Publishing 2012

  Rudolf Berthold. Sieger in 44 Luftschlachten. Erschlagen im Bruderkampfe für

  Deutschlands Freiheit; Ludwig F. Gengler; Schlieen-Verlag 1934

  Jagdgeschwader Nr II Geschwader Berthold; Greg VanWyngarden, Osprey

  Publishing Limited, 2005

  www.theaerodrome.com

  www.ndr.de

  Rudolf Berthold in front of his Fokker D.VII as commanding ofcer of JG II.

  photo: Jörn Leckscheid collection

  Berthold´s end is still somehow unclear, as several different versions exist. The

  most anticipated tells the story about his attempt to leave the school through

  the back of the building. The angry onlookers spotted “Blue Max” on his neck

  and swarm of people attacked him. The other one says he managed to escape

  the school but was recognised in the coffee bar a little bit later with similar

  consequences. The third one, stating Rudolf Berthold was throttled to death

  with the ribbon of his Pour le Merite as ligature, is only a myth. In any case, he

  was lynched by outraged crow, suffering numerous injuries, and shot twice to

  the head. According to some of the sources his face was stomped into bloody

  mush and his paralyzed right arm was ripped from its socket. His corpse was

  after that robbed of decorations and coat. Somebody rescued Berthold's Pour

  le Merite, Iron Cross First Class, and Pilot's Badge from a garbage dump in

  Harburg.

  Rudolf Berthold was buried on March 30, 1920 in Berlin's cemetery the

  Invalidenfriedhof next to his best friend Buddecke. On his rst gravestone, since

  destroyed, was allegedly stated: “Slain in the brother ght for the freedom of

  the German lands."

  Icon without glory

  Rudolf Berthold was for sure very brave and combative man, excellent pilot,

  organiser, and commander. The Nazi propaganda used all that spirit to make

  him idol and martyr. There were also wreath-lying ceremonies full of the Nazi

  salutations at his grave. His sister Franziska, who took so much care about him,

  died in 1932, one of his brothers, three years older Arno Oskar Berthold (in

  fact his step-brother, as they had different mother) moved to USA in twen-

  ties and was serving as National Guard member for some time. He died on

  January 4, 1942. His son and Rudolf´s nephew become Colonel of US Air

  Force in eighties.

  Special thanks to Greg VanWyngaarden and

  Jörn Leckscheid for photos and additional informations.

  eduard

  28

  INFO Eduard - January 2021

• Page 29

  The rst volume in a landmark series of the

  Great War aviation books with detailed

  markings of German ghter planes is out!

  The rst volume of a series of books dealing with the

  colours of German WW I ghter aeroplanes oers an

  insight into the research process of looking for the

  true colours of the Fliegertruppe ghter aircraft.

  A detailed presentation covering the author´s long

  term research, conducted mainly in the 1970s and

  80s, sheds light on the process of uncovering long

  lost documentation revealing the true colours of

  the aircraft and recounting the adventures of their

  pilots. The book contains 58 colour proles, many

  of these not seen before, while others correct

  previous misinterpretations of markings. Moreover,

  some 223 photographs and 61 reproductions

  of documents are published here.

  Renowned historian and author Bruno Schmäling

  completed this book with the cooperation of fellow

  researcher Jörn Leckscheid, a long-time friend

  of Eduard.

  The book has been published by

  Aeronaut Boooks (USA) and

  is availabe worldwide from the

  Amazon.com and its local

  representations.

  More about publisher at:

  www.aeronautbooks.com

• Page 30

  1/48 Kat. No. 8208

  Eduard plastic parts

  Photo-etched set

  Paiting mask

  5 marking options

  Brassin: nose gun cover

  with bulge

  KITS 01/2021

  Bf 110G-4 1/48

  eduard

  30

  INFO Eduard - January 2021

• Page 31

  KITS 01/2021

  Lt. Heinz-Wolfgang Schnaufer, II./NJG 1, Saint-Trond, Belgium, April/May 1943

  Maj. Helmut Lent, the CO of Stab NJG 3, Stade, Germany, September 1944

  Heinz Wolgang Schnaufer, the most successful night ghter ace, served with night ghter units from the very beginning of his aviaon career.

  He is credited with 121 victories, most of them being Brish four-engined bombers. He was wounded only once during WWII, and no mem-

  ber of his crew was ever wounded in acon. Schnaufer was awarded the Knight´s Cross with Oak leaves, Swords and Diamonds. Schnaufer

  survived the war and worked at his family winery. He died on June 15th, 1950, two days aer a fatal collision involving his car and a truck in

  Cestas, close to Bordeaux, France.

  Schnaufer was dubbed 'The Spook from St. Trond', and he ew this aircra in the spring 1943. The aircra wore the standard camouage

  scheme of RLM 74/75/76 colors. A WB 151 pod containing a pair of MG 151/20 cannon can be seen in photographs of Schnaufer’s aircra.

  Helmut Lent joined the Luwae in 1936. He enlisted as a ghter pilot and served with II./JG 141. On May 1st, 1939, II./JG 141 was rede-

  signated I./ZG 76 and equipped with Bf 110 ghters. In bales over Poland, Norway and France, Lent downed seven enemy aircra, and

  101 victories were added to his credit while serving with NJG 1, NJG 2 and NJG 3. On August 1st, 1943, when he was 25 years old, Maj. Lent

  was appointed CO of the enre NJG 3. He led the Geschwader unl October 5th, 1944 when his Ju 88G-6 crashed during landing aer port

  engine failure. The enre crew succumbed to their injuries within two days. Lent was awarded the Knight´s Cross with Oak Leaves, Swords

  and Diamonds.

  Lent´s Bf 110G-4 wore a standard day ghter camouage scheme of RLM 74/75/76. The starboard wing undersurfaces were painted black.

  Note the Geschwader CO marking on the fuselage, quite an unusual pracce for night ghter units.

  eduard

  31

  INFO Eduard - January 2021

• Page 32

  WNr. 740039, Oblt. Leopold Fellerer, CO of II./NJG 5, Parchim, Germany, January 1944

  Hptm. Walter Borchers, CO of III./NJG 5, Neuruppin, Germany, January 1944

  WNr. 5547, Ofw. Helmut Treynogga, 6./NJG 6, Echterdingen, Germany, March 1944

  Oblt. Leopold Fellerer came from Vienna, Austria, where he was born on July 7th, 1919. In 1935 he volunteered for the Austrian Air Force,

  but was rejected, and he joined the army instead. Aer the Anschluss of 1938, he again aempted to get into the Air Force, this me the

  Luwae, but was again rejected, and so he remained with the infantry. Aer several more aempts, his applicaon was nally accepted,

  and he began training as a bomber pilot in November 1938. At the beginning of 1941 he was assigned to II./NJG 1, where he accounted

  for the rst kill of a Brish bomber. On October 10th, 1942, he was given command of 3./NJG 1, which would be renamed in December

  of the same year as 5./NJG 5. Over the course of the year, his tally had grown to eighteen and Fellerer was elevated to Hauptmann, taking

  command of II./NJG 5. On April 8th, 1944, he received the Knight’s Cross for what were by then 34 aerial victories, and in May of that year,

  he was made CO of III./NJG 6. Over the course of the Second World War, he was credited with 41 kills. During the ies, he served with the

  Austrian Air Force, and commanded Langenlebarn Air Base in Tulln. He was killed on July 15th, 1968 in a crash of a Cessna L-19 near Krems.

  Walter Borchers, a future ace with 59 kills, was born on January 22nd, 1916 in the Ofen, in Lower Saxony. At the beginning of the war, he was

  aached to 5./ZG 76, equipped with Bf 110s. He took command of the 5. Stael in the spring of 1940. A year later, the unit was tasked with

  night ghng and redesignated 8./NJG 3. On April 22nd, 1943, Oblt. Borchers was given command of III./NJG 5, and in a year, as a Major,

  command of the enre NJG 5. He perished in the cockpit of a Ju 88G-6 on March 6th, 1945, aer having downed a Brish Lancaster north of

  Altenburg. This came at the hands of a Mosquito night ghter crewed by W/Cdr Walter Gibb and F/Lt Kendall from No.239 Squadron, RAF.

  Out of Borchers’ crew, only the rear gunner survived. Walter Borchers had two brothers, all served in the Second World War, and all were

  awarded the Knight’s Cross. The oldest of them, Hermann, received his on October 16th, 1944. Adolf on November 22nd, 1944 and the

  youngest of the trio, Walter, on July 27th, 1944. Both his brothers, Adolf and Hermann, survived the war.

  On the night of the 15/16th of March, 1944, aer unsuccessful aempts at intercepng Brish bombers aacking Munich, Ofw. Treynogga

  became disoriented and for a lack of fuel, set down at Dübendorf in Switzerland. Together with his radio operator, Uz. Heinz Schwarz, he

  would spend ve weeks in Switzerland and his aircra, equipped with a FuG 202 radar, was thoroughly tested. Aer his return to Germany,

  Ofw. Treynogga was again assigned to the night ghng role. On the night of the 5/6th of June, 1944, he again became disoriented over the

  town of Graziano in Italy, and he bailed out of his aircra. He did not survive the event.

  Bf 110G-4 coded 2Z+OP, with which Ofw. Treynogga landed in Switzerland, was camouaged in RLM 74/75 on the upper surfaces and the

  lower ones were sprayed RLM 76. The excepon was the lower surface of the right wing, which was in black. This aircra lacked the two MG

  151/20 cannon under the fuselage.

  KITS 01/2021

  Kat. č. 672248

  eduard

  32

  INFO Eduard - January 2021

• Page 33

  KITS 01/2021

  Recommended for Bf 110G-4

  644081 Bf 110G-4 Löök 1/48 (Brassin)

  648603 Bf 110G wheels 1/48 (Brassin)

  648606 Bf 110G-4 exhaust stacks 1/48 (Brassin)

  648604 Bf 110G-4 gun muzzles 1/48 (Brassin) – release 02/2021

  648605 Bf 110G-4 Schräge Musik 1/48 (Brassin) – release 02/2021

  OVERTREES

  Bf 110G-4 1/48 Cat. No 8208X

  Cat. No 8208-LEPT

  Cat. No. 644081

  Cat. No. 648606

  Cat. No. 648603

  eduard

  33

  INFO Eduard - January 2021

• Page 34

  KITS 01/2021

  Bf 109G-6/AS 1/48

  1/48 Cat. No. 84169

  Eduard plastic parts

  5 marking options

  eduard

  34

  INFO Eduard - January 2021

• Page 35

  KITS 01/2021

  9./JG 1, Paderborn, Germany, May 1944

  WNr. 412179, Uz. Horst Petzschler, 2./JG 3, Burg near Magdeburg, Germany, May 1944

  The Bf 109G-6/AS was developed to intercept enemy aircra at higher altudes. This accounts for the camouage paint consisng of just

  RLM 76. At unit level, these aircra oen received addional coats of then standard colours consisng of RLM 74 and RLM 75 over the side

  and upper surfaces. The JG 1 unit emblem was applied to the nose, and this was a winged numeral '1' inside of a square, rotated to sit on

  one of its corners. On period photographs of Yellow '14', the red fuselage band is clearly visible, signifying the fact that this aircra served

  within the Defense of the Reich system. The vercal bar located within it was a designator for III. Gruppe planes, and was always rendered

  in the Stael colour. This was, in the case of the 9. Stael, yellow. Some sources conclude that the fuselage code of Yellow '14' covered the

  earlier applied numeral '3', while others suggest that the covered designaon was either the factory applied 'TO' or 'TQ'. We are oering

  both possibilies.

  Horst Petzschler was born in Berlin on September 1st, 1921 and joined the Luwae on April 1st, 1941. Aer undergoing ghter pilot trai-

  ning, he was assigned to JG 51 on August 23rd, 1943, and it was there he would gain his rst three kills. On April 13th, 1944, he was trans-

  ferred to 2./JG 3 which was a component of the Defence of the Reich structure, but by June 1944, he would return to JG 51 on the Eastern

  Front. On May 4th, 1945, III./JG 51 was relocated to Schleswig-Holstein from eastern Prussia. Horst Petzschler did not reach that locaon due

  to a navigaon error and landed at Bulltoa in Sweden, where he was interned and in January 1946, the Swedes handed him over to the

  Soviets. He was released from capvity on September 22nd, 1949. On his return, he worked for the Berlin Police Department and in 1953,

  he emigrated to Canada and then the United States, where he worked in the aviaon industry. He rered in 1988. Over the course of the

  Second World War, he downed 26 enemy aircra.

  During his service with 2./JG 3, Uz. Petzschler ew an aircra coded Balck '14'. The aircra was painted RLM 76 overall at the plant and

  carried the JG 3 insignia on the nose. On May 30th, 1944, Fw. Oo Bülsow was shot down during combat in this airplane over Belzig.

  eduard

  35

  INFO Eduard - January 2021

• Page 36

  KITS 01/2021

  Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10, Werneuchen, Germany, July 1944

  MT-463, ylikersan (Sta Sergeant) Tapio Järvi, 2/HLeLv 24, Lappeenranta, Finland, July/August 1944

  The future Knight’s Cross recipient, the ace with 30 night victories over the enemy aircra, was born on December 4th, 1912 in Sulzbach in

  Saarland. In 1934 he completed his pilot training and got the job with Luhansa. Aer the outbreak of World War Two he was ordered to

  the Luwae. Inially he was ying as a transport pilot, later as an instrument ying instructor. In December 1942 he was assigned to KG 50

  operang He 177 aircra, in the summer of the following year he responded to Hajo Hermann call and requested the reassignment to JG

  300 famous for its Wilde Sau (single-engine ghter night intercepon deployment) taccs. While serving with this unit he was credited with

  19 kills and in January 1944 he was ordered to form 1./NJGr. 10. In August 1944 he was promoted to command I./NJG 11 and lead this unit

  unl the end of World War II. He passed away on November 2nd, 1987.

  The lower and parally side surfaces were painted black for the beer night camouage. The red stripe surrounding the rear fuselage indi-

  cated the original owner of this aircra within Reich Defense, JG 300.The pilot’s “score” was painted on the both sides of the rudder in the

  form of the 23 stripes with the enemy naonality and date of the victory.

  Among the deliveries of Bf 109G-2 and G-6 ghters to Germany’s ally Finland were two G-6/AS version aircra. In the Finnish Air Force, these

  were coded MT-463 and MT-471. MT-463 was delivered on June 28th, 1944 and was assigned to HLeLv 24, where it was own by, among

  other pilots, ylikersan Järvi, who used to down two of his total 27 kills. A further ve kills in this aircra were claimed by another four pilots.

  The Bf 109G-6/AS did not represent any major advantage for the Finnish Air Force, because the majority of air combat with the Soviets took

  place at altudes below 3,000m. The DB 605AS, which powered the type, was designed to oer advantages at high altudes.

  The camouage scheme of this aircra consisted of sprayed RLM 74/75/76 with the blue swaskas on white discs on the fuselage and wing

  posions. The code MT-463 appeared on the fuselage ahead of the tail surfaces. The yellow number of the aircra within the unit was

  applied between the fuselage code and the cockpit. There are no available photographs of this aircra during its combat career with HLeLv

  24, but from other period photographs of other such aircra, the list of aircra numbers for this specic plane has been reduced to 2, 4 or 6.

  eduard

  36

  INFO Eduard - January 2021

• Page 37

  KITS 01/2021

  MT-463, HLeLv 31, U, Finland, Summer 1948

  The end of the ghts with the Soviet Union brought a ceasere from September 5th, 1944. One of the condions of the ceasere was a

  change in the marking of the Finnish aircra – the blue swaska was substuted by cockade bearing Finnish naonal colours, i.e. blue and

  white. Lentolaivue 24, whose pilots of Messerschmis Bf 109G reached the total of 304 victories in air ghts, kept these ghters also during

  the period of peace duty. From December 4th, 1944 the planes served with HLeLv 31, which is sll acve today. The pilots of this squadron

  y F-18C Hornets at present me.

  The aircra concerned is the same as the one portrayed in the previous paint, though, used in the post-war service – this is proved by the

  naonal insignia in Finnish naonal colours introduced from April 1st, 1945. The marking of the aircra is accompanied by the painng of

  the bat placed on the blue cloud and the moon – marking of the HLeLv 31 night ghters. The moon used to be white or yellow; MT-463 has

  white moon. The rudder was repainted most likely with the Finnish olive green colour.

  Recommended for Bf 109G-6/AS

  48885 Bf 109G-6 1/48 (PE-Set)

  FE1142 Bf 109G-6/AS Weekend 1/48 (PE-Set)

  644003 Bf 109G-6 LööK 1/48 (Brassin)

  648261 Bf 109G-6 wheels 1/48 (Brassin)

  648239 Bf 109G-6 radio compartment 1/48 (Brassin)

  648240 Bf 109G-6 cockpit 1/48 (Brassin)

  648247 Bf 109G exhaust stacks 1/48 (Brassin)

  648309 Bf 109G undercarriage legs BRONZE 1/48 (Brassin)

  648265 Bf 109G external fuel tanks (Brassin)

  EX512 Bf 109G spinner spirals 1/48 (Mask)

  EX524 Bf 109G-6 Erla canopy 1/48 (Mask)

  EX581 Bf 109G Erla canopy TFace 1/48 (Mask)

  Cat. No. 644003

  Cat. No. 648240

  eduard

  37

  INFO Eduard - January 2021

• Page 38

  KITS 01/2021

  P-51D-5 1/48

  1/48 Cat. No. 84172

  Eduard plastic parts

  5 marking options

  eduard

  38

  INFO Eduard - January 2021

• Page 39

  KITS 01/2021

  44-13761, Capt. Jack M. Ilfrey, 79th FS, 20th FG, 8th AF, USAAF Staon 367 Kings Clie,

  Northamptonshire, Great Britain, Autumn 1944

  Captain Jack Ilfrey became an ace in North Africa, where he claimed 5½ kills (and 2 damaged) while ying P-38F “Texas Terror”. He joined

  20th FG, 79th FS at USAAF Staon Kings Clie in England on April 20th, 1944, serving as Ops Ocer from June 14th, 1944. He claimed two

  more Bf 109Gs on May 24th, ying P-38J “Happy Jack´s go Buggy”. He was shot down behind enemy lines in France on June 12th, but he

  successfully evaded capture walking and cycling 150 miles to Allied lines in Normandy with help of French civilians. He became 79th FS CO

  on September 7th, leading the unit unl December 9th, 1944. He completed 142 combat missions over ETO and MTO. The 20th FG did not

  replace their P-38Js with P-51Cs unl July 1944, changing them for P-51Ds shortly aerwards. The early Mustangs of the 20th FG are known

  to have upper surfaces overpainted with green color, probably with RAF Dark Green, with irregular spling line between green upper

  surfaces and silver/natural metal boom surfaces. The 20th FG was nicknamed “Loco Busters” because made signicant number of aacks

  against railroad network.

  44-13317, Capt. Donald R. Emerson, 336th FS, 4th FG, 8th AF, USAAF Staon 356 Debden,

  Essex, Great Britain, September 1944

  The 4th FG was nicknamed Debden Eagles thanks to its home base and origins, as it was formed from RAF Eagle squadron (71st, 121st and

  133rd squadrons). Aer the incorporaon into 8th AF the squadrons were re-named to 334th FS, 335th FS and 336th FS. As of April 1st,

  1943 their Spiires were replaced by P-47s and in February 1944 these were changed for P-51s. Donald Emerson joined the ranks of 4th

  Fighter Group on March 9th, 1944 and during the following eight months of duty he ew 89 sores during which he was credited with 4½

  enemy aircra shot down. On December 25th, 1944 he perished returning from the bomber escort mission when he spoed six Bf 109s. Du-

  ring the ensuing combat he descended close to the terrain and was hit by the an-aircra re over the front. Pilot was probably killed, and

  his aircra crashed nearby the town of Siard in The Netherlands. However, he had managed to shoot down two of his opponents. Capt.

  Emerson had the fuselage port side of his Mustang decorated with boxing Donald Duck in resemblance to his rst name. There are seven

  kill markings painted under the windshield. From the beginning of September, the invasion stripes on the upper wings and fuselage sides

  surfaces of the allied aircra were deleted and le on the lower surfaces only.

  eduard

  39

  INFO Eduard - January 2021

• Page 40

  KITS 01/2021

  44-13597, Lt. William E. Fowler, 487th FS, 352nd FG, 8th AF, USAAF Staon 141 Bodney,

  Norfolk, Great Britain, September 1944

  Lt. Col. John C. Meyer, acng CO of the 487th FS and the ace credited with 37½ destroyed enemy aircra, claimed four of his 24 aerial victo-

  ries in cockpit of this mount on September 11th, 1944. Stardust was originally a personal aircra of Lt. William E. Fowler, nicknamed „Flaps“,

  who ended his combat tour just three days before Meyer´s four-victory raid. The Stardust was than assigned to Lt. Jack „Moose“ Landrum,

  who renamed it „Moose“. He was shot down and killed on October 24th, 1944, while strang at Hannover. The 352nd Fighter Group, based

  at USAAF Staon Bodney, was fourth most successful FG of the 8th USAAF with 519 enemy planes destroyed in the air and 287 on the

  ground, with 119 losses of their own. All three squadrons painted noses of their Mustangs with blue colour. In September 1944, the paint

  of the noses was changed from Medium Blue to the Dark Blue, which remained the Group´s color unl end of the War. Note the light area

  over the fuselage naonal insignia of the Stardust, which is clear natural metal surface aer the washing of the invasion stripes on the upper

  surfaces including the upper surfaces of the wings.

  44-13316, Leonard K. Carson, 362nd FS, 357th FG, 8th AF, USAAF Staon 373 Leiston,

  Suolk, Great Britain, June 1944

  The second top scoring Fighter Group of the 8th USAAF and the top scoring FG equipped with P-51D Mustangs was 357nd FG, credited

  with 609 German aircra destroyed in the air and 106 on the ground, with their own losses of 128 aircra. The unit had 35 aces, led by

  Major Leonard „Kit“ Carson with 18½ aerial victories. He became 362nd FS CO on April 8th, 1945. The key to the success of the unit was its

  ghng academy, called Clobber College, where the experienced pilots taught the newcomers the ghng taccs. The 362nd FS received

  their P-51Ds just a few days before D-day. Most of the unit´s early Mustangs had upper surfaces camouaged Dark Green with Neutral Grey

  boom surfaces, or Dark Green upper surfaces over the aluminium/natural metal boom surfaces with narrow border between green and

  NMF surfaces high on fuselage sides. The colors were probably RAF paints overtaken from RAF stock. The “Nooky Booky II” wears full D-day

  stripes, as the aircra was delivered to the unit probably around June 6th, 1944. The previous name of this plane was “Mildred”.

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  INFO Eduard - January 2021

• Page 41

  44-13597, Lt. William E. Fowler, 487th FS, 352nd FG, 8th AF, USAAF Staon 141 Bodney,

  Norfolk, Great Britain, September 1944

  44-13316, Leonard K. Carson, 362nd FS, 357th FG, 8th AF, USAAF Staon 373 Leiston,

  Suolk, Great Britain, June 1944

  KITS 01/2021

  Recommended for P-51D-5

  481000 P-51D 1/48 (PE-Set)

  FE1021 P-51D seatbelts STEEL 1/48 (PE-Set)

  FE1141 P-51D-5 Weekend 1/48 (PE-Set)

  644021 P-51D-5 LööK 1/48 (Brassin)

  648486 P-51D exhaust stacks w/ fairing 1/48 (Brassin)

  648489 P-51D-5 cockpit 1/48 (Brassin)

  648494 P-51D wheels diamond tread 1/48 (Brassin)

  648495 P-51D undercarriage legs BRONZE 1/48 (Brassin)

  648555 P-51D engine 1/48 (Brassin)

  648570 P-51D gun sights 1/48 (Brassin)

  EX663 P-51D TFace 1/48 (Mask)

  EX740 P-51D Weekend 1/48 (Mask)

  Cat. No. 644021

  Cat. No. 648495

  Cat. No. 648555

  Cat. No. 648489

  Cat. No. 648570

  eduard

  41

  INFO Eduard - January 2021

• Page 42

  P-47D Razorback

  Platz plastic parts

  Paiting mask

  5 marking options

  1/144, Cat. No. 4469

  KITS 01/2021

  Recommended:

  144016 P-47 Razorback

  1/144 (PE-Set) release 02/2020

  eduard

  42

  INFO Eduard - January 2021

• Page 43

  KITS 01/2021

  P-47D-11-RE, s/n 42-75510, Lt. Col Francis Gabreski, 61st FS,

  56th FG, 8th AF, Halesworth, England, February 1944

  P-47D-23-RA, s/n 42-27908, 86th FS, 79th FG, 12th AF, Fano,

  Italy, September 1944

  P-47D-23-RA, s/n 42-27884, Maj. William D. Dunham, 460th FS,

  348th FG, 7th AF, Tacloban, Philippines, December 1944

  P-47D-20-RE, s/n 42-76553, 1st Lt. Arlie J. Blood, 510th FS,

  405th FG, 9th AF, Christchurch, England, May 1944

  P-47D-22-RE, s/n 42-26298, Lt. Albert P. Knafelz, 62nd FS,

  56th FG, 8th AF, Boxted, England, July 1944

  eduard

  43

  INFO Eduard - January 2021

• Page 44

  KITS 01/2021

  1/72 Cat. No. 2133

  Eduard plastic parts

  Photo-etched set

  Paiting mask

  12 marking options

  Extra: BMW IIIa and

  M e r c e d e s D . I I I e n g i n e s

  DUAL COMBO

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  44

  INFO Eduard - January 2021

• Page 45

  Fokker D.VII Early, mil. No unknown, Hptm. Rudolf Berthold, CO of JG II, Le Mesnil-Nesle,

  France, June 1918

  Fokker D.VII Early, 365/18, Lt. Josef Carl Peter Jacobs, CO of Jasta 7, St Marguerite, France,

  August 1918

  The rst D.VII of combave and patrioc 44 victories ace Rudolf Berthold was of early producon batch and is well known thanks to the

  photo, showing it in the colours of Jasta 15 (Berthold was leading it before promoted to the JG II command), i.e. red nose and middle blue

  fuselage and upper surfaces of the wings. The abovemenoned photo depicts the aircra in unnished state of paint job when part of the

  fuselage was sll le in original factory streaked painng. It was overpainted later as the reports state. You can choose which one scheme

  You prefer. The boom of the fuselage was neither le in original factory light blue colour, or also overpainted by middle blue. Regarding the

  boom side of the wings we tend to the „lozenge“ four colour light variant, but some sources are stang light blue overpaint of it.

  Long serving commander of Jasta 7 (from August 2, 1917 ll the end of the war), the 47 victory ace, was famous for his all black Fokkers Dr.I

  and D.VII marked with the disnct ame-breathing devils´ head painted on both sides of the fuselage as his personal emblem. While the sha-

  pe of the devil is well documented on the Dr.I, there is only one rather poor photo of Jacobs´ D.VII, so the shape of the devil depicted here

  and in the decals is reconstrucon based on visible details on the D.VII, but taking into consideraon the shape used on Dr.I, where no other

  clue exists. Jacobs´ D.VII was photographed with upper engine cowling removed, which was a common quick-x to the overheang problems

  following the self-ignion of phosphorous ammunion in several D.VIIs in mid-July.

  KITS 01/2021

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  45

  INFO Eduard - January 2021

• Page 46

  Fokker D.VII Early, 387/18, Oblt. Harald Auarth, CO of Jasta 29, Aertrycke, Belgium,

  October 1918

  Fokker D.VII Early, 286/18, Vzfw. Willi Gabriel, Jasta 11, Cappy, France, May 1918

  Flying this D.VII, Harald Auarth managed to shoot down several aircra but also experienced one forced landing with it aer catching some

  defensive re from the observer of a DH- 9 from 206th USAS Squadron on October 5, 1918. The D.VII survived and Auarth scored also the

  last of his 29 victories with it. According to the photo and Jasta 29 reports the D.VII of Harald Auarth sported the usual colours of Jasta 29,

  i.e. yellow nose with green fuselage and personal marking of white comet insignia on both sides. The upper side of top wing was painted

  either green or yellow as a common pracce of personal mounts of the Jasta leaders. There is some uncertainty regarding the type of

  „lozenge“ fabric used. Although the four-colour variant should be the right one according to the most respected sources, some possibility

  of ve-colour variant is sll open. An alternave set of ve-colour “lozenge” decals can be bought separately.

  Willi Gabriel had just a brief career as a ghter pilot, aer he spent most of war ying two seaters. He nally managed to persuade JG I

  commander Wilhelm Reinhardt to assign him to Jasta 11, where he started his ghter pilot career on May 17, 1918. Adding 10 victories to

  his only one he achieved during his observing pilot career he ran into troubles due to his lack of discipline and was nally “grounded” and

  posted out of the Jasta 11 in August 1918. His early D.VII sported very colourful scheme with orange rear end, fuselage stripes and light blue/

  orange chevrons on the horizontal stabilizer and elevator. The orange fuselage stripes were painted later. You can therefore choose in which

  state You prefer to nish this marking. There is some uncertainty regarding the type of „lozenge“ fabric used. Although the four-colour vari-

  ant should be the right one according to the most respected sources, some possibility of ve-colour variant is sll open. An alternave set of

  ve-colour “lozenge” decals can be bought separately.

  KITS 01/2021

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  46

  INFO Eduard - January 2021

• Page 47

  Fokker D.VII Late, mil. No unknown, Heinz Küstner, Jasta 18, Habsheim, Mönngen,

  Metz, France, October/November 1918

  Fokker D.VII Late, 4301/18, Vzfw. Oo Heinrich Baurose, Jasta 71, Habsheim, France,

  November 1918

  Typical Jasta 18 marking of red and white colours was applied also to the Heinz Küstner´s mount, but according to some sources the paint

  job was not nished on the boom of the wings which therefore stayed in four colour „lozenge“ printed fabric. The black raven become

  Jasta´s trademark aer its leader August Raben (raven in German) made it famous on his plane. Küstner´s late variant of D.VII sported also

  „Mercedes“ three-pointed black star behind the Raven. The tail unit has been mostly depicted with black stripes, but, according to the

  newest ndings they should be red as well as the wings and front fuselage. Previously, Küstner had own a very similar-looking D.VII built by

  Albatros.

  A lile is known about Oo Heinrich Baurose, the ghter pilot with no ocial aerial victories. He served with Jasta 20 from April 16, 1917

  ll February 6, 1918, aer that period he was moved to Jasta 71. He might be one of the vicms of the famous Billy Bishop´s raid on June 2,

  1917, when Canadian pilot destroyed several aircra during his solo dawn patrol; some in the air, some on the ground when taxiing. If so,

  Baurose survived… His aircra was typical late producon D.VII from Schwerin factory and is well known thanks to several photos, where the

  inscripon Oo and B/W tail stripes are clearly visible. Also removed top engine cowling is evident, either due to the maintenance or as the

  means for beer engine cooling during hot summer.

  KITS 01/2021

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  47

  INFO Eduard - January 2021

• Page 48

  Fokker D.VII Early, mil. No unknown, Oblt z. S. Gohard Sachsenberg, CO of MFJ 1,

  Coolkerke, Belgium, September 1918

  Fokker D.VII Mid, 505/18, 2592, OStv. Friedrich Wilhelm Hippert, Grenzschutz-Ost,

  East Prussia, 1919

  The second highest scoring ace of all the German marine pilots in WWI, Gohard Sachsenberg (second only to Theo Osterkamp), achieved

  31 victories and was decorated with Pour le Mérite on August 5, 1918. From October 1918 Sachsenberg led the rst naval air wing, the

  Marine Jagdgruppe 1. Aer the War he formed the Jagdgeschwader Sachsenberg, providing the aerial support to Freikorps units ghng

  on Balc borders of Germany. His aircra from the me of leading the MFJ1 unit sported diagonal black checkerboard painted over yellow

  fuselage. Eight partly worn black stripes on the upper side of top wing are considered to be kind of reinforcement tape, as the linen cover of

  upper wing centre secon had a tendency to part company with the airframe during the erce combat manoeuvres. The black stripes on the

  elevator were in contrary the idencaon marks of MFJ 1. Sachsenberg used an Oigee gunsight on his D.VII.

  One of the most colourful D.VIIs used to be the mount of Wilhelm Hippert, the WWI ace with eight victories. Hippert was ghng with the

  Mimmi, the pet name of his belowed ancée Wilhelmine Bückert, painted on the upper side of the top wing. Willi served with FA(A) 227

  during 1917 and achieved one aerial victory shared with his observer. Transferred to Jasta 39 he scored for the rst me as a ghter pilot on

  October 2, 1917. He moved again on March 5, 1918, joining Jasta 74. It was long believed, this checkerboard D.VII was operated by this unit,

  but latest ndings revealed the D.VII in this parcular appearance is a post war marking, when serving with Grenzschutz-Ost, helping the

  Freikorps to ght in the eastern regions of Germany. The top engine cowlings were eld-modied for beer engine and ammunion cooling.

  KITS 01/2021

  eduard

  48

  INFO Eduard - January 2021

• Page 49

  Fokker D.VIIF 4282/18, Ltn. d. R. Arthur Laumann, Jasta 10, Bernes, France, August 1918

  Fokker D.VIIF mil. No unknown, Oblt. Erich Loewenhardt, Jasta 10, Puisieux Ferme,

  France, August 1918

  As an arllery soldier Laumann was sent to pilot training only aer many requests in August 1917. Eight months later he joined FA(A) 265,

  the unit led by his brother, for just brief service, as he was transferred to Jasta 66 in May. Laumann soon became ace there and even com-

  mander of the unit on July 21, 1918. He recorded last ve of his 28 victories when leading Jasta 10, where he ew this D.VIIF from the mid

  producon batch. Apart of the factory „lozenge“ cover, the yellow nose and wide band around the fuselage with his personal AL inscripon

  made his D.VII something special. The yellow colour of the band was considered only as probable but has been conrmed by his combat

  reports. Laumann was one of the pilots ying with opcal gunsight mounted in front of the cockpit.

  Erich Loewenhardt spent rst two years of the war with infantry. He started ying in 1916 as an observer. Aer successful applicaon for

  pilot training he joined FA(A) 265 in 1916 prior to undertaking ghter training early in 1917. He joined Jasta 10 thereaer in March 1917. He

  was appointed commander of the unit aer scoring his rst 15 victories on April 1, 1918 and received the Pour le Mérite on May 31. Two

  months later, on August 10, he shot down his 54th and last vicm, but collided with another pilot from Jasta 11 during this combat. Although

  successfully bailing out, his parachute did not open and the Jasta 10 leader fell to his death. No photo of this yellow D.VII is known, but its

  appearance is well described by various eye-witness accounts, who described the plane as being “canary yellow”. Contrary to most of the

  reconstrucons we are convinced the upper side of top wing was yellow, as well as the cowling under the machine guns. This plane was an

  early example from the 4250/18 – 4449/18 producon batch.

  KITS 01/2021

  eduard

  49

  INFO Eduard - January 2021

• Page 50

  Fokker D.VIIF, 4253/18, Oblt. Ernst Udet, Jasta 4, Beugneux, France, July 1918

  Fokker D.VIIF, mil. No unknown, Rtm. Karl Bolle, CO of Jasta 2, Lens Mons, France, October 1918

  The all-red BMW powered mount of Ernst Udet reached Jasta 4 in late July 1918. Udet ew this plane with great success in August 1918,

  being credited with 20 victories in just 20 days. Due to unknown reasons the upper wing of his mount was changed for one coming from an

  O.A.W.-built D.VII. Udet, the highest scoring German ace surviving the war, ew this D.VIIF without the upper cowling to improve the cooling

  of the engine and ammunion. The Lo! painng on the fuselage was there to honour his ancée Eleanor Zink, which he married in 1920. The

  famous “Du doch nicht!!” inscripon was not present on this aircra.

  Karl Bolle started his aviaon career as the pilot of KG4 and later of Kampstael 23, where he was ying with Lothar von Richthofen as his

  observer. He was moved to the Jasta 28 during the summer of 1917 and aer becoming an ace with ve victories, he was promoted to

  command the Jasta 2 on February 20, 1918. Bolle was leading this famous unit ll the end of the war, his tally counng 36 aerial victories.

  On August 28, 1918, he received the Pour le Mérite. Aer the war he remained acve pilot and was appointed Director of the German

  Transportaon Flying School in 1920. This aircra of Karl Bolle carried the wide yellow band with white and black outlines and was a typical

  mid- producon Schwerin built D.VIIF with the BMW IIIa engine and also came from the 4250/18 – 4449/18 producon batch.

  KITS 01/2021

  eduard

  50

  INFO Eduard - January 2021

• Page 51

  Recommended for Fokker D.VII

  672223 Fokker D.VII (OAW) engine/Mercedes D.III 1/72 (Brassin)

  672224 Fokker D.VIIF engine/BMW IIIa 1/72 (Brassin)

  D72019 Fokker D.VII rib tapes 4color lozenge 1/72 (Decal)

  D72020 Fokker D.VII rib tapes 5color lozenge 1/72 (Decal)

  KITS 01/2021

  Cat. No. 672223

  Cat. No. 672224

  OVERTREES

  FOkker D.VII (Fokker) 1/72

  Cat. No 70133X

  Cat. No 2133-LEPT

  A+B

  G+H

  eduard

  51

  INFO Eduard - January 2021

• Page 52

  BFC105

  WILDE SAU Episode One: Ring of Fire with extra decal

  1/48

  1/48, Cat. No. BFC105

  Complete WILDE SAU kit

  Episode One: Ring of Fire

  (Limited edition Cat. No 11140)

  Extended with the oer of the other

  machines from JG 300.

  BFC

  FOR BFC MEMBERS ONLY

  eduard

  52

  INFO Eduard - January 2021

• Page 53

  BFC106

  WILDE SAU Episode One: Ring of Fire with extra decal

  1/48

  1/48, Cat. No. BFC106

  Complete WILDE SAU kit

  Episode One: Ring of Fire

  (Limited edition Cat. No 11140)

  Extended with the oer of the

  other machines from JG 301

  and JG 302.

  BFC

  FOR BFC MEMBERS ONLY

  eduard

  53

  INFO Eduard - January 2021

• Page 54

  01/2021

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Spiire Mk.II in

  1/48 scale. Easy to assemble, replaces

  plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 1 part,

  - decals: no,

  - photo-etched details: yes, pre-painted,

  - painng mask: no.

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Beaughter Mk.IF

  in 1/48 scale. Easy to assemble, replaces

  plasc parts.

  Recommended kit: Revell

  Set contains:

  - resin: 1 part,

  - decals: no,

  - photo-etched details: yes, pre-painted,

  - painng mask: no.

  644080

  Spitre Mk.II LööK

  1/48 Eduard

  644079

  Beaughter Mk.IF LööK

  1/48 Revell

  eduard

  54

  INFO Eduard - January 2021

• Page 55

  Brassin set - AGM-88 HARM missiles in

  1/32 scale. The set consists of 2 missiles.

  Compable with F-4G, EA-6B, F-15E, F-16,

  F/A-18, EA-18G, Tornado IDS/ECR,

  Euroghter Typhoon, F-35.

  Set contains:

  - resin: 14 parts,

  - decals: yes,

  - photo-etched details: yes,

  - painng mask: no.

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Bf 110G-4

  in 1/48 scale. Easy to assemble, replaces

  plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 3 parts,

  - decals: no,

  - photo-etched details: yes, pre-painted,

  - painng mask: no.

  632164

  AGM-88 HARM

  1/32

  644081

  Bf 110G-4 LööK

  1/48 Eduard

  BRASSIN 01/2021

  eduard

  55

  INFO Eduard - January 2021

• Page 56

  BRASSIN 01/2021

  Brassin set - the Browning twin-gun

  for Lysander in 1/48 scale.

  Recommended kit: Eduard

  Set contains:

  - resin: 8 parts,

  - decals: no,

  - photo-etched details: yes,

  - painng mask: no.

  Brassin set - the engine for Spiire Mk.I

  in 1/48 scale. The cowlings included.

  Recommended kit: Eduard

  Set contains:

  - resin: many parts,

  - decals: no,

  - photo-etched details: yes,

  - painng mask: no.

  648584

  Lysander Twin Browning machine gun

  1/48 Eduard

  648582

  Spitre Mk.I engine

  1/48 Eduard

  Stránka produktu

  eduard

  56

  INFO Eduard - January 2021

• Page 57

  Brassin set - the exhaust stacks for

  Bf 110G-4 in 1/48 scale. Easy to assemble,

  replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 4 parts,

  - decals: no,

  - photo-etched details: yes,

  - painng mask: no.

  Brassin set - the undercarriage wheels

  for Bf 110G in 1/48 scale. The set consists

  of the main wheels and a tailwheel.

  Easy to assemble, replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 4 parts,

  - decals: no,

  - photo-etched details: no,

  - painng mask: yes.

  648606

  Bf 110G-4 exhaust stacks

  1/48 Eduard

  648603

  Bf 110G wheels

  1/48 Eduard

  BRASSIN 01/2021

  eduard

  57

  INFO Eduard - January 2021

• Page 58

  BRASSIN 01/2021

  Brassin set - the gun bays for Spiire

  Mk.IIa in 1/48 scale. The set consists

  of gunbays for both wings.

  Recommended kit: Eduard

  Set contains:

  - resin: 44 parts,

  - decals: no,

  - photo-etched details: yes,

  - painng mask: no.

  Brassin set - the exhaust stacks for

  Bf 110C/D/E in 1/48 scale. Easy to assem-

  ble, replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 4 parts,

  - decals: no,

  - photo-etched details: no,

  - painng mask: no.

  648610

  Spitre Mk.IIa gun bays

  1/48 Eduard

  648607

  Bf 110C/D/E exhaust stacks

  1/48 Eduard

  eduard

  58

  INFO Eduard - January 2021

• Page 59

  Brassin set - the exhaust stacks for Spiire

  Mk.Vc in 1/72 scale. Easy to assemble,

  replaces plasc parts.

  Recommended kit: Airx

  Set contains:

  - resin: 2 parts,

  - decals: no,

  - photo-etched details: no,

  - painng mask: no.

  Brassin set - the undercarriage wheels

  for Spiire Mk.Vc in 1/72 scale. The set

  consists of the main wheels and

  a tailwheel. Easy to assemble,

  replaces plasc parts.

  Recommended kit: Airx

  Set contains:

  - resin: 3 parts,

  - decals: no,

  - photo-etched details: no,

  - painng mask: yes.

  672250

  Spitre Mk.Vc exhaust stacks

  1/72 Airx

  672249

  Spitre Mk.Vc wheels

  1/72 Airx

  BRASSIN 01/2021

  eduard

  59

  INFO Eduard - January 2021

• Page 60

  BRASSIN 01/2021

  Collecon of 4 sets for P-38H in 1/48 scale by Tamiya.

  - LööK set (pre-painted Brassin dashboard & Steelbelts),

  - TFace painng mask,

  - undercarriage wheels,

  - gun barrels.

  644083

  P-38H LööKplus

  1/48 Tamiya

  eduard

  60

  INFO Eduard - January 2021

• Page 61

  Collecon of 3 sets for F-14A in 1/48 scale by Tamiya.

  - LööK set (pre-painted Brassin dashboard & Steelbelts),

  - TFace painng mask,

  - undercarriage wheels.

  644084

  F-14A w/ late wheels LööKplus

  1/48 Tamiya

  BRASSIN 01/2021

  eduard

  61

  INFO Eduard - January 2021

• Page 62

  Jagdpanzer Marder I 1/35 Tamiya (36457)

  Jagdpanzer Marder I

  1/35 Tamiya

  PHOTO-ETCHED AND MASK JANUARY 2020

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  INFO Eduard - January 2021

• Page 63

  PE-SETS AND MASKS 01/2021

  C-130H exterior 1/72 Zvezda (72713)

  C-130H interior 1/72 Zvezda (73729)

  C-130H cargo seatbelts 1/72 Zvezda (73730)

  C-130H cargo interior 1/72 Zvezda (73731)

  C-130H cargo oor 1/72 Zvezda (73732)

  C-130H interior 1/72 Zvezda (SS729) (Zoom)

  C-130H 1/72 Zvezda (CX590) (Mask)

  C-130H

  1/72 Zvezda

  EXTERIOR

  INTERIOR

  +ZOOM

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  INFO Eduard - January 2021

• Page 64

  PE-SETS AND MASKS 01/2021

  CARGO

  SEATBELTS

  CARGO

  INTERIOR

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  INFO Eduard - January 2021

• Page 65

  PE-SETS AND MASKS 01/2021

  CARGO

  FLOOR

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  INFO Eduard - January 2021

• Page 66

  DECAL 01/2021

  Cat. No. D32006

  Die roten Flieger

  1/32 Meng

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  INFO Eduard - January 2021

• Page 67

  Cat. No. D48068

  P-39 stencils

  1/48 Eduard

  Cat. No. D48067

  Spire Mk.II stencils

  1/48 Eduard

  Cat. No. D48069

  P-47D stencils

  1/48 EDUARD/TAMIYA/ACADEMY/HASEGAWA/HOBBY BOSS

  Cat. No. D72029

  Z-37 stencils, code leers & labels

  1/72 Eduard

  DECAL 01/2021

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  INFO Eduard - January 2021

• Page 68

  32975 PT-17 / N2S-3 1/32

  33266 PT-17 / N2S-3 seatbelts STEEL 1/32

  JX262 PT-17 / N2S-3 1/32

  481035 SBD-2 landing aps 1/48

  491126 SBD-2 1/48

  FE1127 SBD-2 seatbelts STEEL 1/48

  EX729 SBD-2 TFace 1/48

  481036 Su-27S exterior 1/48

  491128 Su-27S interior 1/48

  FE1129 Su-27S seatbelts STEEL 1/48

  EX731 Su-27S 1/48

  BIG33124 PT-17 / N2S-3 1/32 ICM

  BIG49272 SBD-2 1/48 Academy

  BIG49273 Su-27S 1/48 Kitty Hawk

  All sets included in this BIG ED are available separately,

  but with every BIG ED set you save up to 30%.

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  INFO Eduard - January 2021

• Page 69

  481037 Su-27UB exterior 1/48

  491130 Su-27UB interior 1/48

  FE1131 Su-27UB seatbelts STEEL 1/48

  EX733 Su-27UB 1/48

  481034 Beaughter Mk.IF landing aps 1/48

  491124 Beaughter Mk.IF 1/48

  FE1125 Beaughter Mk.IF seatbelts STEEL 1/48

  EX726 Beaughter Mk.IF 1/48

  BIG49274 Su-27UB 1/48 Kitty Hawk

  BIG49275 Beaughter Mk.IF 1/48 Revell

  All sets included in this BIG ED are available separately,

  but with every BIG ED set you save up to 30%.

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  INFO Eduard - January 2021

• Page 70

  PE-SETS AND MASKS 01/2021

  EDUARD MASK IT FITS!

  JX267 F-100F 1/32 Trumpeter

  JX268 F-100F TFace 1/48 Trumpeter

  EX738 TF-104G 1/48 Kinec

  EX739 TF-104G TFace 1/48 Kinec

  EX740 P-51D Weekend 1/48 Eduard

  EX741 Tornado ASSTA 3.1 1/48 Revell

  EX742 Tornado ASSTA 3.1 TFace 1/48 Revell

  CX589 Spiire Mk.Vc 1/72 Airx

  CX590 C-130H 1/72 Zvezda

  CX591 EF-111A 1/72 Revell

  JX267 JX268

  EX738

  EX741

  EX742

  CX589

  CX591

  JX268

  EX739

  EX739

  EX741

  CX590

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  INFO Eduard - January 2021

• Page 71

  KITS

  8208 Bf 110G-4 1/48 ProPACK

  2133 Fokker Fokker! 1/72 Limited edition

  84169 Bf 109G-6/AS 1/48 Weekend edition

  84172 P-51D-5 1/48 Weekend edition

  4469 P-47D Razorback 1/144 Super44

  PE-SETS

  32458 F-100F exterior 1/32 Trumpeter

  32459 F-100F slats 1/32 Trumpeter

  32460 F-100F air brake 1/32 Trumpeter

  32461 F-100F undercarriage 1/32 Trumpeter

  32980 F-100F interior 1/32 Trumpeter

  36457 Jagdpanzer Marder I 1/35 Tamiya

  481040 Tornado ASSTA 3.1 exterior 1/48 Revell

  491137 Tornado ASSTA 3.1 interior 1/48 Revell

  491138 Tornado ASSTA 3.1 undercarriage 1/48 Revell

  491139 TF-104G 1/48 Kinetic

  72713 C-130H exterior 1/72 Zvezda

  73728 Spitre Mk.Vc 1/72 Airx

  73729 C-130H interior 1/72 Zvezda

  73730 C-130H cargo seatbelts 1/72 Zvezda

  73731 C-130H cargo interior 1/72 Zvezda

  73732 C-130H cargo oor 1/72 Zvezda

  ZOOMS

  33272 F-100F 1/32 Trumpeter

  33273 F-100F seatbelts STEEL 1/32 Trumpeter

  FE1137 Tornado ASSTA 3.1 1/48 Revell

  FE1138 Tornado ASSTA 3.1 seatbelts STEEL 1/48 Revell

  FE1139 TF-104G 1/48 Kinetic

  FE1140 TF-104G seatbelts STEEL 1/48 Kinetic

  FE1141 P-51D-5 Weekend 1/48 Eduard

  FE1142 Bf 109G-6/AS Weekend 1/48 Eduard

  SS728 Spitre Mk.Vc 1/72 Airx

  SS729 C-130H 1/72 Zvezda

  MASKS

  JX267 F-100F 1/32 Trumpeter

  JX268 F-100F TFace 1/48 Trumpeter

  EX738 TF-104G 1/48 Kinetic

  EX739 TF-104G TFace 1/48 Kinetic

  EX740 P-51D Weekend 1/48 Eduard

  EX741 Tornado ASSTA 3.1 1/48 Revell

  EX742 Tornado ASSTA 3.1 TFace 1/48 Revell

  CX589 Spitre Mk.Vc 1/72 Airx

  CX590 C-130H 1/72 Zvezda

  CX591 EF-111A 1/72 Revell

  BIGED

  BIG33124 PT-17 / N2S-3 1/32 ICM

  BIG49272 SBD-2 1/48 Academy

  BIG49273 Su-27S 1/48 Kitty Hawk

  BIG49274 Su-27UB 1/48 Kitty Hawk

  BIG49275 Beaughter Mk.IF 1/48 Revell

  BRASSIN

  632164 AGM-88 HARM 1/32

  644079 Beaughter Mk.IF LööK 1/48 Revell

  644080 Spitre Mk.II LööK 1/48 Eduard

  644081 Bf 110G-4 LööK 1/48 Eduard

  648582 Spitre Mk.I engine 1/48 Eduard

  648584 Lysander Twin Browning machine gun 1/48 Eduard

  648603 Bf 110G wheels 1/48 Eduard

  648606 Bf 110G-4 exhaust stacks 1/48 Eduard

  648607 Bf 110C/D/E exhaust stacks 1/48 Eduard

  648610 Spitre Mk.IIa gun bays 1/48 Eduard

  672249 Spitre Mk.Vc wheels 1/72 Airx

  672250 Spitre Mk.Vc exhaust stacks 1/72 Airx

  LookPLUS

  644083 P-38H LööKplus 1/48 Tamiya

  644084 F-14A w/ late wheels LööKplus 1/48 Tamiya

  DECALS

  D32006 Die roten Flieger 1/32 Meng

  D48067 Spitre Mk.II stencils 1/48 Eduard

  D48068 P-39 stencils 1/48 Eduard

  D48069 P-47D stencils 1/48 Eduard

  D72029 Z-37 stencils, code letters & labels 1/72 Eduard

  SPACE

  3DL48001 Mi-24V SPACE 1/48 Zvezda

  3DL48003 P-51D-10 SPACE 1/48 Eduard

  3DL48004 P-51D-15+ SPACE 1/48 Eduard

  3DL72001 Z-37 SPACE 1/72 Eduard

  3DL72002 MiG-21MF SPACE 1/72 Eduard

  January 2021

• Page 72

  BUILT

  Fw 190A-6

  1/48

  built by Daniel Marek

  CAMO C

  Cat. No. 82148

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  INFO Eduard - January 2021

• Page 73

  BUILT

  Lt. Heinz-Günther Lück, 1./JG 1, Deelen, the Netherlands, August 1943

  Lt. Lück, a pilot with ve aerial victories (all over B-17 aircra) ew during his whole warme career with JG 1. During the summer 1943, I. Gruppe aircra carried a garish mar-

  kings in the form of the checkerboard on the engine cowling, black and white in the case of 1. Stael. It was deleted aer the US Thunderbolts sporng the idencal markings

  aacked Deelen airbase and the an-aircra gunners did not engage as they confused them with the friendly aircra on the landing approach. Heinz-Günther Lück had his dog

  pet, black Scosh terrier named Lucki, painted under the canopy and his rudder sported two victories in the form of white bars.

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  INFO Eduard - January 2021

• Page 74

  BUILT

  Bf 109G-6

  1/48

  built by Daniel Marek

  CAMO C

  Cat. No. 8268

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  INFO Eduard - January 2021

• Page 75

  BUILT

  W.Nr. 18807, Ofw. Alfred Surau, 9./JG 3, Bad Wörishofen, September, 1943

  This aircra was own by Ofw. Alfred Surau, a ghter ace

  credited with 45 victories (some sources claim 46). Surau´s rst

  vicm hit the ground in Russia on February 28, 1943.

  He served on the Eastern Front ll the end of August, 1943.

  The rst kills in the West were two B-17s in September, 1943.

  Two more were added to Surau´s tally on October 1. His last

  combat sore came on October 14, 1943. Surau took part in

  an aerial bale with US bombers over Schweinfurt, but B-17

  gunners hit his G-6. Surau was seriously wounded and died the

  same day in a Wertheim hospital.

  The excess paint on the gun cowling idened 9./JG 3 aircra,

  and the JG 3 badge is painted on the engine cowling. The

  rudder could be painted in yellow. The RLM 02 splotches were

  sprayed on fuselage sides.

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  INFO Eduard - January 2021

• Page 76

  LAU-10/A ZUNI

  1/48

  BUILT

  built by Ugur Kenel

  Cat. No. 648226

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  INFO Eduard - January 2021

• Page 77

  Mk.20 Rockeye II

  1/48

  BUILT

  built by Ugur Kenel

  Cat. No. 648168

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  INFO Eduard - January 2021

• Page 78

  BUILT

  SE.5a Hispano SuizaSE.5a Hispano Suiza

  #82132-LEPT SE.5a Hispano Suiza (PE-Set)

  #648299 SE.5a guns (Brassin)

  #648319 SE.5a radiator - Hispano Suiza for 4blade prop (Brassin)

  #648318 SE.5a propeller four-blade (Brassin)

  built by Matthias Becker

  Jet & Prop

  Cat. No. 8453

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  INFO Eduard - January 2021

• Page 79

  BUILT

  B536, 2nd Lt. Kenneth William Junor, No. 56 Squadron, Baizieux, France, March 1918

  Kenneth Junor was born on August 3rd, 1894 in Toronto and after completing studies at the University of Toronto he joined the Canadian military in 1915,

  with which he took part in the Battle of Somme. In April 1917, he was accepted into the Royal Flying Corps, underwent training, and in December 1917

  was assigned to No.56 Squadron. There, he would serve until April 23rd, 1918, when he was shot down by Ltn. Egon Koepsch of Jasta 4. Kenneth Junor

  succumbed to his injuries. Over the course of his service during the First World War, Junor shot down eight German aircraft.

  The SE.5a in which Ken Junor claimed two of his victories carried the standard camouage scheme of the type, consisting of PC10 on the upper and side

  surfaces while the lower surfaces remained in the colour of canvas. No.56 Squadron ghters carried a wide white band on the rear fuselage (not extending

  around the bottom of the fuselage and was not connected at the top of the spine) from the end of September 1917 til March 1918.

  #82132-LEPT SE.5a Hispano Suiza (PE-Set)

  #648333 SE.5a wheels (Brassin)

  #648299 SE.5a guns (Brassin)

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  INFO Eduard - January 2021

• Page 80

  AIM-9M/L Sidewinder

  1/48

  BUILT

  built by Ugur Kenel

  Cat. No. 648029

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  INFO Eduard - January 2021

• Page 81

  F/A-18D ATARS

  1/48 Kinetic

  BUILT

  built by Ugur Kenel

  #FE247 F-18D (PE-Set)

  #FE196 F-18 placards (PE-Set)

  #648168 Mk.20 Rockeye II (Brassin)#648226 LAU-10/A ZUNI (Brassin)

  #648029 AIM-9M/L Sidewinder (Brassin)

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  INFO Eduard - January 2021

• Page 82

  BIG5358 SMS Viribus Unis 1/350 Trumpeter

  BIG33125 Mirage 2000D 1/32 Kiy Hawk

  BIG33126 Mirage 2000N 1/32 Kiy Hawk

  BIG49276 HH-34J 1/48 Trumpeter

  BIG49277 S-2E 1/48 Kinec

  BIG72163 Beaufort Mk.I 1/72 Airx

  632165 AIM-132 ASRAAM 1/32

  632167 MG 81Z gun 1/32

  644082 Do 17Z bomber LööK 1/48 Eduard/ICM

  648604 Bf 110G-4 gun muzzles 1/48 Eduard

  648605 Bf 110G-4 Schräge Musik 1/48 Eduard

  648608 Do 17Z wheels 1/48 Eduard/ICM

  648609 Do 17Z bomber guns 1/48 Eduard/ICM

  648611 Spiire Mk.IIb gun bays 1/48 Eduard

  648612 SUU-23 gun pod 1/48

  672253 Z-37A spraying booms 1/72 Eduard

  672254 GBU-31(V)1/B JDAM 1/72

  672256 R-27R/R1 / AA-10 Alamo-A 1/72

  634023 A-26B Invader LööKplus 1/32 Hobby Boss

  644085 Mi-24V LööKplus 1/48 Zvezda

  BIG ED (February)

  BRASSIN (February)

  LöökPlus (February)

  BIG72163

  BIG5358

  BIG49276

  ON APPROACHON APPROACH

  FEBRUARY 2021

  BRASSIN

  644082 Do 17Z bomber LööK 1/48 Eduard/ICM

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  INFO Eduard - January 2021

• Page 83

  632165 AIM-132 ASRAAM 1/32

  632167 MG 81Z gun 1/32

  BRASSIN

  FEBRUARY 2021

  ON APPROACHON APPROACH

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  INFO Eduard - January 2021

• Page 84

  648604 Bf 110G-4 gun muzzles 1/48 Eduard

  BRASSIN

  ON APPROACHON APPROACH

  648605 Bf 110G-4 Schräge Musik 1/48 Eduard

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 85

  648608 Do 17Z wheels 1/48 Eduard/ICM

  648609 Do 17Z bomber guns 1/48 Eduard/ICM

  BRASSIN

  ON APPROACHON APPROACH

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 86

  648611 Spitre Mk.IIb gun bays 1/48 Eduard

  BRASSIN

  ON APPROACHON APPROACH

  648612 SUU-23 gun pod 1/48

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 87

  672254 GBU-31(V)1/B JDAM 1/72

  BRASSIN

  672253 Z-37A spraying booms 1/72 Eduard

  ON APPROACHON APPROACH

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 88

  BRASSIN

  ON APPROACHON APPROACH

  672256 R-27R/R1 / AA-10 Alamo-A 1/72

  FEBRUARY 2021

• Page 89

  BRASSIN

  634023 A-26B Invader LööKplus 1/32 Hobby Boss

  Collection of 3 sets for A-26B Invader in 1/32 scale by Hobby Boss.

  - LööK set (pre-painted Brassin dashboard & Steelbelts),

  - TFace painting mask,

  - undercarriage wheels.

  ON APPROACHON APPROACH

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 90

  644085 Mi-24V LööKplus 1/48 Zvezda

  Collection of 4 sets for Mi-24V in 1/48 scale by Zvezda.

  - LööK set (pre-painted Brassin dashboard & Steelbelts),

  - TFace painting mask,

  - undercarriage wheels,

  - Pitot tubes.

  BRASSIN

  ON APPROACHON APPROACH

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 91

  PE-SETS

  32462 Tornado GR.4 exterior 1/32 Italeri

  32981 Tornado GR.4 interior 1/32 Italeri

  36458 Merkava MK.2D 1/35 Takom

  481041 Ju 188 exterior 1/48 Revell

  481042 Il-2 landing aps 1/48 Zvezda

  491143 Ju 188 interior 1/48 Revell

  491145 Il-2 1/48 Zvezda

  491147 F-104DJ 1/48 Kinec

  73733 F-4EJ Kai 1/72 Fine Molds

  144016 P-47D Razorback 1/144 Eduard/Platz

  ZOOMS

  33274 Tornado GR.4 1/32 Italeri

  33275 Tornado GR.4 seatbelts STEEL 1/32 Italeri

  FE1143 Ju 188 1/48 Revell

  FE1144 Ju 188 seatbelts STEEL 1/48 Revell

  FE1145 Il-2 1/48 Zvezda

  FE1146 Il-2 seatbelts STEEL 1/48 Zvezda

  FE1147 F-104DJ 1/48 Kinec

  FE1148 F-104DJ seatbelts early STEEL 1/48 Kinec

  FE1149 MiG-21bis Weekend 1/48 Eduard

  SS733 F-4EJ Kai 1/72 Fine Molds

  SS734 Nieuport Ni-17 Weekend 1/72 Eduard

  MASKS

  JX269 Tornado GR.4 1/32 Italeri

  JX270 Tornado GR.4 TFace 1/32 Italeri

  EX745 Ju 188 1/48 Revell

  EX746 Ju 188 TFace 1/48 Revell

  EX747 F-104DJ 1/48 Kinec

  EX748 F-104DJ TFace 1/48 Kinec

  EX749 Il-2 1/48 Zvezda

  EX750 Il-2 TFace 1/48 Zvezda

  EX751 MiG-21bis Weekend 1/48 Eduard

  EX752 Bf 110C TFace 1/48 Eduard

  EX753 Bf 110D TFace 1/48 Eduard

  EX754 Bf 110G-4 TFace 1/48 Eduard

  CX593 F-4EJ Kai 1/72 Fine Molds

  CX594 Nieuport Ni-17 Weekend 1/72 Eduard

  DECALS

  D32007 Die alten Kanonen 1/32 Meng

  D32008 Flying circus / JG I 1/32 Meng

  D48071 P-38 stencils 1/48 Tamiya/Academy/Hasegawa

  D48072 Harrier Gr.7/9 stencils 1/48 Revell/Hasegawa

  SPACE

  3DL48002 P-51D-5 SPACE 1/48 Eduard

  3DL48005 Spiire Mk.I early SPACE 1/48 Eduard

  3DL48006 Spiire Mk.I late SPACE 1/48 Eduard

  3DL48007 Spiire Mk.II SPACE 1/48 Eduard

  3DL72003 MiG-21PF SPACE 1/72 Eduard

  3DL72004 MiG-21PFM SPACE 1/72 Eduard

  PE-Sets, Masks and Decals

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 92

  KITS

  Spitre Mk.IIa

  ON APPROACHON APPROACH

  Cat. No. 82153

  1/ 4 8

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 93

  KITS

  ON APPROACHON APPROACH

  Kampfstift

  Cat. No. 11147

  1/48

  Do 17Z-1, 5./KG 3, Heiligenbeil, Germany, 1939

  Do 17Z-2, WNr. 1160, 7./KG 3, St. Trond, Belgium, August 1940

  PRELIMINARY IMAGES

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 94

  KITS

  ON APPROACHON APPROACH

  Kampfstift 1/48

  Do 17Z-2, WNr. 2555, 8./KG 76, Cormeilles-en-Vixen, France, September 1940

  Do 17Z-5, WNr. 2787, 1./KGr. 606, Lannion, France, October 1940

  Do 17Z-2, 3./KG 2, Athens-Tatoi, Greece, May 1941

  Do 17Z, 7./KG 3, Wjazma, Soviet Union, Winter 1941

  Do 17Z-2, 10./ZG 26, Castel Benito, Libya, 1941

  Do 17Z-3, vänr. Olli Kepsu, 2/LeLv 46, Linnunnie-

  mi landing ground, Finnland, February 1942

  PRELIMINARY IMAGES

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 95

  KITS

  Nieuport Ni-17

  ON APPROACHON APPROACH

  1/ 7 2

  Cat. No. 7404

  FEBRUARY 2021

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  INFO Eduard - January 2021

• Page 96

  WOULD YOU LIKE YOUR PERSONAL

  TRAINER?

  Choosing the subject for production is

  quite complex process at Eduard. It is no

  secret or surprise the economy of the pro-

  ject has its say. But it´s not the only voice

  we are listening to. It is also of signicant

  importance, how close is the subject to

  our hearts. Sometimes a project emerges,

  which is really close and due to that makes

  its way to production. One of them is „on

  approach“ today, as we are preparing the

  line of Zlín Trenér aircraft moulded in 1/48

  scale. It is a civilian type, so no aces, no

  weapons, no heart-breaking stories about

  pilots and their wartime adventures. Just

  a trainer and aerobatic aircraft in many

  colourful schemes, notoriously known not

  only with Czech or Slovak pilots... Trenér

  aircraft were and some are still ying in

  many other countries. During 73 years

  from its maiden ight the Trenér, produ-

  ced in various modications, has towed,

  trained, and pleased thousands of pilots

  around the world. Many of them are mo-

  dellers as well, which is a little bit tricky

  for us to be honest. These people know the

  subject inside out, especially the one they

  were or are still ying with. And the deve-

  lopment of the line from the original Z-26

  to the latest variants like Z-726 is a very

  complex matter, even more complex than,

  for example, the one of Bf 109. So, we all

  know here it is a hard task under attentive

  eyes of our customers and enthusiasts.

  Yes, there are many references and in-

  formation we can use and rely on. On the

  other side virtually every aircraft of the

  line undergone several modications, up-

  grades or repaints during its life. Not only

  the changes made by factory, but also the

  “eld” ones. That all makes Trenér (yeas it

  means “trainer” as You probably suspect!)

  something special. I can hardly nd ano-

  ther comparable subject in our production

  or development. We have touched this

  world of civilian aircraft already with the

  Z-37 Bumlebee in 1/72nd scale but moul-

  ding and modelling the Trenér line will be

  even more “dynamic”.

  This leads me to an idea of a new rela-

  tionship between Eduard and its customers

  or fans. We are at the stage, when the 3D

  design is almost nished, and everything

  is prepared for the moulds manufacturing

  process. And we are starting to select the

  right subjects for our Weekends, Pro

  Packs and Limited Edition kits. We know

  there are numerous photos among people,

  so if you have your favorite Trenér, the

  one you were ying with, or someone of

  your relatives or fellows, let us know and

  we will consider it! There are also many

  stories about ying this aircraft which

  should not be forgotten. It is much longer

  in active service than many of us are living,

  so it is no wonder…

  I must say that I cannot promise every

  proposal will make it nally to the box, but

  what you can take as granted is, we will

  not omit any and give it proper attention

  and thoughts. It is also certain we will not

  be able to mould every single aspect of

  every airplane. All those small brackets,

  dierences in instrument panels, radios,

  antennae and so on, and so on… Every-

  thing has its limits, to be honest. In some

  areas we will rely on craftsmanship of the

  modellers, on their ability to create small

  detail here and there in case of pure per-

  fectionists. But do not worry, the appro-

  ach of Eduard to the Trenér line will be as

  attentive and complex as usual with other

  kits. I bet there will be no better Trenér

  in 1/48th scale for many years to come. So,

  if you would like to be part of our “Tre-

  ner Expert” team, let us know, please, at

  trener@eduard.com. No proposal will be

  overlooked, none stays without answer.

  That is something I can promise to you!

  Richard Plos

  eduard

  96

  INFO Eduard - January 2021