01/2025

INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/

• Strana 1

  INFO Eduard

  e-magazine FREE Vol 24 January 2025

  # 179

• Strana 2

  INFO Eduard

  e-magazine FREE Vol 24 January 2025

  # 179

  © Eduard - Model Accessories, 2025

  FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!

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

• Strana 3

  eduard

  eduard

  JANUARY 2025

  CONTENTS

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

  Mírová 170, Obrnice 435 21

  support@eduard.com www.eduard.com

  EDITORIAL

  KITS

  BRASSIN

  PHOTO

  -

  ETCHED SETS

  SPACE

  BUILT

  ON APPROACH

  –

  February 2025

  TAIL END CHARLIE

  ARTICLES

  BOXART STORY

  Bf 109K-4 ProfiPACK 1/48

  P-51D Mustang ProfiPACK 1/72

  Bf 109F-2 Weekend 1/72

  F4F-4 Wildcat late Weekend 1/48

  US Navy Carrier Deck 1/48

  THE ZIPPER 1/48

  P-51B/C wheel bay PRINT 1/48

  Fw 190A-7 1/48

  Spitfire Mk.IXc late version 1/48

  The NR-30 Aircraft Mounted Weapon

  The Cruiser Georgios Averof

  Air War in Ukraine

  -

  ATACMS and Oreshnik

  Missiles in Action

  P-51D engine PRINT 1/72 - CLICK

  -

  CLACK

  Achtung, Jabos!

  John D. Landers and his Big Beautiful Doll

  The July Circus

  Wildcats on the Atolls

  4

  9

  30

  34

  52

  68

  80

  90

  96

  108

• Editorial

  One year has come to an end and another has begun, bringing us to the right time to describe what we want to accomplish in the near future. But don't expect anything groundbreaking today. You already know about most of the new products being prepared for this year, whether from our involvement with E-day or from other sources. Today I will only reference projects that we are more or less certain we will complete this year. As part of the presentation of this year's new products, I will only deal with new kits today, and I’ll skip accessory items, except to say that in all of our main branches of accessory lines, that is to say in photoetched, masks and Brassins, we are working on various types of

  Good Day, Dear Modelers

  One year has come to an end and another has

  begun, bringing us to the right time to describe

  what we want to accomplish in the near future.

  But don't expect anything groundbreaking

  today. You already know about most of the new

  products being prepared for this year, whether

  from our involvement with E-day or from other

  sources. Today I will only reference projects that

  we are more or less certain we will complete

  this year. As part of the presentation of this

  year's new products, I will only deal with new

  kits today, and I’ll skip accessory items, except to

  say that in all of our main branches of accessory

  lines, that is to say in photoetched, masks and

  Brassins, we are working on various types of

  innovations. These are often quite fundamental

  steps that, if successful, will bring interesting

  advancement both in the form of improved

  quality and increased quantity of production,

  as well as in the form of new products and

  perhaps even new product lines. However, none

  of these innovations are yet at a stage where

  they can be put to good use, so there is no real

  point in writing about them today. But don't worry,

  as soon as any of these new manufacturing

  processes are ready to launch, we'll let you know

  and introduce you to the new products that these

  processes will allow.

  KITS

  Last year we premiered two kits, the P-51B

  in 1:48 scale, and the P-51D in 1:72nd. In addition,

  we completed the Bf 109 G-6/G-14 and G-10

  series in 1:72, and we produced molds for the first

  all-new release of the year, the P-40E Warhawk

  in 48th. We will start shipping these to those that

  preordered the Royal Class kit next week, and

  these kits will arrive at retailers with other new

  releases for February, 2025 a week or so later.

  P-40E WARHAWK, 1:48

  Our Warhawk kit brings with it a few subtle

  innovations. One of them is the speed of

  implementation. We started working on this

  project in the fall of 2023. From the initiation

  of the design to the completion of all the molds,

  it took us a year. It may seem like a long time

  to you, but in reality, this is pretty quick. Usually,

  it takes us about twice as long to take a project

  of similar scope to completion. We achieved that

  one year window from start to finish thanks to the

  design process that we first tested five years ago

  when designing the first version of our Zero, and

  also because developing the molds for the P-40E

  had shared top priority in production during the

  second half of the year. It almost means that we

  were able to squeeze into production a mold for

  the fuselage with fillet for the 48th scale P-51B

  and a mold for three variants of the 72nd scale

  Bf 109 G-10. Such small things. I understand

  that some of you are not very excited about

  these ideas, but the kits are really very nice and

  of course require their share of honest work.

  It's not just a minor change involving the changing

  of the name on the box and the instructions.

  The second subtle innovation is hidden within

  the surface of the kit. We experienced a certain

  lack of uniformity when it came to larger surface

  areas, namely those of the fuselage and wings.

  This was especially noticeable in the riveting,

  which tended to be inconsistent over large areas

  of real estate of the large parts. Sometimes it

  was more noticeable, sometimes less, of course

  it did not look good and was subject to justified

  criticism. Something had to be done about it. After

  all, riveting is one of the most striking highlights

  of our kits. We have worked intensively on solving

  this problem in recent months, we have made

  several adjustments to out machine settings

  and the system of continuous measurement of

  sparking parameters, and we have introduced

  a mandatory procedure for checking the

  machine parameter settings and calibrating

  the measuring probe during the set-up of the

  electroabrasive process. You can judge the

  result for yourself. We like it and we will closely

  monitor compliance with our set technological

  specs in order to maintain this surface style at

  the highest possible level.

  We are releasing the Royal Class in quantities

  that have been determined by customer pre-

  orders on our e-shop and dealer orders.

  The result will be that we will most likely not

  have any left at the end of January out of the

  entire run of 4,000 units. However, these kits will

  still be available through retailers for some time.

  As a new product in March, they will be replaced

  in our catalog by the Limited Edition release

  called ‘Pacific Star’. It will, as expected, be a Dual

  Combo boxing, with a production run set at 3,000

  units, and I assume that it will remain available

  for several months. Or at least weeks. Anyway,

  next in line will be the Profipack version, which

  will be a June release. In the summer, the P-40N

  will be released along a like line of standards,

  starting with the Royal Class, followed by the

  Limited Edition kit and then in the fall by the

  Profipack. Or rather, Profipacks...plural, because

  there will be two versions, differing in the design

  of the canopy, the P-40M and the P-40N.

  KAMIKAZE TOKKÔTAI / A6M5 Zero

  Model 52 & A6M2-K Zero Model 11 1/48

  After a long break, we will continue also with

  our Zero family of kits. The completion only

  EDITORIAL

  INFO Eduard4

  January 2025

• Strana 5

  really requires the two-seat versions, and the

  late versions Zero Model 52 and Zero Model 63.

  The subject of the Zero Model 52 is a complex

  one. If we do not count the two-seat variant

  of this model, it is actually made up of four

  development versions, differing primarily in

  armament. This looks like a great potential for

  the release of several versions, but in reality it

  is quite difficult to distinguish these machines

  from one another. When you add to this the

  famous variety of Japanese WWII naval aircraft

  consisting of green camouflage, national

  markings and some code marking on the rudder,

  then the great potential turns into a dilemma of

  what to do. From the modeler's point of view, the

  whole thing seems like a mass of green boredom.

  From the manufacturer's point of view, it is rather

  a small modeler's version of hell. The differences

  in the versions are essentially small and not

  very noticeable, but for most interested people

  unforgettable in the long run. However, as is

  known, each type has its experts, for whom the

  release of the subject of their lifelong study and,

  I dare say, passion, is an opportunity to apply their

  knowledge and dominate the show. Thanks to

  them, hundreds of modelers, about half of whom

  only knew that the Zero Model 52 existed and

  the other half not even that, will become experts

  who have a completely clear understanding of

  what the manufacturer must do to cover the

  kit properly, what to represent and definitely

  what not to omit. We manufacturers are truly

  happy about this. With the Zero Model 52,

  the differences, I emphasize once again that in

  their individuality are really small differences,

  but these have led us to develop seven new

  molds for this specific version, three for the

  wings, two for the fuselage, and two more molds

  for sprues with small detail parts. We will use

  three of them in the Kamikaze Tokkôtai kit, since

  four of them are for the A6M5 Zero Model 52c,

  which will not be in this kit.

  So what’s it all mean? As many times before,

  we will now go about it through a storyline in

  which we will connect the technical history,

  describing the evolution of the technical

  development of these machines, with the history

  of their combat deployment, and above all with

  the fates of their crews. Through our line of kits

  we will retell one of the great stories of humanity,

  the story of the pilots known as Kamikaze.

  We will look at the history of the Kamikaze units

  a little differently than has been customary in the

  West. We will look at it more from a Japanese

  perspective, we will try to explain not only the

  history of the operational deployment, but also

  the motives that led to it, and the Japanese

  social view of its participants, the pilots who

  gave their lives for their homeland. However,

  we will not neglect the perspective of the other

  side, without which the explanation of the

  circumstances of this epic duel of two cultures

  would be complete. Technically, from the point

  of view of the composition of the kit, this will of

  course not be a comprehensive coverage of this

  history. It will be just a snippet, just the part of

  history in which the Zero was involved. We will

  only write about other types of aircraft and units,

  for example military ones, that participated in

  the Kamikaze attacks in accompanying texts,

  mainly in our newsletter. On the other hand, you

  don't have to worry that it will be boring from

  the point of view of technical history. From the

  kit, which will of course be a Dual Combo with

  two complete sets of plastic, it will be possible

  to build one of three different versions of the

  Zero Model 52, namely the Model 52, 52a and 52b,

  and the two-seat A6M2-K Zero Model 11. We are

  adding this to the Kamikaze Tokkôtai kit because

  training aircraft were often used in operational

  deployment by Kamikaze units. And the two-seat

  Zero is a famous airplane, which has the chance

  to give this kit a stamp of exceptionalism. There

  are so many exceptional things about it that

  there is neither the time nor space here and now

  to explain all of these. Honza Bobek will outline

  these in articles on the topic of Kamikaze. For

  example, why the two-seat Zero Model 11, when

  it was built on the basis of the Zero Model 21?

  We made two more new molds for the two-seat

  version of the Zero. So in total, there are five new

  sprues for this kit. The Kamikaze Tokkôtai kit is

  currently scheduled for April, and I think that in

  this case we will meet that deadline. Which may

  not be the case for many other new products,

  planned mainly for the second half of the year.

  MiG-21bis, 1:72

  Again after a long absence, we return to an

  aircraft the previous versions of which were

  front and centre quite a while back. The last

  introduction of a new release among the 72nd

  MiG-21s was five years ago, in January 2020, with

  the MiG-21PFM, and in April of that year, with the

  MiG-21PF. But I think that in this case a longer

  break is not a bad thing. At least no one will write

  to us in the comments on Facebook that we only

  produce MiGs and that we might want to consider

  also releasing something else. In this case, we

  are releasing exactly that ‘something else’ right?

  Right now there are similar complaints that we

  are still releasing only boring Messerschmitts

  and Mustangs.

  The MiG-21bis is based on previous versions

  of the MiG-21 kit, primarily the MiG-21MF,

  specifically the version in the Czech Republic

  and Slovakia called ‘the Greys’, and as it was

  dubbed in our previous kits, the MiG-21MF Fighter

  Bomber. The new kit will also use some parts from

  the MiG-21MF Fighter Bomber kit, specifically

  it will contain sprues with small detail parts

  and armament, as well as the original wing.

  The new kit will have a sprue with newly designed

  parts, primarily the fuselage, the fuselage spine

  with the rudder, and a number of optional small

  parts. Some of them are engine parts, or rather

  exhaust nozzles to be more precise, some are for

  the cockpit, and many of them represent various

  antennae and sensors, which were mainly found

  on the modernized bis in the nineties and were

  different for different users. The first higher

  standard release will be the Royal Class kit,

  followed by the Profipack and later the Weekend

  version. In this case, we will probably skip the

  Limited Edition release, at least for this year.

  Structurally and technologically, we have the

  SMT and R versions ready. The most complex

  from the point of view of production is the

  MiG-21R, which has a new fuselage and wing

  sprue, as well as one additional one with weapons

  and equipment, on which the most space is taken

  up by three versions of reconnaissance pods.

  However, we do not expect the release of these

  versions this year, and are going with a first

  release next year.

  MiG-21F-13 1:48

  Last year, after the January newsletter was

  published, there was great discontent among

  Czech modelers over the decision to postpone the

  production of kits of purely Czechoslovak aircraft

  and give priority to Mustangs and other, from our

  point of view, more desirable types, especially

  the P-40. We have fulfilled this part of our plan for

  this year, and in the second half of last year we

  were already working on the production of molds

  for the MiG-21F-13. Including the cockpit, there

  are eight sprues that will be in the kit, but the

  EDITORIAL

  INFO Eduard

  5

  January 2025

• Strana 6

  EDITORIAL

  one containing the parts for the armament will be

  there twice, for a grand total of nine. The MiG-21F

  kit will be technically manufactured to the latest

  Eduard standard. The surface will be completely

  and realistically riveted, which means that there

  will be several tens of thousands of rivets on it,

  and overall I dare say that it will be one of the

  best and most beautiful kits you will get your

  hands on this year. The release schedule has not

  yet been decided. We are also working on a book

  that should be in the Limited Edition kit dedicated

  to the Czechoslovak MiG-21F-13, but it is not yet

  clear whether this edition will be released first,

  or whether it will be, perhaps, the Royal Class

  kit. In any case, we have budgeted the work on

  this project so that the MiG-21F-13 will have its

  premiere at this year's E-day.

  PROJECTS FOR THE END OF 2025

  We have four other projects in the production

  process that are complete in terms of design,

  but we do not yet have a release date for them.

  We will specify this during the first half of this

  year, and it is almost certain that at least one of

  these projects will no longer fit into our program

  this year. These are: the Albatros D.III 1:72,

  the Messerschmitt Bf 109 K-4 1:72, the Spitire

  Mk.I 1:72 and the P-51B Mustang 1:32. Then there

  is a fifth project, the Avia S-199 in 1:48th.

  At least two of them will still fit into this year's

  program. They will most likely be the Albatros

  D.III in 1:72 and the Bf 109 K-4, also 1:72. Both

  are relatively simple, and the Albatros D.III is

  being outsourced, we are not producing the mold

  ourselves. The implementation of the Bf 109 K-4

  involves completing a single mold, and that will

  not be difficult at all. It will be more difficult for

  the Spitfire Mk.I, not to mention that this project

  also includes the Spitfire Mk.II and, above all,

  several versions of the Spitfire Mk.V. The most

  complex and demanding is, perhaps obviously,

  the Mustang in 1:32nd scale. Prioritizing will be

  a difficult decision, which will be influenced by

  the progress of work on the projects described

  in the previous paragraphs. But I promise that

  we will let you know the result by the summer

  at the latest.

  RELEASES OF OTHER

  MANUFACTURER’S KITS

  We are preparing two projects for this year

  that are based on HKM

  –

  Hong Kong Models

  molds. In the first half of the year, it will be the

  Lancaster Mk.I 1:48, and in the second half, the

  B-25J Mitchell, also in 1:48 scale. We are still

  working on the concept of both kits, and we will

  present them in detail in the coming months.

  E-day, 2025

  This year, E

  -

  Day will move to the Zahrada

  Čech exhibition center in Litoměřice. E

  -

  Day

  at the Tankodrom in Milovice, where we have

  been organizing it for the last three years, had

  its charm. The area undoubtedly has charisma,

  suitable for a model exhibition and the potential

  to organize accompanying events, such as

  flight demonstrations. Unfortunately, it also

  has its limitations, especially spatial, due to it

  being impossible to free up the entire area of

  the exhibition hall. Another problem is the dut

  and limited space on the catwalks where the

  competition models were exhibited. That is why

  we were looking for an alternative, and the area

  of the exhibition center in Litoměřice meets

  our requirements. Of course, we do not expect

  everything to be ideal and, at least for the first

  year, I expect some criticism to come under

  the spotlight. For example, we will probably

  have to give up the flight demonstrations.

  The exhibition will be located in several halls,

  maybe even as many as five, but I think that will

  not be a problem. We will have separate rooms

  for lectures and workshops, we will have enough

  space for catering, a sufficiently large parking

  lot and, last but not least, we will be close to

  the center of Litoměřice, which offers enough

  accommodation and catering capacities and

  evening program options. Which is something

  that modelers will certainly welcome. The date

  for this year's E

  -

  Day is the first weekend in

  October and it will again be in a one-and-a-half-

  day format. This means that the main program

  will take place on Saturday, October 4th, but

  the acceptance of models will begin on Friday,

  October 3rd in the afternoon, and we will have an

  accompanying program prepared for late Friday

  afternoon and early evening, similar to what

  we had at Milovice and before that in Lysá nad

  Labem. However, I must admit that I have been

  thinking about returning to a two-day format for

  a long time, about extending E-day to Sunday.

  I understand that many modelers will be

  resistant to this, but on the other hand, it would

  free up time for other accompanying events, for

  which we do not have enough time in the current

  format, and the event is marked by a certain

  hectic pace and time stress. If the restaurants

  in Litoměřice prove accommodating, why not

  spend a Saturday evening there and have a good

  chat? We do it that way in Moson too, and we like

  it, so why can't we have it that way at home?

  Litoměřice is no worse than Moson, and Moson

  is pretty darned good.

  EMD

  In December, we published the first

  complimentary issue of the paid supplement

  of our newsletter, the Eduard Modeler's Den.

  In the second half of January, we expect the

  launch of the first, paid issue. If you missed

  the complimentary issue, you can check it

  out

  here. As noted, it is a free trial, so that you

  can see what the EMD, as we call it for short,

  is all about before you commit. At the same time,

  in the complimentary issue you will also find the

  conditions of purchase and other information for

  making your decision an easy one. I do not hide

  that our wish is that your decision will be ‘Yes,

  I want it!’, and there are a number of benefits to

  going that route.

  In the paragraph about the Kamikaze Tokkôtai

  kit, I mentioned the lectures. The first one will be

  in a week, on Saturday, January 18th in Prostějov.

  We are organizing it in cooperation with

  Mr. Nevečeřala, the owner of the MN Modelář

  on-line store. We will tell you as much as possible

  about the Kamikaze Tokkôtai project, as well as

  about the upcoming Lancaster and P-40N, and

  also about the latest developments in 3D printing.

  Participation in the event requires registration,

  which you can create here.

  This year marks 33 years since Eduard was

  founded as a limited liability company. However,

  the first photoetched products under the Eduard

  brand appeared two years earlier, because for

  the first two years we operated in a simpler legal

  form, as a trade. We are not taking a holiday or

  anything like that, but it doesn't hurt to recollect…

  So in closing, I wish you all a happy, healthy

  and prosperous New Year, my dear Friends!

  Happy Modeling!

  Vladimir Sulc

  INFO Eduard6

  January 2025

• The NR-30 Aircraft Mounted Weapon

  The NR-30 aircraft cannon was designed by Soviet designers A. E. Nudelman and A. A. Richter in the mid-1950s. The name of the weapon was derived from the initials of their surnames (Nudelman, Richter) and the number ‘30’ refers to the weapon’s caliber. This period was characterized by a great boom in the design and production of new types of jet aircraft in the Soviet Union and, by extension, their internal gun armament. This specific cannon was gradually installed in the Mikoyan-Gurevich MiG-19S fighter (three in the nose of the aircraft, all equipped with a muzzle brake at the end of the barrel), the supersonic MiG-21F (on the right side of the fuselage, below the cockpit), the Sukhoi Su-7BM, BKL fighter-bombers (one in each wing root, just behind the cockpit, without muzzle brakes) and later the Su-17 M3, M4, UM-3 (the latter two-seat version with only one cannon in the right wing) and its export variants Su-22M3, M4, UM-3K, with a like number of cannons as the Su-7. Due to the political division of the world at that time and the existence of a military grouping of countries in the socialist camp, called the Warsaw Pact, the above-mentioned types gradually entered the inventory of the air force of the former ČSLA (Czechoslovak People's Army). The ammunition was initially produced in and imported from the Soviet Union, but later it began to be produced in Czechoslovakia, initially under license, but later as an evolution under its own development program. The weapon was designed to deal with aerial as well as ground targets effectively.

  The NR-30 cannon is an automatic weapon with

  a continuous, double-sided belt feed, the opera-

  tion of which is based on the principle of using

  recoil energy with a short barrel recoil. During

  barrel recoil, the rotary bolt is unlocked and ac-

  celerated backward by a lever accelerator. A gas

  gate is used to brake the barrel recoil and bring

  it back to its forward position - it uses gunpowder

  gases taken from within the gun barrel. These

  gases are fed into the gas cylinder through chan-

  nels and fill the working space in front, sealed by

  the piston and at the rear by inserts with sealing

  rings. During barrel recoil, the barrel collar first

  hits the piston, causing it to move with the collar

  and the barrel as the recoil continues. The gas

  channels are closed off by engaging the insert

  sealing rings and the gases in the gas cylinder

  are compressed. Their pressure exerts a force on

  the piston surface that slows the barrel‘s back-

  ward momentum and, after stopping, returns it

  to the forward position. Just before reaching this

  forward position, the gunpowder gases from the

  cylinder are blown out of the system.

  The simple rifled barrel is supplemented with

  a muzzle brake in some variants of the weap-

  on, which simultaneously functions as a flame

  suppressor and directs the escaping exhaust

  gases outside the aircraft. The gun is cocked

  pneumatically (by compressed air), and fired

  electronically, by releasing the bolt from the

  rear position. The electric trigger circuit includes

  a round counter and a signal indicating the need

  for pneumatic cocking. A silencer is inserted be-

  tween the weapon and its mount in the aircraft.

  The NR-30 aircraft cannon was designed by Soviet designers A. E. Nudelman and A. A. Richter in the mid-1950s. The name

  of the weapon was derived from the initials of their surnames (Nudelman, Richter) and the number ‘30’ refers to the weap-

  on’s caliber. This period was characterized by a great boom in the design and production of new types of jet aircraft in the

  Soviet Union and, by extension, their internal gun armament. This specific cannon was gradually installed in the Mikoy-

  an-Gurevich MiG-19S fighter (three in the nose of the aircraft, all equipped with a muzzle brake at the end of the barrel),

  the supersonic MiG-21F (on the right side of the fuselage, below the cockpit), the Sukhoi Su-7BM, BKL fighter-bombers

  (one in each wing root, just behind the cockpit, without muzzle brakes) and later the Su-17 M3, M4, UM-3 (the latter two-

  seat version with only one cannon in the right wing) and its export variants Su-22M3, M4, UM-3K, with a like number of

  cannons as the Su-7. Due to the political division of the world at that time and the existence of a military grouping of

  countries in the socialist camp, called the Warsaw Pact, the above-mentioned types gradually entered the inventory of

  the air force of the former ČSLA (Czechoslovak People‘s Army). The ammunition was initially produced in and imported

  from the Soviet Union, but later it began to be produced in Czechoslovakia, initially under license, but later as an evolution

  under its own development program. The weapon was designed to deal with aerial as well as ground targets effectively.

  The NR-30

  Aircraft

  Mounted

  Weapon

  Tomáš Dedera

  HISTORY

  INFO Eduard

  7

  January 2025

• Strana 8

  NR-30 Technical Specifications

  Caliber 30 x 155B mm

  Number of rifled

  Grooves in the Barrel 16

  Initial Muzzle Velocity 780±10 m/s

  Weight 66,5 kg

  Firing Rate min. 850 rds/min

  Ammunition Round Weight 410 g

  Minimum Air Pressure

  for Automatic Cocking 3.8 MPa

  Recoil Force max. 6000 kg

  Recoil Length - Barrel 100 mm

  Recoil Length - Bolt 302 mm

  Main NR-30 Components

  and their Function

  Barrel – Defines round direction, speed and

  rotation, thanks to a rifled bore with sixteen ro-

  tations, in the form of a right-handed thread. In

  the middle of the barrel length there are 10 holes

  for the discharge of exhaust gases into the gas

  cylinder. In the rear part of the barrel there is

  a bullet-shaped cartridge chamber.

  Breech Casing – This item is connected to the

  barrel and moves 100 mm back and forth with it

  in the gun housing when firing.

  Breech – Consists of the head and body of the

  breech assembly. The feeder inserts the car-

  tridge into the head of the breech, the bolt inserts

  the cartridge into the chamber and locks it. The

  cartridge is fired mechanically after the chamber

  is locked.

  Gun Casing – Serves to guide the barrel and the

  breech block during firing, and also serves as lo-

  cator for the weapon control mechanisms – the

  feeder, trigger, cocking cylinder and accelerators.

  The gun is attached to the aircraft structure via

  the gun casing. It is blocked off at the rear by

  a shutter.

  Cocking Cylinder – Serves to cock the weap-

  on by supplying compressed air at a pressure of

  50atm, which moves a slide from the rear position

  and inserts a cartridge from the cartridge belt

  into the slide head. It also contains a preload-

  ed spring, which is compressed during cocking.

  The slide is held in the rear position by a trigger.

  Electromagnetic Trigger – Used to remotely

  control the firing of the cannon. After applying

  current, the bolt is released and thrown forward

  under the pressure of the preloaded spring.

  Ammunition Feeder – Used to advance the car-

  tridge link belt and insert the cartridges into the

  breech.

  Gas Cylinder – Serves to dampen recoil when

  fired. Some of the exhaust gases are directed

  into it through holes in the barrel and are further

  compressed there. The floating piston is com-

  pressed by the barrel nut.

  Recoil Accelerator – Serves to unlock the

  chamber after discharging a round. The accel-

  erator lever transfers the movement of the bar-

  rel to the accelerator plate, which accelerates

  the movement of the bolt relative to the barrel,

  thereby rotating the bolt head and thus unlock-

  ing the chamber.

  Pre-slide Accelerator – Serves to accelerate

  the movement of the breech with the cartridge

  into the chamber, thereby increasing the rate of

  fire.

  Barrel Lock – Closes the rear part of the barrel

  housing, dampens the movement of the bolt at its

  rear position and keeps the cocking cylinder in

  the correct position. It is connected to the barrel

  housing by a thread.

  Barrel

  Breech casing

  Breech

  Gun Casing

  HISTORY

  INFO Eduard8

  January 2025

• Strana 9

  NR-30 Technical Specifications

  Caliber 30 x 155B mm

  Number of rifled

  Grooves in the Barrel 16

  Initial Muzzle Velocity 780±10 m/s

  Weight 66,5 kg

  Firing Rate min. 850 rds/min

  Ammunition Round Weight 410 g

  Minimum Air Pressure

  for Automatic Cocking 3.8 MPa

  Recoil Force max. 6000 kg

  Recoil Length - Barrel 100 mm

  Recoil Length - Bolt 302 mm

  Main NR-30 Components

  and their Function

  Barrel – Defines round direction, speed and

  rotation, thanks to a rifled bore with sixteen ro-

  tations, in the form of a right-handed thread. In

  the middle of the barrel length there are 10 holes

  for the discharge of exhaust gases into the gas

  cylinder. In the rear part of the barrel there is

  a bullet-shaped cartridge chamber.

  Breech Casing – This item is connected to the

  barrel and moves 100 mm back and forth with it

  in the gun housing when firing.

  Breech – Consists of the head and body of the

  breech assembly. The feeder inserts the car-

  tridge into the head of the breech, the bolt inserts

  the cartridge into the chamber and locks it. The

  cartridge is fired mechanically after the chamber

  is locked.

  Gun Casing – Serves to guide the barrel and the

  breech block during firing, and also serves as lo-

  cator for the weapon control mechanisms – the

  feeder, trigger, cocking cylinder and accelerators.

  The gun is attached to the aircraft structure via

  the gun casing. It is blocked off at the rear by

  a shutter.

  Cocking Cylinder – Serves to cock the weap-

  on by supplying compressed air at a pressure of

  50atm, which moves a slide from the rear position

  and inserts a cartridge from the cartridge belt

  into the slide head. It also contains a preload-

  ed spring, which is compressed during cocking.

  The slide is held in the rear position by a trigger.

  Electromagnetic Trigger – Used to remotely

  control the firing of the cannon. After applying

  current, the bolt is released and thrown forward

  under the pressure of the preloaded spring.

  Ammunition Feeder – Used to advance the car-

  tridge link belt and insert the cartridges into the

  breech.

  Gas Cylinder – Serves to dampen recoil when

  fired. Some of the exhaust gases are directed

  into it through holes in the barrel and are further

  compressed there. The floating piston is com-

  pressed by the barrel nut.

  Recoil Accelerator – Serves to unlock the

  chamber after discharging a round. The accel-

  erator lever transfers the movement of the bar-

  rel to the accelerator plate, which accelerates

  the movement of the bolt relative to the barrel,

  thereby rotating the bolt head and thus unlock-

  ing the chamber.

  Pre-slide Accelerator – Serves to accelerate

  the movement of the breech with the cartridge

  into the chamber, thereby increasing the rate of

  fire.

  Barrel Lock – Closes the rear part of the barrel

  housing, dampens the movement of the bolt at its

  rear position and keeps the cocking cylinder in

  the correct position. It is connected to the barrel

  housing by a thread.

  Barrel

  Breech casing

  Breech

  Gun Casing

  Electromagnetic Trigger

  Gas Cylinder

  Recoil Accelerator

  Pre-slide Accelerator

  Barrel Lock

  Cocking Cylinder

  Ammunition Feeder

  HISTORY

  INFO Eduard

  9

  January 2025

• Strana 10

  Overall view of the NR-30 aircraft

  cannon equipped with a muzzle

  break as would be found on,

  for example, the MiG-19S.

  A cutaway of the NR-30

  from the right.

  HISTORY

  INFO Eduard10

  January 2025

• Strana 11

  Overall view of the NR-30 aircraft

  cannon equipped with a muzzle

  break as would be found on,

  for example, the MiG-19S.

  A cutaway of the NR-30

  from the right.

  Principle behind Cannon Operation

  during Pneumatic Tensioning

  By channeling compressed air from the pres-

  sure cylinder to the cocking cylinder of the

  weapon, the barrel with the breech block and

  the locked breech is pulled backwards. In the

  initial phase of the movement, the recoil accel-

  erator is activated, which unlocks the chamber

  and moves the breech block to the rear posi-

  tion, where it is caught by a trigger. The barrel

  with the breech block is pulled further back-

  wards to the rearmost position (100 mm). After

  releasing the cocking button, the compressed

  air returns the barrel with the breech block to

  the front position. The movement of the bar-

  rel backwards and forwards is simultaneously

  transmitted by gears to the ammunition feed-

  er, which advances the cartridge belt by one

  round and inserts the cartridge into the breech

  block. This makes the weapon ready for firing.

  This is indicated in the cockpit by the lighting of

  a red indicator light after the electrical installa-

  tion contacts in the trigger are engaged.

  Principle behind Cannon Function

  during Firing

  After applying electric current to the trigger of

  the weapon, the bolt is released, which, under the

  pressure of the tensioned spring inserts the round

  into the cartridge chamber and locks it. After lock-

  ing, the round is mechanically fired. The resulting

  exhaust gases exert pressure on the bottom of the

  round and the bottom of the cartridge case. The

  round begins to move forward and the barrel with

  the breech block backward. The effect of the re-

  coil accelerator kicks in, the cartridge chamber is

  unlocked and the breech with the empty cartridge

  is moved backward, where it is captured by the

  electromagnetic trigger. At the moment when the

  round passes the vent holes in the barrel, some of

  the exhaust gases are released into the gas cyl-

  inder. As a result of the movement of the barrel,

  the gas cylinder space is closed and the resulting

  gases are compressed by a floating piston, which

  is moved by the barrel nut. Compressing the gas-

  es dampens the effects of recoil arising during

  the firing sequence. When the barrel reaches its

  rear position, it returns to the front position under

  the pressure of the gases in the gas cylinder. In

  the front position, the gases from the gas cylin-

  der escape to the outside. The movement of the

  barrel is simultaneously transferred to the feeder,

  which moves the cartridge belt by one round and

  inserts another cartridge into the breech head.

  This pushes out the spent cartridge and ejects it

  outside the aircraft, while the ammunition belt

  links are channeled to a box for collecting them

  inside the aircraft. After returning the barrel to the

  front position, if the breech is in the rear position

  and electric current is still supplied to the trigger,

  the automatic operation of the firing sequence is

  repeated and the cannon fires another round.

  NR-30 30x155B Ammunition Types

  The development and the evolution of the NR-

  30 system was not limited to the weapon itself.

  The ammunition evolved as well. As noted earlier,

  the 30 designator refers to the caliber of ammu-

  nition used in millimeters, while 155 specifies

  the length of the cartridge, also in millimeters.

  During the development of the weapon, a range

  of ammunition types was also introduced:

  OFZ (NATO Equivalent HEI) – high-explosive – in-

  cendiary with a head fuse,

  BR (APHE) – armor-piercing – high-explosive

  with a bottom fuse,

  PRL – anti-radar chaff,

  LP (TP) – inert, for verifying the function of the

  weapon,

  FZ – high-explosive – incendiary (anti-balloon).

  Later, the following types of rounds were devel-

  oped and modified:

  OFZ – modernized,

  ME – multi-element.

  This does not complete the list of available

  rounds used in the NR-30. Those listed above are

  base types, used by the Czechoslovak and later,

  the Czech Republic Air Forces.

  Main types of 30x155B ammunition. From the left,

  modernized, HEI, APHE and TP (early and later

  types).

  Fifteen rounds of APHE in the ammunition belt

  prior to loading into an aircraft.

  HISTORY

  INFO Eduard

  11

  January 2025

• Strana 12

  Two pieces of steel cartridge links designed

  for the NR-30 cannon, the articulated con-

  nections of the links allows the belt’s shaping

  within the ammunition box and in the supply

  sleeve to the cannon.

  Belts inside the ammunition boxes of

  a Su-22M4 aircraft, the boxes, like the

  cannons in the wings, are offset relative

  to each other for spatial reasons.

  Visual inspection confirming correct instal-

  lation of the ammunition belt, the armament

  specialist holding the lid of the feed to the left

  NR-30 cannon of a Su-22M4. Photographed

  from the fuselage of the aircraft, from a mod-

  eling perspective, the vents in the wing and

  the overall operational wear around the blast

  cover are of note.

  HISTORY

  INFO Eduard12

  January 2025

• Strana 13

  Two pieces of steel cartridge links designed

  for the NR-30 cannon, the articulated con-

  nections of the links allows the belt’s shaping

  within the ammunition box and in the supply

  sleeve to the cannon.

  Belts inside the ammunition boxes of

  a Su-22M4 aircraft, the boxes, like the

  cannons in the wings, are offset relative

  to each other for spatial reasons.

  Visual inspection confirming correct instal-

  lation of the ammunition belt, the armament

  specialist holding the lid of the feed to the left

  NR-30 cannon of a Su-22M4. Photographed

  from the fuselage of the aircraft, from a mod-

  eling perspective, the vents in the wing and

  the overall operational wear around the blast

  cover are of note.

  Detail of the right side of the fuselage of

  a MiG-21F below the cockpit, with elements

  of the mounting lugs for the installation of the

  NR – 30 cannon, which forms the basic gun

  armament of this type of aircraft.

  NR–30 cannon in the right wing root of a Polish

  Air Force Su–22UM–3K aircraft. It is worth noting

  that the fuselage and wing parts were shielded

  with stainless steel metal panels (picture on the

  left before firing), in order to protect the surface

  from the undesirable effects of exhaust gases

  generated during firing (right).

  Top view of the NR-30 cannon muzzle brake

  with exhaust gas vents.

  Below: Muzzle brake side view.

  HISTORY

  INFO Eduard

  13

  January 2025

• Strana 14

  Looking head on, the

  strength and size of the

  muzzle brake stand out

  in comparison to the

  length of the entire NR-30

  weapon.

  Below: Breech Casing

  and ammunition feeder

  closeup

  HISTORY

  INFO Eduard14

  January 2025

• Strana 15

  Looking head on, the

  strength and size of the

  muzzle brake stand out

  in comparison to the

  length of the entire NR-30

  weapon.

  Below: Breech Casing

  and ammunition feeder

  closeup

  The cannon in the previous photos, used as a instructional aid, was

  originally installed in the wing of a MiG-19S fighter (which can be

  derived from the shape of the exhaust vents on the muzzle brake).

  The following photos are specifically that of the MiG-19S, Serial

  Number 1006, which has been out of service for a long time and left

  exposed to weather conditions with a lot of interesting details,

  not only for modelers.

  Front view of the same aircraft, in which the bar-

  rels (muzzle brakes) of all three NR-30 cannons

  (right wing, right fuselage, left wing) are clearly

  visible.

  Detail of the right nose section – the muzzle

  brakes are subject to corrosion, as are some

  rows of rivets on the airframe.

  HISTORY

  INFO Eduard

  15

  January 2025

• Strana 16

  MiG-19S gun muzzles 1/48 (Trumpeter)

  Cat.No. 648591

  Detail of the NR-30 cannon in the right, lower part of the nose of the aircraft. There is a clear difference in the number and shape of the exhaust vents

  and, as with other aircraft armed with the cannon in the wing root, the ever-present stainless steel blast shield embedded in the fuselage side.

  Detail of the right wing cannon – in the other pictures, there is a clear

  difference in the shape and number of exhaust vents of the muzzle brake,

  and as in the case of the Su-22, the adjacent fuselage of the aircraft is

  protected by a heat resistant steel panel, necessary for when the cannon

  is actually employed.

  Detail of the muzzle brake

  of the left wing cannon.

  Detail of the muzzle brake of the right wing cannon – the front part

  of the brake is worth noting, which is welded together from several

  parts, but they are not further mechanically modified and, overall,

  they look quite rough.

  HISTORY

  INFO Eduard16

  January 2025

• Strana 17

  MiG-19S gun muzzles 1/48 (Trumpeter)

  Cat.No. 648591

  Detail of the NR-30 cannon in the right, lower part of the nose of the aircraft. There is a clear difference in the number and shape of the exhaust vents

  and, as with other aircraft armed with the cannon in the wing root, the ever-present stainless steel blast shield embedded in the fuselage side.

  Detail of the right wing cannon – in the other pictures, there is a clear

  difference in the shape and number of exhaust vents of the muzzle brake,

  and as in the case of the Su-22, the adjacent fuselage of the aircraft is

  protected by a heat resistant steel panel, necessary for when the cannon

  is actually employed.

  Detail of the muzzle brake

  of the left wing cannon.

  Detail of the muzzle brake of the right wing cannon – the front part

  of the brake is worth noting, which is welded together from several

  parts, but they are not further mechanically modified and, overall,

  they look quite rough.

• The Cruiser Georgios Averof

  Greece is a popular southern European destination for tourists from all over the world. If you are interested in military history and visit the capital city of Athens, you will have a surprisingly wide range of options for pursuing your passion. One of the interesting attractions, especially for land-based tourists, is the preserved Greek cruiser Georgios Averof.

  REPORT

  Petr Uzsák

  (photo author)

  Location:

  Museum Ship Averof

  Marina Flisvos

  Trokadero, Paleo Faliro

  175 10 Greece

  Getting There

  Bus: 101, 217, 550, A1, B1, B2

  Tram: ‘Trokadero’ tram stop

  Car: Via National Road E75 which leads to

  ‘Poseidonos’ Avenue Via ‘Syngrou’ Avenue

  Hours of Operation

  Monday: Closed

  Tuesday to Friday: 09:00 – 14:00

  Weekends and Special Holidays: 10:00 – 17:00

  The stern of the cruiser Averof.

  Greece is a popular southern European destination

  for tourists from all over the world. If you are

  interested in military history and visit the capital city

  of Athens, you will have a surprisingly wide range

  of options for pursuing your passion. One of the

  interesting attractions, especially for land-based

  tourists, is the preserved Greek cruiser Georgios

  Averof.

  The Cruiser Georgios Averof

  INFO Eduard18

  January 2025

• Strana 19

  REPORT

  First, a little history. The ship was built as

  a modified cruiser of the Italian Pisa-class

  at the Orlando shipyard in Livorno. The keel

  was laid in 1907 and the hull of the vessel was

  launched in 1910. As is sometimes the case,

  at that time the Italian naval budget was running

  precariously short of funds, so the government

  decided to sell the ship. The Greek naval

  attache there found out about this, informed

  his superiors and after a positive response,

  Italy officially offered the ship to Greece.

  The latter seized the opportunity to strengthen

  its naval capabilities and purchased the ship

  with the help of the financial inheritance of

  the deceased merchant and philanthropist

  Georgios Averof. For this being made possible,

  Averof was posthumously rewarded by having

  the vessel named after him, and it still bears

  his name today. In addition, it became the

  flagship of the Greek naval fleet for a long

  period. The cruiser was officially accepted by

  the navy on May 16th, 1911.

  From a structural point of view, it was an

  interesting mix of equipment, because the

  main gun armament was British, of Armstrong

  production, the boilers were French from the

  Belleville company, the steam engines were

  domestically produced in Italy and the hull

  was protected by German steel from the Krupp

  company, as were the electric generators.

  The armament consisted of four 9.2 inch

  (234mm) main guns, placed in pairs in turrets

  at the bow and stern of the vessel. On each

  side there were a pair of turrets equipped

  with twin 7.5 inch (190mm) for a total of eight

  guns. All turrets were enclosed in a modern

  cruiser-type construction with ammunition

  supplied from below deck. The additional

  armament consisted of single 76 and 47mm

  guns, together with a three-barreled 17 inch

  (430mm) torpedo tube. However, in later times

  the ship underwent reconstructions and the

  auxiliary armament changed.

  As for the dimensions and performance of

  the ship, the numbers are as follows. Length

  was 460 feet (140m), width was 69 feet (21m)

  and maximum draft 23.5 feet (7m). The highest

  displacement was 10,200 tons and the engines

  delivered 19,000 horsepower. The vessel, driven

  by two propellers, could reach a maximum

  speed of 23.5 knots per hour (approximately

  43km/h), and at a cruising speed of 17.5 knots

  per hour, range was 2,480 nautical miles,

  (4,590km), which was completely sufficient

  for Mediterranean operations. The standard

  crew consisted of 655 sailors and 32 officers,

  the maximum transport capacity was a total of

  1,200 people.

  After the ship was delivered to Greece, crew

  training began, which paid off the following

  year when the ship took part in the First

  Balkan War. It was a conflict with Turkey over

  control of the Aegean Sea. Not long after,

  the ship intervened in World War I and

  immediately after that in the Greek-Turkish

  War. At that time, Averof mainly ensured the

  safe passage of convoys or shelled Turkish

  positions along the coast. After the lost war,

  Greek settlers and soldiers were withdrawn

  from what was then Turkish territory, and

  the ship assisted in their evacuation. After

  that, Averof's service continued in peacetime,

  The cruiser Averof in its heyday.

  The Averof on a period postcard.

  Averof diagram.

  INFO Eduard

  19

  January 2025

• Strana 20

  REPORT

  the vessel was sent to France in 1925 for

  extensive maintenance and modifications,

  which were completed in 1927.

  During World War II, Greece was initially

  neutral, but in 1941, when Germany defeated

  the Greek land forces, the ship's crew

  managed to escape from mainland Greece and,

  with a stopover in Crete, was able to reach

  Alexandria, Egypt. All this under the imminent

  threat of air raids by German aircraft, which at

  that time hit many Greek and British vessels.

  Noteworthy is the fact that the crew disobeyed

  a direct order to sink the ship and chose to

  fight against German and Italian forces in exile.

  As part of the Allied formations, Averof then

  participated in escorting convoys in the Indian

  Ocean with its home port in Bombay. However,

  by then it was already struggling with wear

  and tear on its propulsion units, which limited

  its operational capabilities.

  Another significant moment for the

  cruiser Averof came in October, 1944, when

  it transported the Greek government-in-exile

  from Cairo, Egypt, to liberated Athens. After the

  war, the ship continued its honorable service

  for several years, but technical problems and

  age could no longer be ignored, so in 1952

  the flagship was decommissioned from the

  fleet. It was then anchored off the island of

  Salamis (famous for the naval battle fought

  between the ancient Greeks and the Persian

  invaders) and in 1956 transported to the island

  of Poros, where it awaited its next fate until

  1983, serving as a training ship. That same year,

  the command of the Hellenic Navy decided to

  make Averof a museum ship. For this purpose,

  The stern turret with the 9.2 inch (234mm) guns, the open door on the left leads to the ship's chapel.

  The port side of the ship and the forward gun turret with

  a pair of 7.5 inch (190mm) guns.

  View of the bridge. The front door leads to the bridge, behind it is the oval armored wall

  of the combat bridge, and the door on the right leads to the navigation cabin.

  Above the combat bridge is an artillery rangefinder.

  INFO Eduard20

  January 2025

• Strana 21

  REPORT

  a year later, it was towed to Palaio Faliro Bay

  in Athens. Here it was anchored, equipped

  with maritime-themed collections and made

  available for public viewing.

  A tour of the ship allows you to get

  acquainted with the two enclosed decks

  and the superstructure around the bridge.

  The bridge itself is not accessible, but you

  can look inside. The superstructures are

  accessible by stairs, but the light armament

  has been removed. The masts, smokestacks,

  skylights, cranes and motor boats have been

  Interior of the bridge.

  View from the right part of the bridge towards the stern on the starboard side

  of the cruiser with a side gun turret.

  Passage to the lower deck. On the wall is the name of the manufacturer

  and the year of construction of the ship.

  The stern auxiliary wheelhouse, with an artillery rangefinder in the upper part.

  Below deck display. Among the mannequins there are sailor duffle bags with

  a red background to the number, port side.

  Crew spaces below deck. The furniture was foldable and was always hung

  on ceiling brackets after meals, while the hammocks had to be cleaned

  by the sailors every morning.

  INFO Eduard

  21

  January 2025

• Strana 22

  preserved. The bridge is a roofed and glazed

  room above the forward gun turret, quite small,

  but much of the equipment is clearly visible,

  such as the steering wheel, compass, sound

  pipes and telegraph equipment for each of the

  engine rooms separately. Immediately behind it

  is the combat bridge, protected by 130mm thick

  armor, from where the ship was controlled in

  combat situations. It houses the rangefinder

  for the main armament. Under the bridge are

  the firing positions of the auxiliary armament,

  but without the guns installed. There is also

  a souvenir shop on the ship, which is located

  in the forward superstructure right behind the

  gun turret and it is possible to buy a number

  of theme appropriate souvenirs. You can also

  look into the forward gun turret, which is

  fully equipped, but due to the thick and dusty

  plexiglass it is not possible to take quality

  photos. At the rear of the superstructure

  there is an auxiliary wheelhouse, located in an

  armored turret, which in its upper part carries

  an artillery rangefinder for the main guns.

  You can also look into the wheelhouse and will

  be surprised by its miniature dimensions.

  Below decks, on the other hand, are

  spacious and well-organized. The ship's

  interior is equipped with period artifacts,

  such as various types of uniforms, medals,

  as well as folding furniture or hanging beds for

  regular sailors. Of course, the officers were

  assigned their own cabins and also their own

  dining room, but the ship also has an admiral's

  suite with its own dining room and salon.

  Interestingly, there were separate kitchens

  for the crew, officers and admiral. These are

  also accessible below deck. Separate displays

  guide the visitor through the history of the

  ship, including portraits of commanders and

  artifacts of participation in various important

  events, such as the coronation of the English

  king. The aforementioned uniforms map out

  the entire service life of the ship, including

  tropical variants when serving in equatorial

  waters. An interesting example is the sail for

  transferring coal to the below deck storage

  bunkers, which was undoubtedly strenuous

  work, especially in the summer, taking into

  account dust and sweat.

  The exhibition also includes fragments

  of Turkish artillery shells from the battle in

  1912, bags with sailors' equipment (colored

  according to their assignment to starboard or

  port), life jackets, flashlights and navigational

  instruments. Other interesting features

  include preserved racks for storing the crew's

  rifles, including the weapons themselves,

  a ship's bakery and blacksmith shop, and

  a ship's chapel dedicated to St. Nicholas,

  the patron saint of sailors. It is located in the

  superstructure at the stern.

  But not all parts of the ship are accessible,

  because it has its permanent crew, who also

  require a certain amount of space. Apparently

  for security reasons, it is not possible to

  enter the engine rooms, which are accessible

  to passages, but not to ordinary visitors.

  It is certainly a good thing that most of the

  descriptions on the displays are also in English.

  Although the Greeks sometimes refer to

  the Averof as a battleship, in terms of design

  and tonnage it is an armored cruiser. But this

  REPORT

  The interior of the chapel of St. Nicholas.

  Passage to the engine room, unfortunately not accessible to visitors. The crew's personal weapons were used for ceremonial or guard duties,

  among others.

  INFO Eduard22

  January 2025

• Strana 23

  REPORT

  Officer's lounge and dining room combined.

  View of the foredeck. Anchor chains and a breakwater are visible in front of the gun turret, with the bridge above it. The side gun turrets are also partially visible.

  does not detract from the ship's importance,

  as evidenced by the rule that every Greek

  military ship that passes the anchored Averof

  pays homage to it, the crew standing at

  attention and the officers saluting.

  Due to the ongoing construction work on

  the pier where the cruiser is moored, it is not

  possible to photograph the entire ship, only

  a view from the rear hemisphere is possible.

  The reason for expanding the pier is to enrich

  the exhibition with other military vessels,

  allegedly including a submarine, but the

  ship's crew itself estimates that all work will

  be completed within a few years. In any case,

  Georgios Averof is a unique testament to the

  level of naval architecture from the beginning

  of the last century, which is worth a visit and

  will certainly delight anyone interested in

  maritime history.

  INFO Eduard

  23

  January 2025

• Air War in Ukraine - ATACMS and Oreshnik Missiles in Actionc

  The period of air warfare in Ukraine covered in this report (November 1 to November 30) might seem quieter at first glance. Only one confirmed aerial loss occurred between both sides. However, numerous events related to the air war took place, with the most significant ones being the use of ATACMS missiles by Ukraine and Oreshnik missiles by Russia.

  Miro Barič

  ATACMS and Oreshnik Missiles in Action

  The period of air warfare in Ukraine covered in this report

  (November 1 to November 30) might seem quieter at first

  glance. Only one confirmed aerial loss occurred between

  both sides. However, numerous events related to the

  air war took place, with the most significant ones being

  the use of ATACMS missiles by Ukraine and Oreshnik

  missiles by Russia.

  Air War in Ukraine

  Launch of an ATACMS missile from an M270 MLRS

  launcher. Illustrative photo by the US Army.

  UKRAINE

  INFO Eduard24

  January 2025

• Strana 25

  The sole confirmed aerial loss during this

  period occurred on Thursday, November

  7. In the Kursk region, a group of Russian

  helicopters took off to support ground forces

  but was intercepted by Ukrainian FPV drones.

  A Kamov Ka-52 from the 15th Army Aviation

  Brigade was hit and destroyed. Both crew

  members ejected; the navigator was injured,

  but the pilot, Ilya Noskov, did not survive.

  Another loss for Russian helicopter aviation

  occurred on Sunday, November 10, although

  this time on the ground. At the Klin airbase

  in the Moscow region, a saboteur set a Mi-24

  helicopter on fire, causing severe damage.

  Video footage shows the burning helicopter,

  indicating that its engines had been removed—

  suggesting it was either undergoing repairs or

  was already decommissioned.

  On Tuesday, November 26, an incident

  occurring over 1,300 kilometers from the

  front lines in Bashkortostan, Russia, was

  closely tied to the war in Ukraine. That night,

  a civilian Antonov An-2R operated by Rusavia

  (registration RA-40935) took off from Ufa

  Airport. With two pilots and a photographer

  aboard, its mission was to take infrared

  photographs of a heating pipeline in the city

  of Salavat at the request of a geophysical

  company.

  Approaching Salavat at 300 meters altitude

  with its navigation lights on, the aircraft

  was mistaken for an attacking Ukrainian

  drone. Sirens sounded in the city, warning

  of an air raid, and the defense system of

  a local chemical plant opened fire. The pilots

  immediately reported being under "friendly"

  fire, which soon ceased.

  The An-2R returned to Ufa Airport, and

  initial reports stated it had been hit by only

  three projectiles. However, video footage

  after landing revealed numerous bullet holes.

  High-caliber machine gun rounds (likely

  14.5 mm) punctured various parts of the

  fuselage and wings, while at least two anti-

  aircraft cannon grenades struck the aircraft.

  One tore through a floor beam, while the

  other created a hole several decimeters wide

  in a wing. Miraculously, no one was injured,

  though one crew member's suit was pierced

  by a bullet. No reports mentioned damage to

  the crew's undergarments, particularly for the

  one with the torn clothing.

  Evidence of the previous losses also

  surfaced. The Military Watch website published

  Maxar satellite images showing Kirovskoe

  airbase in occupied Crimea. These images,

  taken between 2022 and 2023, revealed up to

  ten disassembled helicopter airframes without

  rotors. The aircraft included four Mi-28s, three

  Mi-8s, two Mi-24s, and one unidentified model.

  These were likely helicopters damaged during

  the war in Ukraine. They could represent

  claims by Ukrainian defenders that were never

  confirmed as the official kills.

  On the Ukrainian side, one confirmed loss

  occurred during the entire month: on Friday,

  November 22, a MiG-29 was destroyed by an

  Iskander missile at Dnipro Airfield.

  On November 7, pilot Ilya Noskov did not survive

  the destruction of the Russian Ka-52 helicopter.

  A video frame shows damage to the wing

  of an An-2R, which fell victim to "friendly

  fire“ on November 26 over the city

  of Salavat in the Bashkir region of Russia.

  On November 22, an Iskander missile destroyed

  a Ukrainian MiG-29 at the Dnipro airport.

  A Maxar satellite image shows helicopter wrecks

  at the Kirovskoe base in Crimea.

  A Russian Mi-24 helicopter in flames after

  a saboteur's attack on November 10

  at the Klin base near Moscow.

  New images from the crash site of the Russian Mi-24VM helicopter,

  shot down by a Stinger missile on June 16, 2022, in the Volnovakha

  district of the Donetsk region. The aircraft, marked RF-91410 with

  tail number "blue 30," belonged to the 487th Separate Helicopter

  Regiment. Lieutenant Colonel Sergei Gundorov and Lieutenant

  Dmitry Yevdokimov did not survive the attack.

  UKRAINE

  INFO Eduard

  25

  January 2025

• Strana 26

  Authorization to attack

  The relatively little losses might suggest

  that November was a quiet month. However,

  the reality is quite the opposite. The most

  significant event of the month occurred

  neither in Ukraine, nor on the European

  continent—it was the U.S. presidential election

  won by Donald Trump. Both Trump and those

  in his circle made several pivotal, often

  contradictory statements regarding the war in

  Ukraine. Trump himself claimed he would end

  the conflict quickly. The world now awaits to

  see how he intends to achieve this.

  The U.S. presidential election is somewhat

  linked to another crucial development. Ukraine

  had long sought permission to use Western

  weapons for strikes on Russian territory.

  It finally received this authorization, albeit

  with significant restrictions. The approval

  applied only to certain weapons (e.g., 227 mm

  GMLRS rockets launched from HIMARS with

  an 80 km range) and only for specific border

  regions of Russia. Kyiv repeatedly requested

  permission to strike with longer-range

  missiles as well. However, President Joe Biden

  granted authorization to use tactical ballistic

  ATACMS missiles (610 mm caliber, with a range

  of up to 300 km depending on the version) only

  after the election—effectively too late.

  Why? Russia had long anticipated this move

  and relocated as much as possible out of range.

  This included pulling aircraft from bases

  near the Ukrainian border. Moreover, Ukraine

  reportedly received only about 50 ATACMS

  missiles, a small supply. Some have already

  been used in at least eight known attacks

  on targets in occupied Ukrainian territories.

  This means that for strikes on Russian soil,

  Ukraine cannot afford to waste them and must

  carefully choose its targets.

  Additionally, U.S. authorization is limited

  to the Kursk region and its immediate

  surroundings, making this more of a symbolic

  gesture than a strategic breakthrough.

  Key Targets

  Despite their limited supply, Ukraine acted

  decisively, launching its first attack on

  Russian territory during the night of November

  18–19, the same day news of U.S. authorization

  was announced in the media. The target was

  a munitions depot in Karachev, Bryansk region,

  approximately 110 km from the Ukrainian

  border. The depot stored missile and artillery

  ammunition used by Russian forces in the

  Kursk region.

  The Russian Ministry of Defense reported

  that it intercepted five of six incoming missiles,

  claiming that falling debris caused only a minor

  fire. However, Ukrainian sources stated that

  eight ATACMS missiles were launched, with

  only two intercepted. Videos filmed by locals

  UKRAINE

  An ATACMS missile is being launched from an M142 HIMARS launcher. Illustrative photo by the US Army.

  A Ukrainian drone captured the Storm Shadow missile attack on the Marjino estate near Kursk.

  INFO Eduard26

  January 2025

• Strana 27

  seemed to support Ukraine’s claims, capturing

  raging fires and secondary explosions

  throughout the depot.

  Subsequent ATACMS strikes have been

  sparse, suggesting Ukraine is carefully

  selecting only the most critical targets

  due to its limited missile stockpile. These

  attacks, however, have had a significant

  impact. For instance, after Russia relocated

  its Su-34 fighter-bombers out of ATACMS

  range, the intensity of Russian glide-bomb

  attacks dropped by approximately 50%. This is

  attributed to the longer flight times required

  to reach the front line and return, increased

  fuel consumption, and higher maintenance

  demands due to wear and tear.

  Another major consequence of these

  strikes is that following the U.S., Britain

  also authorized the use of its Storm Shadow

  missiles against the Russian territory.

  The first such strike occurred in broad daylight

  on Wednesday, November 20. The target

  was the former Marjino Palace near Kursk,

  now operating as a spa. An underground

  bunker in the eastern part of the site was

  the focus of the attack, with the missiles’

  penetrating warheads aimed at this fortified

  facility.

  This was undoubtedly a high-priority target,

  as evidenced by Ukrainian reconnaissance

  drones operating deep in Russian territory to

  document the aftermath. The drones recorded

  three hits on surrounding buildings and nine

  explosions directly at the bunker site, later

  capturing the complex's destruction. Unofficial

  Russian reports stated 18 soldiers were killed

  and 33 wounded, most of whom were officers

  from various Russian command structures.

  Among the wounded were reportedly three

  North Korean officers.

  The use of 12 missiles emphasises the

  strategic importance of this target. It also

  indicates that Ukraine still has at least six

  operational Su-24 aircraft, the only Ukrainian

  planes capable of deploying Storm Shadow

  missiles.

  Show of Power

  Russia had previously declared it would not

  leave Western missile strikes unanswered.

  Its response came on Thursday, November 21,

  in the form of an attack on the city of Dnipro.

  Seven Kh-101 missiles, one Kinzhal, and an

  unidentified missile targeted the Pivdenmash

  rocket manufacturing plant. Ukrainian air

  defenses intercepted six Kh-101 missiles,

  but three projectiles struck Dnipro.

  Regarding the unidentified missile, Ukrainian

  officials initially speculated it might have been

  an intercontinental ballistic missile (ICBM),

  marking the first combat use of such a weapon.

  This claim, however, was not substantiated.

  Later that evening, Russian President Vladimir

  Putin announced the missile was a new

  intermediate-range ballistic missile called

  "Oreshnik." It was launched from the Astrakhan

  region, approximately 900 km from Dnipro.

  The Oreshnik missile reportedly reached

  a speed of Mach 10 and carried six warheads,

  each dispersing six submunitions—totaling

  UKRAINE

  Ukrainian Su-24 aircraft are capable of carrying the Storm Shadow missiles.

  INFO Eduard

  27

  January 2025

• Strana 28

  36 small warheads. These warheads, however,

  lacked explosives, suggesting the attack was

  either a mere show of strength or intended

  to rely on the kinetic impact of high-speed

  projectiles.

  Putin also claimed that serial production of

  the Oreshnik had already begun, though this

  appeared to be more propaganda than reality.

  Truth is, that the Oreshnik is a modified version

  of the RS-26 Rubezh experimental ICBM

  developed in 2011. Despite four successful

  tests, the RS-26 never entered production due

  to high costs and a lack of new technologies.

  The Oreshnik seems to be an experimental

  prototype created by removing one stage from

  the RS-26, reducing its range and reclassifying

  it as an intermediate-range missile. The original

  RS-26 was highly inaccurate, an acceptable

  flaw for nuclear warheads but problematic

  for conventional payloads. The addition of

  multiple warheads with submunitions aimed

  to increase the likelihood of hitting targets,

  but this approach proved ineffective. Satellite

  images of the Pivdenmash plant post-attack

  revealed no significant damage.

  Ultimately, this was an expensive

  demonstration of power with no tangible

  military effect. However, its indirect

  implications are notable. Even without serial

  production, Russia can feign preparations

  for launching another such missile. These

  preparations are difficult to conceal,

  prompting Ukrainian air defenses to respond.

  By observing the redeployment of defenses,

  Russia can then target less protected or

  undefended locations with conventional means.

  The Oreshnik also provided a strategic

  lesson. U.S. President Joe Biden confirmed

  that Russia was informed in advance of the

  decision to permit Ukraine to use ATACMS

  missiles against the Russian territory.

  Similarly, Kremlin informed the U.S. ahead

  of its use of the intermediate-range ballistic

  missile. This exchange demonstrates that

  communication channels between the two

  nations remain functional, helping to prevent

  misunderstandings and disproportionate

  responses that could escalate tensions.

  F-16 pilot traning

  Amidst regular Russian drone and cruise

  missile attacks, the Ukrainian Air Force

  is beginning to utilize F-16 fighter jets

  effectively. Although Ukraine currently has

  a limited number of these aircraft, their

  impact is evident – during individual attacks,

  they typically shoot down about 10 Russian

  missiles. The first delivery of six aircraft from

  Denmark was a significant step, although one

  of them has already been destroyed. Another

  delivery of six aircraft is expected but has not

  materialized yet.

  The key factor in deploying the F-16s is pilot

  training, which is still ongoing. The Netherlands,

  another donor of F-16s, has moved its aircraft

  to Romania, where Ukrainian pilots are being

  trained.

  However, Ukraine's prospects in this area

  are very promising. In the United Kingdom,

  more than 200 Ukrainian pilots have already

  completed basic training on propeller aircraft.

  Some of them are continuing their training

  in France on Alpha Jet training jets. These

  planes have been specially modified to make

  their cockpits as similar as possible to those

  of the F-16, making the transition to advanced

  fighters easier.

  After completing training on Alpha Jets,

  the next step is training on the actual F-16s.

  This takes place not only in Romania but

  also in Denmark, with the participation of

  the Norwegian instructors. From 2025, the

  training will shift to Portugal, with Norway

  already having relocated its F-16s to Romania

  and Portugal for this purpose.

  In addition to training, Norway is providing

  financial support for arming the F-16s. During

  the observed period, it allocated $119 million to

  ensure that the Ukrainian aircraft are equipped

  to perform their missions effectively.

  The training process for the F-16s not only

  enhances Ukraine's defensive capabilities but

  also demonstrates that Western nations are

  committed to supporting Ukraine with both

  technology and the necessary expertise.

  UKRAINE

  Russians claim that the Oreshnik missile is in large scale production, however it remains it its experimental

  stage.

  This month, Russians claimed numerous

  "military" targets...

  INFO Eduard28

  January 2025

• Strana 29

  UKRAINE

  Gepard self-propelled anti-aircraft gun in Ukrainian service.

  Ukrainian emergency rescue

  workers remove debris from

  an Kh-55 cruise missile.

  Training of the Ukrainian soldiers with a Mi-8 helicopter.

  One of six F-16AM fighter jets Denmark supplied to Ukraine.

  INFO Eduard

  29

  January 2025

• Strana 30

  #82166BOXART STORY

  Although Jagdgeschwader 4 is considered

  a classic Defense of the Reich unit (Reichsverteidigung),

  operating against American four-engine bombers, this

  definition is not entirely correct. With some exceptions,

  its I. Gruppe deviated from this role description.

  It was founded on July 31, 1942 and operated in

  southern and southeastern Europe, primarily in the

  defense of the oil fields around Ploesti, Romania, and

  related industrial and transport facilities.

  When the Stab, and later II. and III. Gruppe, JG 4,

  were established in the summer of 1944, I. Gruppe

  had already been in combat for almost two years.

  Maj. Gerhard Michalski became its commander after

  a short period of Maj. Gerhard Schöpfel fulfilling that

  function. II. and III./JG 4 were formed mainly from

  elements of Zerstörergeschwader 1, whose Gruppe

  had previously operated in both eastern and western

  Europe and their operations ranged from frontline

  combat in the east tasked with ground attack to long-

  range flights over Biscay and the Atlantic, where they

  operated against RAF Coastal Command bombers.

  The Bf 110 and Ju 88G heavy fighter pilots from ZG 1

  were supplemented in the newly formed unit by young

  personnel fresh out of flight training and veterans

  from other units, especially Sturmstaffel 1. The latter

  had been disbanded in the spring of 1944 and were

  recruited to join the II. Gruppe by its commander,

  Major Günther von Kornatzki. This had its significance.

  II. Gruppe was established as a Sturmgruppe and was

  equipped with armored Fw 190A-8/R2. It was to use the

  tactic of attacking bombers from close range, using

  20 and 30mm cannons, a tactic that Sturmstaffel 1 was

  developing. From this unit, von Kornatzki also adopted

  the identification marking of his aircraft for JG 4,

  comprising a black-white-black band on the fuselage.

  This was gradually taken over from II.(Sturm)/JG 4 by

  III., then IV., established in October 1944, and finally,

  the oldest I. Gruppe. The same was true of the emblem

  with a knight's helmet, which of course evokes the

  armored Fw 190 of the II. Gruppe, but the other three

  Gruppe and Stab units also adopted it. This is also why

  both the markings on the fuselage and the emblem on

  the engine cowl appear on the aircraft, which is the

  theme for the current Bf 109K-4 box art.

  When JG 4 became a full-fledged unit in the summer

  of 1944, I. Gruppe was moved from northern Italy back

  to Germany. There, however, it did not join the unit's

  tactical system. In it, III. (and later IV.) Gruppe, flying

  Bf 109s, was supposed to provide priority protection

  for the Focke-Wulfs from its II. (Sturm)/JG 4 sister

  unit (they thus formed a tactical group, the so-called

  Gefechtsverband JG 4). Instead, I. Gruppe was moved

  to the Kassel area to operate in the defense of the

  western and southwestern parts of Germany against

  advancing Allied troops. The unit was supplemented

  with new pilots and armed with the Bf 109G-6

  and G-14. Until the beginning of September 1944,

  the Gruppe mainly carried out training flights. The first

  clashes with the enemy, including battles related to the

  Arnhem operation, came soon after.

  Over the Western Front, I. Gruppe clashed primarily

  with aircraft from the US 9th Air Force, supporting

  Allied ground forces. The exception to this pattern

  was the period between October 6thand the end of

  November, 1944, during which I./JG 4 moved to Gahro

  near Finsterwalde to operate as part of the entire

  JG 4. It took part in its first deployment against

  American bombers six days later. I./JG 4's main clash

  with the US 8th Air Force was the battle on the 2nd

  of November, 1944. On that day, JG 4 operated at the

  full strength of four Gruppe and Stab. During this battle,

  three pilots from I./JG 4 claimed to have shot down

  a B-17, but the Gruppe also lost nine Messerschmitt

  fighters, of which only three were combat losses.

  The remainder fell victim to collisions or various

  technical issues.

  I./JG 4 began moving to the Darmstadt area in the

  West on November 20th. Their opponents were again

  primarily the ‘Jabos’ – the Lightnings and Thunderbolts

  of the 9th AF. In December, 1944, the remaining

  elements of JG 4 equipped with Bf 109s joined them.

  With the ever-increasing Allied superiority in the

  continental skies, the defense based on the hard fist of

  the Sturmgruppe was in the process of losing its clout.

  II.(Sturm)/JG 4 itself was gradually transformed into

  a fighter unit in the classic sense. Germany essentially

  gave up its air defense against strategic bombers and

  in this regard relied only on the gradual deployment of

  the jet Me 262.

  I./JG 4, flying the Bf 109K-4, resisted the pressure

  of the Western Allies until the 21st of January, 1944,

  when it was transferred to the Eastern Front with the

  rest of JG 4. There, in the Oder region, it participated

  in holding back Soviet and, exceptionally on the West,

  American troops until the end of the war. From high-

  altitude fighters and proud Sturmjäger, they became

  fighter-bomber pilots, attacking ground targets and

  Soviet Il-2s and were tasked with escorting bombers

  and Mistel composites.

  I./JG 4 was disbanded on March 29th, 1945. Its pilots

  were to be transferred in part to III. and IV. Gruppe,

  with the remainder slated to convert on to the Me 262.

  Bitterness was inevitable. Some suspected it, others

  refused to admit it, but there were only a little over

  5 weeks left until the end of the terrible war...

  Text: Jan Zdiarský

  Illustration: Piotr Forkasiewicz

  Achtung, Jabos!

  INFO Eduard30

  January 2025

• Strana 31

  #70173

  BOXART STORY

  The downing of an Me 262 Schwalbe over Hohn

  Airfield in northern Germany on March 30th,

  1945, was described by Lieutenant Colonel John

  D. Landers in his report after returning from

  escorting bombers over Hamburg as follows:

  ‘We were escorting 1st Force, 3rd Division,

  bombing Hamburg. I led the group and after

  the target was bombed, we, Shapoo Squadron,

  turned north towards Kiel.’

  We were at 7,000 feet heading north near

  Rendesburg when I spotted an Me 262 flying

  south at 1,000 feet. The time was 1408h. As we

  descended to its flight level (within range),

  the jet began a slow left turn. I gradually

  approached at 400mph. The jet completed

  a 180-degree turn and led us over Hohn Airfield,

  where there was weak and inaccurate flak.

  I opened fire from 700 yards and got hits.

  The jet slowed down but again made a wrong

  turn. I opened fire again, this time from

  400 yards, and got a few good hits. The Me 262

  made a sharp left turn and my next burst hit it in

  the cockpit area.

  As I flew over it, the jet leveled off and began to

  slide slightly. My wingman, Lieutenant Thain, got

  behind it, hit it with a long, accurate burst and

  finally overshot it. The enemy plane continued to

  slide, then crashed and burned. The pilot did not

  bail out.

  ‘I claim one destroyed Me 262 shared with

  Lieutenant Thain Jr. of the 84th FS.’

  Signed JOHN D. LANDERS O-431968, Lt Col.

  Air Corps, Commanding Officer.

  There is nothing to add to this description of

  Landers' last kill. With it, he ended his combat

  score at 14.5 aerial victories. However, he left his

  mark on history not only as one of the few pilots

  who became aces in two theaters of operations,

  the Pacific and the European, but also as

  a man with good taste. His planes are among

  the most colorful and elegant among the famous

  machines of World War II. They are therefore

  popular themes for aircraft models of all scales,

  flying and static, paper, metal or plastic.

  His two P-40E Warhawks, ‘Skeeter’ and ‘Texas

  Longhorn’, which he flew in 1942 in Australia

  and then in New Guinea with the 49th FG, and

  in which he achieved four of his six officially

  recognized victories in the Pacific, are already

  popular subjects for modelers. In Europe, with

  the 8th AF, he continued his active service from

  April, 1944 with the rank of Major, initially with

  the 55th FG as CO of 38th FS at Wormington,

  based in Great Britain.

  Landers shot down five German aircraft flying

  a P-38J Lightning, including three Me 410s on

  July 7th, 1944, shortly before converting on to the

  new P-51D-5 Mustang. These featured the new

  55th FG color scheme, a yellow-green

  checkerboard pattern on the nose, and a green-

  yellow-green spinner. The P-51D-5, Serial

  Number 44-13923 CG

  -

  O, was probably Landers'

  first Big Beautiful Doll. It is not certain, but some

  sources state that one of his P-38J Lightnings

  was already so named.

  In November, 1944, John Landers was

  promoted to Lieutenant Colonel. He served as

  Commander of the 357th FG at Leiston from

  October 11th, to which he transferred together

  with his Big Beautiful Doll. It had only required

  a change of the colours of the checkerboard

  pattern and spinner to red and yellow, and the

  code letters to B6-0. On December 2nd, Landers

  handed over command of the unit to Colonel

  Irwin Degne and left for the United States.

  On Christmas Eve,1944, the first Big Beautiful

  Doll was lost after a collision with another P-51D

  while escorting bombers over Babenhausen.

  Its pilot, Lieutenant Wendell Helwig, was killed

  in the collision.

  John Landers returned to Europe in February

  of 1945 to take command of the 78th Fighter

  Group on the 22nd of the month. He took with him

  his most famous and colorful Big Beautiful Doll,

  P-51D-20NA 44-72218 WZ

  -

  I. He flew it until the

  end of his European service. During this time, the

  aircraft underwent at least three modifications.

  The final change came with Landers'

  appointment as Commander of the 361st FG,

  when it was repainted in the colors of that

  unit, respectively the colors of the 375th FS.

  The lettering on both sides of the nose remained,

  but the nose was painted yellow, the rudder blue,

  as were the main canopy frame and the wingtips.

  The code letters changed to E2-I. It served with

  him until his return to the States in October, 1945.

  John D. Landers retired to civilian life in December,

  1945. After the war, he worked in construction,

  and in 1979 he moved to Granbury, Texas, where

  he died on September 12th, 1989 at the age of

  69. He is buried in the Greenwood Mausoleum

  at Greenwood Memorial Park in Fort Worth.

  His Big Beautiful Doll remains a testament to

  American aesthetics applied to USAAF fighters

  during the final months of World War II.

  Illustration: Piotr Forkasiewicz

  John D. Landers

  and his Big Beautiful Doll

  Text: Vladimír Šulc

  INFO Eduard

  31

  January 2025

• Strana 32

  #7474BOXART STORY

  During the Battle of Britain, Luftwaffe air raids

  with tens or even hundreds of bombers and

  fighter escorts were designed to lure Hurricanes

  and Spitfires into combat to destroy British fighter

  units. These tactics impressed RAF command

  so much that, in 1941, they decided to adopt and

  modify them. The resulting operations were

  named "Circus." However RAF used smaller

  groups of bombers, typically six to twelve, most

  of which were Blenheims. Over time, the number

  of bombers occasionally increased to as many

  as 24, supported by a highly complex fighter

  escort system involving up to 350 Spitfires and

  Hurricanes at various flight levels.

  Despite these efforts, the Circus operations

  posed little threat to the Germans. The small

  number of bombers and the short range of

  British aircraft limited their ability to target

  strategic military or industrial sites effectively.

  Furthermore, the Germans often struggled

  to differentiate Circus missions from Sweep

  or Rodeo actions, which were purely fighter

  operations conducted over enemy territory.

  German fighter units, particularly JG 2 and JG 26,

  maintained their tactical superiority, with fewer

  losses, despite being numerically weaker than

  RAF Fighter Command units.

  On July 10, 1941, the RAF conducted two raids by

  Blenheims, escorted by fighters from No. 10 Group,

  targeting Cherbourg and Le Havre. Both actions

  were codenamed Gudgeon but were essentially

  Circus operations. Fighters from No. 234, 317,

  and 501 RAF Squadrons claimed 5-1-2 victories

  against Bf 109s. Their opponents, two operational

  training units, claimed six victories over Spitfires,

  however, two of these claims were later rejected.

  Ultimately, the RAF lost two aircraft from No. 234

  Squadron during the engagement. One pilot was

  killed, while the other, W/Cdr M. V. Blake DFC,

  survived after ditching his aircraft. Blake spent

  12 hours paddling in a dinghy toward the British

  coast before being rescued.

  Around midday, a formation of three Stirlings

  from No. 7 Squadron RAF, escorted by fighters

  from North Weald, Northolt, and Biggin Hill,

  launched an attack on the Kuhlman chemical

  plant at Chocques as part of Circus 42. Fighter

  pilots from the Hornchurch and Tangmere Wings

  provided Target Support, while the Kenley and

  Northolt Wings managed Rear Support.

  Due to thick cloud cover, the bombers

  faced navigational difficulties. Near Boulogne,

  the aircraft piloted by F/O C. V. Fraser DFC

  sustained five direct hits from flak. The bomber

  burst into flames, and although it appeared that

  three crew members managed to bail out, none of

  the seven airmen survived.

  In multiple engagements with the escort,

  JG 26 airmen claimed three Spitfires, while their

  counterparts from JG 2 were credited with eight

  victories. Among the victors was Hptm. Hans

  "Assi" Hahn, commander of III./JG 2, who achieved

  his 31st victory. His aircraft is depicted on Antonis

  Karydis' box art.

  On the German side, two Bf 109 E-7s from

  II./JG 26 were shot down, resulting in one pilot's

  death. Additionally, a Bf 109 F-2 from II./JG 2

  was severely damaged in combat, and Oblt.

  Frank Liesendahl, Kapitän of the 6th Staffel,

  was seriously wounded by enemy fire.

  The fighter escort claimed an 11-1-3 victory

  against the Bf 109s. However, seven British airmen

  did not return from the operation, and two others

  escaped with badly damaged aircraft.

  This aerial encounter unexpectedly provided

  a significant benefit to the RAF: the first virtually

  undamaged Messerschmitt Bf 109 F to fall into

  British hands. The Stirling W7433, commanded by

  F/O C.I. Rolfe, had been hit in the tail by a Bf 109

  pilot after dropping its bombs. A lone German

  airman had pursued the four-engine bomber

  throughout its flight over the Channel. The top

  gunner believed he had successfully damaged the

  enemy fighter. Then, Sgt. Jan A. Śmigielski, flying

  a Hurricane from the Polish No. 306 Squadron RAF,

  rushed to defend the endangered bomber and

  forced the German pilot to land near Dover.

  Surprisingly, the German aviator who had

  chased the bomber was a highly experienced

  veteran: Hptm. Rolf Pingel, the Kommandeur of

  I./JG 26. Pingel was a recipient of the Knight's

  Cross and a veteran of the Spanish Civil

  War, with 550 combat sorties in his logbook,

  six victories in Spain and another 28 during World

  War II. His Bf 109 F-2 (WNr. 12764) had not been

  hit by gunfire but suffered engine trouble near

  Dover. While Śmigielski claimed the victory, which

  is duly mentioned in unit´s diary, the credit was

  unfortunately not officially awarded.

  Pingel's "Friedrich" was quickly repaired by RAF

  technicians and made airworthy for extensive

  testing. However, by the fall of 1941, the upgraded

  Bf 109 F-4 had entered the battlefield, and the

  RAF faced a new challenge with the arrival of the

  Focke-Wulf Fw 190 A.

  Text: Jan Bobek

  Illustration: Piotr Forkasiewicz

  The July Circus

  INFO Eduard32

  January 2025

• Strana 33

  #84204

  BOXART STORY

  In September 1939, the US Marine Corps (USMC)

  operated just over 150 aircraft, the vast majority

  of which were biplanes. However, the outbreak of

  war with Japan prompted a rapid expansion of

  its air capabilities. By 1942, twelve Marine Fighter

  Squadrons (VMFs) had been established, followed

  by sixteen more in 1943, and an additional twenty-

  eight in 1944.

  In many cases, new units were formed by

  dividing existing ones. Such was the case with

  VMF-441 "Black Jacks" that was established inn

  October 1942 on Tutuila Island in the Samoan

  Islands, originating from a section of VMF-111.

  VMF-441’s foundation comprised seven F4F-3

  Wildcats and eight pilots under the command

  of Major D.W. Torey, Jr., who had previously led

  VMF-111. The original VMF-111, also known as

  "Triple One," was one of the few pre-war USMC

  squadrons that failed to achieve a single aerial

  victory, largely due to being stationed in remote

  locations.

  In March 1943, VMF-441 established its first

  operational base on the atoll of Funafuti in the

  Ellice Islands (modern-day Tuvalu). Located in the

  Pacific, Funafuti lies about 1,000 km north of Fiji

  and approximately 2,000 km east of Guadalcanal.

  VMF-441 gradually transitioned from the older

  F4F-3 Wildcats to the newer F4F-4 version. From

  this airfield, the Americans planned to launch

  B-24 bomber raids against Japanese island

  bases in the Pacific beginning in April.

  On March 27 (March 28 Japanese time), Kōkūtai

  755—formerly the Genzan Kōkūtai bomber unit—

  based at Tarawa, was tasked with conducting

  armed reconnaissance of Funafuti Island.

  Six G3M Nell bombers took off to cover the 1,300

  km distance southeast to the target. After about

  three hours of flight, two bombers were forced to

  return to base due to technical issues.

  As the formation approached Funafuti,

  Japanese crews spotted two Wildcats climbing

  toward them. Bombers dropped their payloads

  and about 10 nautical miles from Funafuti, the

  Wildcats attacked them from below. During the

  five-minute skirmish, the first plane in the second

  Shōtai, commanded by Lt. (jg) Takashi Kumamoto,

  was shot down, resulting in the deaths of all eight

  crew members. The Japanese gunners believed

  they downed one Wildcat. However, they later

  reported that a third aircraft attacked from the

  north before flying southeast after a single strike.

  The defenders were just two VMF-441 planes,

  piloted by Capt. William P. Boland and 2nd

  Lt. Ralph N. Spanjer. According to the unit's

  diary, the two pilots encountered the enemy

  within 20 nautical miles of Funafuti. Future Maj.

  Gen. "Smoke" Spanjer later recalled that they

  struggled to position their aging Wildcats for an

  attack from above. Unfortunately, Spanjer's guns

  malfunctioned. However, under fire from Boland's

  guns, the lead Japanese bomber exploded. Boland

  managed to damage another one before pursuing

  the formation until he exhausted his ammunition.

  On April 22, 1943, the bomber unit retaliated

  with a raid on Funafuti. The attack caused varying

  degrees of damage to all of VMF-441's aircraft,

  with one Wildcat being completely destroyed.

  Spanjer later recalled that a lone

  reconnaissance Nell frequently flew in the area

  where VMF-441 patrolled but proved challenging

  to intercept. Determined to track its route, Boland

  had himself dropped off on Nanumea Atoll

  along with a New Zealand observer. For a week,

  he hoped to monitor the enemy bomber’s flight

  path but was ultimately unsuccessful.

  However, upon returning to Funafuti, Boland’s

  luck changed. On August 8, 1943, while on patrol

  near Nui Atoll with 1st Lt. Samuel C. Middleman,

  they spotted a solitary twin-engine Nell. Boland

  successfully shot it down, marking the final

  victory for a USMC pilot flying a Wildcat.

  In late September 1943, VMF-441 relocated to

  Nanumea. At that time, the unit was equipped

  with F4F-4 and FM-1 Wildcat variants. After

  a relatively uneventful tour of duty—depicted in

  the box art of this kit—the squadron re-equipped

  with F4U-1 Corsairs at Tutuila in December.

  The unit then participated in intensive operations,

  targeting ground positions in the Marshall

  Islands, particularly on Wotje Island. During this

  period, VMF-441 lost 15 aircraft.

  VMF-441’s finest hour came during the Battle

  of Okinawa in the spring of 1945. Commanded

  by Maj. R. O. White and equipped with F4U-1C/D,

  the squadron played a crucial role in defending

  Allied vessels against Kamikaze attacks.

  VMF-441 pilots achieved a total of 47 aerial

  victories during the campaign, including two aces.

  The most notable engagement occurred on April

  16, 1945, north of Okinawa, during the defence of

  the destroyer USS Laffey. In this intense battle,

  the "Black Jacks" shot down 16 of 50 attacking

  aircraft attempting to ram the vessel.

  This extraordinary engagement merits an

  in-depth article of its own in the future.

  Illustration: Gareth Hector

  Wildcats on the Atolls

  Text: Jan Bobek

  INFO Eduard

  33

  January 2025

• Strana 34

  #82166

  Bf 109K-4

  1/48

  The ProfiPACK edition kit of German fighter

  aircraft Bf 109K-4 in 1/48 scale.

  plastic parts: Eduard

  marking options: 6

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  Product page

  KITS 01/2025

  INFO Eduard34

  January 2025

• Strana 35

  WNr. 331413, 1./JG 4, Berlin-Schönefeld, Germany, February-March 1945

  WNr. 332884, 9./JG 3, Leck, Germany, May 1945

  The fighter unit 1./JG 4 was formed in August 1943

  in Mizil (Romania) from 1./JG 77 to defend the oil

  fields and platforms near Ploiești. After heavy

  fighting with the 15th AF USAAF and a retreat

  from Italy, 1./JG 4 was reorganized in Kassel

  during the summer of 1944. It then engaged in

  combat with escorting P-51s and P-47s from

  the 8th AF and 9th AF USAAF. From November

  1944 to January 1945, 1./JG 4 was stationed at

  the Darmstadt-Griesheim airfield, from where it

  participated in Operation Bodenplatte, suffering

  heavy pilot losses. From February 1945, it was

  based at Berlin-Schönefeld airfield, where

  it was dissolved on March 19, 1945. The last

  known commander of 1./JG 4 was Oblt. Alfred

  Neumayer, who, after being injured on January

  1, 1945, underwent recovery but, despite his

  combat experience, was assigned to the infantry

  after recuperation. Following infantry training in

  Bohemia, he has been missing since April 1945.

  White 4 features a camouflage scheme in RLM

  74/75/76 colors and displays production series

  markings of 331xxx. The white spiral has black

  borders applied by mechanics of JG 4. On the

  left side of the nose was the JG 4 insignia,

  and on the right side, a depiction of a rooster.

  Since the Allied landings in Normandy in

  June 1944, 9./JG 3, like other units on the

  Western Front, was under constant pressure

  from Allied fighters and bombers. During

  Operation Bodenplatte, JG 3 was one of the

  few successful units, yet the loss of sixteen

  pilots was significant. From January 1945,

  9./JG 3 frequently relocated to various German

  airfields, and at the end of the war, White 8 was

  stationed at the Leck airbase. From mid-1944,

  9./JG 3 was led by Lt. Oskar Zimmermann, who

  was awarded the Knight’s Cross and credited

  with 34 victories, including 14 four-engine

  bombers. In mid-March, he fell ill and, at the end

  of the war, fell into Czech captivity, from which

  he was released after one year. By the end of the

  war, the commander of the unit was Hptm. Willy

  Althof. The camouflage on the fuselage of this

  aircraft consisted of RLM 81/82 with camouflage

  patterns typical of production series 332xxx.

  Many areas are repaired with RLM 82 and

  RLM 02 paints. The engine covers are painted

  in lighter shades of RLM 74/75/76. On the left

  side of the fuselage under the cockpit, the

  white name Gabi was painted. Beneath White 8,

  the previous marking has been painted over in

  RLM 75. In front of the tail surfaces, the black

  number 884 was hand-painted.

  KITS 01/2025

  INFO Eduard

  35

  January 2025

• Strana 36

  WNr. 334xxx, 11./JG 27, Goslar, Germany, April 1945

  WNr. 335215, Lt. Willy van de Kamp, Stab II./JG 52, Neubiberg, Germany, May 1945

  The CO of III./JG 27 from October 1944 until the

  end of the war was Austrian Hptm. Dr. Peter

  Werfft (26 victories). In the same month, the unit

  was reequipped with the Bf 109K-4. However,

  from February onward, Werfft was temporarily

  replaced in this role by the CO of 12./JG 27,

  Oblt. Emil Clade, who in the final month of the

  war officially became the CO of I./JG 27. After

  the war, Clade worked as an airline pilot,

  pursued sport flying, and published his memoirs

  in 1996. While serving with II./JG 27 in Africa,

  he shot down an aircraft in August 1942 carrying

  the commander of the British Eighth Army,

  Lt. Gen. W. H. E. Gott, who was killed. Lt. Gen.

  Montgomery was appointed to replace him.

  At the end of the war, III./JG 27 was deployed in

  northern Germany. Yellow 1 from 11./JG 27 was

  discovered by advancing Allied forces in April

  1945 at the Goslar airbase in Germany, where

  the unit had been stationed from March 29 to

  April 8, 1945. It later operated from locations in

  Bohemia, Bavaria, and Austria. From December

  1944 until the end of the war, 11. Staffel was

  led by Oblt. Heinz-Günther Hennig, who had

  previously commanded 2./JG 53 and 2./JG 102

  and was credited with two victories. The fuselage

  camouflage in RLM 81/82 colors corresponds to

  production series 334xxx.

  The markings on this aircraft identify it as

  the wingman of the commander of II./JG 52,

  Maj. Wilhelm Batz. In February 1943, Batz was

  assigned to the staff of II./JG 52 on the Eastern

  Front. He achieved his first victory on March

  11 and was appointed commander of 5./JG 52 in

  May. By March 1944, he had achieved his 100th

  victory and was made commander of III./JG 52

  in April. In early February 1945, he assumed

  command of II./JG 52, which at the time was

  fighting in Hungary. His final 237th victory

  was recorded on April 16, 1945. Five days later,

  he was awarded the Swords to the Knight’s

  Cross with Oak Leaves. On May 8, 1945, Batz and

  his unit flew into captivity, transferring from

  Zeltweg in Austria to Bad Aibling in Bavaria,

  accompanied by a formation of Thunderbolts

  during the final leg of the journey. The aircraft

  Black 1 was painted in RLM 74/75/76 camouflage,

  consistent with production series 335xxx.

  The yellow band on the nose and yellow rudder

  were identification features of German aircraft

  within Luftflotte 4. This particular aircraft was

  photographed at Neubiberg airfield near Munich.

  Its pilot was Batz’s Adjutant, Lt. Willy van de

  Kamp, who had served with II./JG 52 since May

  1943 and was credited with one victory.

  KITS 01/2025

  INFO Eduard36

  January 2025

• Strana 37

  WNr. 335xxx, Lt. Ernst-Dieter Bernhard, Stab III./JG 53, Kaufbeuren,

  Germany, April 1945

  WNr. 330230, Uffz. Heinrich Munninger, 10./JG 77, Neuruppin, Germany, November 1944

  JG 53 was established in 1937 and was one of

  the oldest German fighter units of the Second

  World War. Its III. Gruppe participated in the

  early months of fighting in the USSR after the

  campaign in the West and was deployed in the

  Mediterranean from late 1941. After relocating

  from Italy in June 1944, it was stationed at Bad

  Lippspringe, operating against Allied air raids

  on the Reich. In September 1944, it contributed

  to repelling Operation Market Garden. From

  late 1944, the unit gradually retreated under

  pressure from Allied forces to the southern

  part of Germany. The pilot of this aircraft

  was Lt. Ernst-Dieter Bernhard, who joined

  12./JG 53 in December 1944. In mid-March,

  he was appointed Adjutant to the CO of III./JG 53,

  who at the time was Hptm. Siegfried Luckenbach.

  After Luckenbach’s collision during landing

  in April 1945, Hptm. Wolfgang Ernst, who had

  36 victories to his credit, replaced him.

  Lt. Bernhard crashed with the depicted aircraft

  on April 19, 1945, due to a landing gear failure

  while landing in Kaufbeuren after combat

  with a formation of Marauders escorted by

  Thunderbolts. Bernhard was earlier credited

  with heavily damaging one Mustang.

  In October 1944, III./JG 77 became the first

  Luftwaffe fighter unit to be fully reequipped

  with the Bf 109K-4s, possessing 68 aircraft.

  Its commander was the experienced veteran of

  JG 77, Major Armin Köhler (40 kills, KC). After

  test flights and familiarization with the new type,

  it was combat-deployed on December 2, 1944.

  Aerial combat peaked during the Battle of the

  Bulge. Uffz. Heinrich Munninger, born on June 30,

  1923, flew on January 1, 1945, during Operation

  Bodenplatte with White 17 as the wingman

  of Uffz. Johann Twietmeyer. During an attack

  on the RAF airfield in Antwerp-Deurne (B.70),

  he was hit by flak and attempted an emergency

  landing near Tilburg in the Netherlands.

  He crashed and was killed. His body was buried

  in Lommel. In this operation, III./JG 77 lost

  11 aircraft and pilots. From mid-January 1945,

  it was deployed on the Eastern Front. At the end

  of the war, it fought in Upper Silesia, based in

  Dolní Benešov (Beneschau) in the Hlučín region

  (Hultschiner Ländchen) in Silesia. White 17 was

  from production batch 330xxx, with a high

  demarcation of camouflage colors RLM 74/75

  on the sides of the fuselage. On both sides of

  the nose, there was the emblem of III./JG 77,

  a red heart.

  KITS 01/2025

  INFO Eduard

  37

  January 2025

• Strana 38

  FE1495 Bf 109K-4 seatbelts STEEL (PE

  -

  Set)

  644227 Bf 109K-4 LööK (Brassin)

  644233 Bf 109K-4 LööKplus (Brassin)

  648902 Bf 109K-4 engine (Brassin)

  648903 Bf 109K-4 propeller PRINT (Brassin)

  648904 Bf 109K-4 cockpit PRINT (Brassin)

  648905 Bf 109K-4 undercarriage legs BRONZE (Brassin)

  648906 Bf 109K external fuel tanks (Brassin)

  648913 Bf 109K-4 exhaust stacks PRINT (Brassin)

  648914 Bf 109K-4 wheels (Brassin)

  648939 Bf 109K-4 gun barrels PRINT (Brassin)

  648954 Bf 109K-4 wheel bays PRINT (Brassin)

  648961 Bf 109K-4 radio compartment PRINT (Brassin)

  SIN648118 Bf 109K-4 ESSENTIAL (Brassin)

  SIN648119 Bf 109K-4 ADVANCED (Brassin)

  3DL48135 Bf 109K SPACE (3D Decal Set)

  EX976 Bf 109K TFace (Mask)

  EX985 Bf 109K national insignia (Mask)

  Recommended for

  Bf 109K-4 1/48

  #644233

  #648904

  OVERTREES

  #82166X

  Bf 109K-4

  1/48

  OVERLEPT

  #82166-LEPT1

  Bf 109K-4

  1/48

  Product page Product page

  #648902

  #648961

  KITS 01/2025

  INFO Eduard38

  January 2025

• Strana 39

  #70173

  P-51D Mustang

  ProfiPACK edition kit of US WWII fighter aircraft P-51D version D-10

  and higher in 1/48 scale. The kit is focused on machines of the top

  aces of the 8th, 9th, 15th and 20th USAAF.

  plastic parts: Eduard

  marking options: 6

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  Product page

  1/72

  KITS 01/2025

  INFO Eduard

  39

  January 2025

• Strana 40

  P-51D-20, 44-72218, Lt Col. John D. Landers, CO of 78th FG,

  8th AF, Duxford, United Kingdom, March 1945

  P-51D-15, 44-15041, Lt Col. John C. Meyer, CO of 352nd FG,

  8th AF, Y-29 Asch, Belgium, December 1944

  John Dave Landers was born on August 23, 1920,

  in Joshua, Texas. He joined the Army Air Force

  in April 1941. After completing the pilot training

  in January 1942 he was assigned to the 9th FS in

  Australia, a unit that flew P-40s. In the Pacific

  theatre he scored six kills and was called back

  to the States in January 1943. There, he served

  as a flight instructor, but in April 1944, on his

  own request, he was reassigned to a combat unit.

  It was 38th FS based at Wormingford, operating

  P-38s, which they changed for P-51s as of

  July 1944. After being promoted to Lieutenant

  Colonel, he assumed command of the 357th

  FG, which he led from October to December

  1944. After some downtime in the United States,

  he returned to Great Britain and was named CO

  of 78th FG, holding this post until the end of the

  Second World War. In December 1945, he left the

  military and worked in construction. He died on

  September 12, 1989.

  John Charles Meyer finished flight training

  on July 26, 1940, at the age of 21, after which

  he was assigned to the 33rd PS on Iceland,

  a unit that was flying the P-40s. After his return

  to the States, he was named the CO of the

  newly formed 487th FS, which had undergone

  conversion training onto the P-47 and in June

  1943 was transferred to United Kingdom, from

  where they performed escort missions for

  bombers over continental Europe. In April of

  1944, the unit was rearmed with the Mustangs,

  and the number of kills attributed to Major

  Meyer began to rise. In November 1944, he was

  named Deputy Commander of the 352nd FG,

  to which his own 487th FS was subordinate.

  Under his command, the 352nd FG was

  relocated to the forward base at Asch in Belgium.

  On January 1, the Luftwaffe conducted a raid

  on this base, and Meyer was able to get his

  unit in the air to counter the raid, claiming

  a pair of Fw 190s in the process. These would be

  the last two kills that he would achieve during

  the war, because on January 4, he suffered

  a major fracture of his left leg, the treatment of

  which required his return to the United States.

  After the war, he saw combat in Korea, and in

  Vietnam he led the Linebacker II campaign.

  Over the course of the WWII, he shot down

  24 enemies, and he added another two during

  the Korean War. He retired a General as the head

  of the Strategic Air Command. He passed away

  as the result of a heart attack on December 2,

  1975.

  KITS 01/2025

  INFO Eduard40

  January 2025

• Strana 41

  P-51D-10, 44-14896, Maj. Leonard K. Carson, 362nd FS, 357th FG,

  8th AF, Leiston, United Kingdom, September 1944

  P-51D-20, 44-63607, Lt Col. Glenn T. Eagleston, CO of 353rd FS,

  354th FG, 9th AF, Y-64 Ober Olm, Germany, April 1945

  Major Leonard “Kit” Carson was one of

  the most successful pilots of the 357th FG.

  He finished the war as a commander of the

  363rd FS with 18.5 kills to which he added

  three airplanes destroyed on the ground.

  He flew four P-51 Mustangs, all of them carried

  his personal inscription “Nooky Booky” on the

  engine cowling. The aircraft s/n 44-14896 was

  his third. It sported seven kill markings on the

  side of the fuselage which Carson scored till

  the beginning of November 1944. The plane was

  marked with standard identification stripes

  including the invasion bands on the fuselage.

  Carson’s Mustang was camouflaged in the dark

  green paint on the upper surfaces including the

  landing flaps’ interiors. The paint was probably

  British RAF Dark Green. The lower surfaces

  were painted in Medium Sea Grey.

  Glenn Todd Eagleston was born on March 12,

  1921, in Farmington, Utah, and he joined the

  USAAF in 1940. In 1942, he underwent flight

  training, after which he was first assigned to

  the P-39 equipped 79th FS, and then to the 353rd

  FS, which was transferred to Boxted in the UK

  with their Mustangs in October 1943. Although

  being a constituent of the 9th Air Force, the unit

  flew escort missions for 8th AF bombers. In the

  spring 1944 landing preparations, the 354th FG

  returned to tactical support of ground forces,

  and eventually relocated to fields in liberated

  Europe to remain close to combat areas, and

  this included the 353rd FS. Squadron command

  was handed over to Capt. Eagleston in October

  1944, and the unit used their Thunderbolts in

  support of ground forces. In mid-February

  1945, the unit went back to using the Mustangs.

  After the Second World War, during which

  Glenn Eagleston amassed 18.5 kills over enemy

  aircraft, he remained in the service, and took

  part in combat over Korea, where he shot down

  a pair of Soviet MiG-15s. He retired at the end of

  February 1967 and died on May 7, 1991.

  KITS 01/2025

  INFO Eduard

  41

  January 2025

• Strana 42

  P-51D-5, 44-13298, Capt. Fredie F. Ohr, 2nd FS, 52nd FG,

  15th AF, Madna, Italy, Autumn 1944

  P-51D-20, 44-72570, Lt. Ralph S. Gardner/2nd Lt. Chester Jatczak,

  457th FS, 506th FG, 20th AF, Iwojima, June/July 1945

  The 52nd Pursuit Squadron, known after May

  1942 as the 52nd Fighter Group, was established

  in January 1941 at Selfridge Field in Michigan.

  Initial training was undertaken on the P-39 and

  was followed by a move to Northern Ireland in

  the summer of 1942, where the unit continued

  training on Spitfires, and this was in turn

  followed by a brief combat tour over western

  Europe under the command of the 8th AF.

  By November 1942, the entire unit was

  transferred to northern Africa. After arrival

  there, combat operations were undertaken

  through north Africa, Sicily and Italy while

  still flying Spitfires, but this time under

  the leadership of the 12th AF. In April 1944,

  the long awaited change to the Mustang arrived,

  along with a change in mission assignment

  and location under the 15th AF, tasking the

  52nd FG with escort duties of this Army Air

  Force’s strategic bombers. The aircraft flown by

  Freddie Ohr, an American ace of Korean origin,

  was as it was delivered from the manufacturing

  facility. The red nose and yellow rear fuselage

  distinguished aircraft of the 52nd FG and the

  yellow wing bands were reserved for aircraft of

  the 15th AF.

  This aircraft was shared by Ralph Gardner

  and Chet Jatczak, named Fighting Lady on

  port side and later renamed to Broadway Gal

  with inscription on the nose. For Chet Jatczak

  this was Broadway Gal plane No.2, as he flew

  No.538 also named Broadway Gal previously

  in June and early July. The aircraft No.538 shot

  down near Suzuka on July 16, 1945, while being

  flown by Capt. John Benbow during the strafing

  of airfields in Nagoya area. He became most

  probably a victim of Maj. Yohei Hinoki flying

  a Ki-100. The Broadway Gal inscription style is

  not known. The original squadron color were

  green stripes on the tail, replaced by solid green

  paint after the squadron entered the operation

  for better visibility.

  KITS 01/2025

  INFO Eduard42

  January 2025

• Strana 43

  OVERTREES

  #70172X

  P-51D Mustang

  1/72

  OVERLEPT

  #70173-LEPT1

  P-51D Mustang

  1/72

  Product page Product page

  SS826 P-51D seatbelts STEEL (PE

  -

  Set)

  674013 P-51D-10 LööK (Brassin)

  674014 P-51D-15+ LööK (Brassin)

  674016 P-51D-10 LööKplus (Brassin)

  674017 P-51D-15+ LööKplus (Brassin)

  672358 P-51D exhaust stacks PRINT (Brassin)

  672359 P-51D exhaust stacks w/ fairing PRINT (Brassin)

  672360 P-51D wheel bay PRINT (Brassin)

  672361 P-51D Hamilton Standard propeller PRINT (Brassin)

  672362 P-51D Hamilton Standard propeller uncuffed PRINT (Brassin)

  672364 P-51D-10 cockpit PRINT (Brassin)

  672365 P-51D-15+ cockpit PRINT (Brassin)

  672366 P-51D wheels diamond tread (Brassin)

  672367 P-51D wheels oval tread (Brassin)

  672368 P-51D wheels cross tread (Brassin)

  672369 P-51D wheels block tread (Brassin)

  672370 P-51D wheels diamond tread 2 (Brassin)

  672371 P-51D wheels block tread 2 (Brassin)

  672372 P-51D seat PRINT (Brassin)

  672373 P-51D 75gal drop tanks PRINT (Brassin)

  672374 P-51D 108gal paper drop tanks PRINT (Brassin)

  672375 P-51D 110gal fuel tanks PRINT (Brassin)

  672376 P-51D 165gal fuel tanks PRINT (Brassin)

  672377 P-51D gun sights PRINT (Brassin)

  672378 P-51D bazooka rocket launcher (Brassin)

  672379 P-51D gun bays PRINT (Brassin)

  672384 P-51D undercarriage legs PRINT (Brassin)

  672389 P-51D engine PRINT (Brassin)

  SIN67227 P-51D-10 ESSENTIAL (Brassin)

  3DL72036 P-51D-10 SPACE (3D Decal Set)

  3DL72037 P-51D-15+ SPACE (3D Decal Set)

  D72050 P-51D stencils (Decal Set)

  D72051 P-51D US national insignia (Decal Set)

  CX664 P-51D US national insignia (Mask)

  CX665 P-51D surface panels (Mask)

  Recommended for

  P-51D Mustang 1/72

  #672389

  #672364

  #672360

  KITS 01/2025

  INFO Eduard

  43

  January 2025

• Strana 44

  #7474

  Bf 109F-2

  1/72

  The Weekend edition kit of German WWII fighter

  aircraft Bf 109F-2 in 1/72 scale.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  Product page

  KITS 01/2025

  INFO Eduard44

  January 2025

• Strana 45

  Hptm. Hans Hahn, CO of III./JG 2, Saint-Pol-sur-Ternoise, France, July 1941

  WNr. 8239, Lt. Hans Strelow, 5./JG 51, Bryansk, the Soviet Union, March 1942

  Hans “Assi” Hahn, a fighter ace and recipient

  of the Knight’s Cross with Oak Leaves, led the

  4./JG 2 from December 1939 and the III./JG 2 from

  October 29, 1940. A total of 31 victory symbols

  on the tail of his aircraft were tied to Hahn’s

  operations on the Western Front. His 31st victory

  was achieved on July 10, 1941, near Saint-Omer,

  when he shot down two Spitfires. Beginning

  on November 1, 1942, he took command of

  II./JG 54 and led this Gruppe until February 21,

  1943, when he was shot down and captured

  by Soviet forces. Hahn was not released from

  captivity until 1950, during which he wrote

  a book about his experiences in prison titled

  Ich spreche die Wahrheit! (I speak the truth!).

  Before his capture, he achieved 108 victories,

  66 of which were on the Western Front.

  The rooster’s head painted on his aircraft

  symbolized the III. Gruppe JG 2’s staff planes

  and was derived from Hahn’s surname, as “Hahn”

  means rooster in German. Hans Hahn passed

  away in 1982, and his wife later remarried the

  night fighter pilot Wolfgang Falck.

  Hans Strelow was born on March 26, 1922,

  in Berlin. In 1939, he voluntarily joined the

  Luftwaffe. After completing training in February

  1941, he was assigned to 5./JG 51. From the start

  of Operation Barbarossa, he flew on the Eastern

  Front. He achieved his first aerial victory on

  June 25, 1941. In January 1942, he was appointed

  Staffelkapitän of 5./JG 51. On March 24, 1942,

  he became the youngest recipient of the

  Knight’s Cross with Oak Leaves. His “Black 10”

  was painted with white on the upper surfaces

  during the winter period. The JG 51 insignia

  was displayed on both sides of the nose.

  The yellow band behind the cross and the yellow

  wingtips were identification markings used on

  the Eastern Front. The victories he achieved

  were marked on the left side of the tail. On May

  22, 1942, Hans Strelow was shot down by a Pe-2

  crew and forced to make an emergency landing

  behind Soviet lines. Fearing capture by the Red

  Army, he conducted suicide by shooting himself

  in his head.

  KITS 01/2025

  INFO Eduard

  45

  January 2025

• Strana 46

  WNr. 8165, Hptm. Karl-Heinz Leesmann, CO of I./JG 52,

  Amsterdam, the Netherlands, June 1941

  Lt. Max-Hellmuth Ostermann, 7./JG 54, Dugino, the Soviet Union, September 1941

  Karl-Heinz Leesmann was born on May 3, 1915,

  in Osnabrück. After completing pilot training

  with the Luftwaffe, he participated in the

  French campaign and the Battle of Britain as

  a member of JG 52. On August 27, 1940, he was

  appointed Staffelkapitän of 3./JG 52. On May

  24, 1941, he became Gruppenkommandeur of

  I./JG 52. His WNr. 8165 aircraft displayed

  victories achieved on the Western Front on the

  port side of the fin below the swastika. Before

  Operation Barbarossa, I./JG 52 was transferred

  to the Eastern Front. On November 6, 1941, during

  combat with Soviet aircraft, Leesmann made an

  emergency landing near Ruza with a shattered

  right forearm. After a long hospitalization and

  recovery, he returned to I./JG 52 in May 1942.

  In March 1943, he transferred to III./JG 11. On July

  25, 1943, while flying a Bf 109G-6, he was shot

  down during an attack on a B-17 over the North

  Sea near Heligoland. His body was washed

  ashore on August 16, 1943, and he was buried

  in Recklinghausen.

  Max-Hellmuth Ostermann was born on

  December 11, 1917, in Hamburg. In 1937,

  he joined the Luftwaffe and became a pilot.

  His first unit was I./ZG 1, flying the Bf 110s, and

  he participated in the invasion of Poland. Before

  the start of the French campaign, on April 7,

  1940, he was transferred to I./JG 21. On May

  20, 1940, he recorded his first aerial victory.

  After moving to the English Channel coast,

  I./JG 21 was renamed III./JG 54, and in April 1941,

  the unit saw combat in Yugoslavia. Ostermann

  achieved his ninth victory on April 6, 1941, over

  Belgrade, shooting down a Bf 109E-3 flown by

  Karl Štrbenek, who was killed in action. During

  the early stages of Operation Barbarossa,

  on June 23, 1941, he shot down two SB-2 bombers.

  By early September 1941, his aircraft, White 1,

  bore 25 victory markings on its tail. The sides of

  the fuselage were darkened with spots of RLM

  02, 74, and 70 paints. The nose displayed the

  insignia of 7./JG 54, and below the windshield

  was the emblem of III./JG 54. In November 1941,

  Ostermann was transferred to I./JG 54, and in

  March 1942, he assumed command of 8./JG 54.

  On May 12, 1942, Ostermann became the second

  pilot in JG 54 to achieve 100 victories. During

  this engagement, he was severely wounded but

  managed to return to his home airfield. His luck

  ran out on August 9, 1942, during a confrontation

  with P-40s. After scoring one victory, a group

  of LaGG-3 fighters emerged from the clouds.

  Ostermann’s Bf 109G-2 was hit in the cockpit

  and crashed behind Soviet lines near Lake Ilmen.

  He became the first recipient of the Knight’s

  Cross with Oak Leaves to be killed in action.

  674007 Bf 109F LööK (Brassin)

  674011 Bf 109F LööKplus (Brassin)

  672313 Bf 109F propeller early PRINT (Brassin)

  672314 Bf 109F propeller late PRINT (Brassin)

  672315 Bf 109F gun barrels PRINT (Brassin)

  672316 Bf 109F wheels PRINT (Brassin)

  672317 Bf 109F undercarriage legs BRONZE (Brassin)

  672318 Bf 109F radio compartment PRINT (Brassin)

  672321 Bf 109F/G external fuel tanks (Brassin)

  672322 Bf 109F wheel bays rounded PRINT (Brassin)

  672323 Bf 109F/G wheel bays angular PRINT (Brassin)

  672325 Bf 109F/G exhaust stacks PRINT (Brassin)

  672326 Bf 109F/G/K gun pods PRINT (Brassin)

  672327 Bf 109F cockpit PRINT (Brassin)

  672328 Bf 109F cockpit w/ early seat PRINT (Brassin)

  672350 Bf 109F engine PRINT (Brassin)

  SIN67221 Bf 109F (Brassin)

  3DL72018 Bf 109F SPACE (3D Decal Set)

  Recommended for Bf 109F-2 1/72

  KITS 01/2025

  INFO Eduard46

  January 2025

• Strana 47

  #84204

  F4F-4 Wildcat late

  The Weekend edition kit of the US carrier based WWII fighter plane F4F-4 Wildcat late

  in 1/48 scale. From the kit it is possible to build Wildcats of the US Navy operating

  in the Atlantic and also a fighter from the US Marine Corps.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  Product page

  1/48

  KITS 01/2025

  INFO Eduard

  47

  January 2025

• Strana 48

  VMF-441, Nanumea, November 1943

  VC-13, USS Core (CVE-13), August 1943

  Marine Fighting Squadron 441 (VMF-441) was

  formed on October 1, 1942, at Tutuila, American

  Samoa, from part of VMF-111 and flew F4F

  Wildcats. By the end of May 1943, the entire

  squadron moved to Funafuti in the Ellice Islands,

  followed by another move to Nanumea Base on

  September 28, 1943. The squadron moved back

  to Tutuila in December 1943, where it rearmed

  to the F4U-1 Corsair. VMF-441 was also known

  as “The Blackjacks”. The unit was credited with

  a total of 49 aircraft shot down during World War

  II and was inactivated after the surrender of

  Japan on July 11, 1946. The Wildcat shown here

  wore non-standard camouflage with a third

  shade of Semi-Gloss Sea Blue added to the

  original older Blue Gray/Light Gray scheme on

  the upper fuselage and wing surfaces. The nose

  of the aircraft was decorated with a white “Little

  Joe” inscription on the left side of the engine

  cowling with a dice motif.

  The Tacoma-built Bogue-class escort carrier

  USS Core (CVE-13) was commissioned on

  December 10, 1942, and named after Core Sound.

  USS Core operated on the west coast off San

  Diego, but soon joined the Atlantic Fleet to take

  part in the bloody war against submarines with

  TBF-1C Avengers and F4F-4 Wildcats on board.

  Core’s first combat cruise in the Atlantic lasted

  from June 27 to July 31, 1943, during which

  VC-13 hit a pair of submarines. USS Core and

  VC-13 scored a total of four submarine kills by

  the end of 1943, helping to end the good times

  of the German U-boat fleet. The Wildcats on

  USS Core carried combination of colors from

  the factory blue-grey NS through light grey

  NS as well as both the then-new ASWN I and

  II schemes designed for the Atlantic. The aircraft

  shown, with the black identification number

  3 on the rudder, had a three-tone camouflage,

  i.e. ASWN I scheme, and was sporting red

  outlined insignias. These were repainted with

  Insignia Blue in September 1943.

  KITS 01/2025

  INFO Eduard48

  January 2025

• Strana 49

  VGF-29, Lt Cdr John T. Blackburn, USS Santee (CVE-29), November 1943

  VMF-111 (121), 2Lt. Thomas Mann, Samoa Spring 1943

  John Thomas Blackburn (born January 24, 1912)

  became first commanding officer of famous

  VF-17 Jolly Rogers Squadron flying F4U Corsairs.

  Prior to that, he had managed to achieve fame

  and ace status with Wildcats. He graduated

  from the US Naval Academy in 1933 and served

  as flight instructor when the USA entered the

  war in 1941. Although anxious to get to combat,

  he was relegated to fly Buffalos in Miami and

  had to apply several times for assignment

  with combat unit. He was tasked to set up

  VGF-29 as its CO on the new escort carrier USS

  Santee. After the pilots acquainted themselves

  with Wildcats at Pungo, Virginia, the Squadron

  embarked aboard USS Santee in October 1942 to

  participate in Operation Torch. The first combat

  was a disaster, as pilots could not find the

  target due to poor weather. More to it, damaged

  homing equipment aboard Santee forced them

  to ditch or force-land their Wildcats. Blackburn

  himself floated adrift in a life raft for three days

  before he was rescued by a destroyer. Shortly

  thereafter, Blackburn was ordered to set up

  a new unit, the VF-17, the second squadron to

  fly F4U Corsairs in combat. Blackburn achieved

  11 victories in WWII and became Commander Air

  Group of CAG 74 aboard the new USS Midway

  (CVB-41) in 1945 and he commanded the ship

  from 1958 to 1959. After the war he worked at

  the Pentagon and was one of the first jet pilots

  in the Navy. He retired in 1962 and began growing

  wine grapes and raising the Golden Retrievers

  in California. He died on March 21, 1994.

  Marine Fighting Squadron 121 (VMF-121) was

  activated on June 24, 1941 and adopted the

  nickname The Green Knights. They began

  combat operations with F4F Wildcats, which they

  changed for F4U Corsairs later. They took part

  in the battle for Guadalcanal starting October

  1942 and also fought from the forward air bases

  on Bougainville and Emirau. On September

  15, 1944, the Green Knights landed on Peleliu

  and were fighting from this base until July 25,

  1945. The unit was deactivated on September 9,

  1945. During the war, fourteen pilots of VMF-121

  became fighter aces, and the whole unit downed

  208 Japanese aircraft, 165 of them while flying

  Wildcats. Marine Second Lieutenant Thomas

  H. Mann, Jr., moved to VMF-121 from

  VMF-224 and became an ace in the fighting over

  Guadalcanal with five victories on his account.

  On November 11, 1942, he took off with others

  to intercept a formation of Japanese Aichi

  Type 99 bombers. He managed to shoot down

  three of them prior to being shot down and lost

  seven teeth in landing on water, which added

  the pain to his wound he suffered from enemy

  fire. Mann managed to reach the beach of

  a small island in the Tulagi archipelago and

  got back with the help of natives in a canoe.

  At the end of the WWII, he amassed ten aerial

  victories.

  KITS 01/2025

  INFO Eduard

  49

  January 2025

• Strana 50

  #8802

  US Navy Carrier Deck

  1/48

  size of disply 397x257 mm

  plastic parts: Eduard

  marking options: none

  decals: no

  PE parts: no

  painting mask: no

  resin parts: no

  Product page

  KITS 01/2025

  INFO Eduard50

  January 2025

• Strana 51

  www.eduard.com/bfc

  BUNNY BUNNY FIGHTERFIGHTER

  CLUB

  Eduard's special membership club for all modeling enthusiasts!

  15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduard

  products and also discount on various other non-Eduard products. Fixed, permanent, forever!

  Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be sold

  products, specially made for BFC members.

  Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts on

  their products at fairs and events all over the world? BFC members will have even higher discount at

  these events.

  Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode

  (used for event discounts). This exclusive T-shirt will be only available

  to the members of BFC.

  Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.

  That means lot of fun at E-day for two days and entry kit, absolutely free!

  * E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic Championship

  BOX CONTENT:

  Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassin

  parts (two different types of wheels, landing flaps, dust filter with

  eyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si

  -

  dewalk instrument and control panels with photo-etched details and

  seat belts.

  BOX CONTENT:

  Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassin

  parts (undercarriage wheels, cockpit, exhaust nozzle, FOD).

  How to become a member of BFC?How to become a member of BFC?

  Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduard

  product in your shopping cart. To apply this discount, the Activation product has to be in your shopping

  cart. Activation product is excluded from this calculation.

  Activation products:Activation products:

  Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72

• Strana 52

  BRASSIN

  LööK set - Brassin pre-painted dashboard

  and STEEL seat belts for Spitfire Mk.VIII in 1/24 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Airfix

  Set contains:

  - resin: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboard

  and STEEL seat belts for MC.205 Veltro in 1/32 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Italeri

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  634048

  Spitfire Mk.VIII LööK

  1/24 Airfix

  634049

  MC.205 Veltro LööK

  1/32 Italeri

  Product page

  Product page

  INFO Eduard52

  January 2025

• Strana 53

  644294

  F-86A LööK

  1/48 Clear Prop

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for F-86A in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Clear Prop

  Set contains:

  - resin: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  BRASSIN

  Collection of 4 sets for P-39N in 1/48 scale.

  Recommended kit: Arma Hobby

  - LööK set (pre-painted Brassin dashboard & Steelbelts)

  - gun barrels

  - pilot seat

  - painting mask

  644293

  P-39N LööKplus

  1/48 Arma Hobby

  Product page

  Product page

  INFO Eduard

  53

  January 2025

• Strana 54

  BRASSIN

  632202

  Bf 109E wheels

  1/32 Eduard

  Brassin set - the undercarriage wheels for Bf 109E

  in 1/32 scale. The set consists of the main wheels and

  a tail wheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 5 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  Product page

  Collection of 4 sets for Bf 109G-14/AS in 1/72 scale.

  Recommended kit: Eduard

  - LööK set (pre-painted Brassin

  dashboard & Steelbelts)

  - gun barrels

  - undercarriage wheels

  - exhaust stacks

  Product page

  674023

  Bf 109G-14/AS LööKplus

  1/72 Eduard

  INFO Eduard54

  January 2025

• Strana 55

  BRASSIN

  632203

  MG 15 magazines & case catchers PRINT

  1/32

  Brassin set - MG 15 machine gun magazines and case

  catchers in 1/32 scale. Set consists of 10 magazines

  and 10 case catchers (2 types, 5+5 pcs). Made by direct

  3D printing. Easy to assemble, replaces plastic parts,

  Set contains:

  - 3D print: 20 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Product page

  Brassin set - the undercarriage wheels for MC.205 Veltro

  in 1/32 scale. The set consists of the main wheels and

  a tail wheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Italeri

  Set contains:

  - resin: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  632204

  MC.205 Veltro wheels

  1/35 Italeri

  Product page

  INFO Eduard

  55

  January 2025

• Strana 56

  6481051

  P-39 wheels early

  1/48 Arma Hobby

  BRASSIN

  Brassin set - the undercarriage wheels for P-39

  in 1/48 scale. The set consists of the main wheels and

  a nose wheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Arma Hobby

  Set contains:

  - resin: 3 parts

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: yes

  Product page

  Brassin set - the nose gun muzzles for MiG-19S

  in 1/48 scale. Easy to assemble, replaces plastic parts.

  Recommended kit: Trumpeter

  Set contains:

  - resin: 5 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Product page

  648591

  MiG-19S gun muzzles

  1/48 Trumpeter

  INFO Eduard56

  January 2025

• Strana 57

  6481052

  P-39 wheels late

  1/48 Arma Hobby

  Brassin set - the undercarriage wheels for P-39

  in 1/48 scale. The set consists of the main wheels and

  a nose wheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Arma Hobby

  Set contains:

  - resin: 3 parts

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: yes

  Product page

  BRASSIN

  Brassin set - ejection seat for F-86F

  in 1/48 scale. Easy to assemble, replaces

  plastic parts. Recommended kit: Hasegawa

  Set contains:

  - resin: 9 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  6481056

  F-86F ejection seat

  1/48 Hasegawa

  Product page

  INFO Eduard

  57

  January 2025

• Strana 58

  BRASSIN

  Brassin set - the undercarriage wheels for F-5E/F/N

  in 1/48 scale. The set consists of the main wheels

  and a nose wheel. Easy to assemble, replaces

  plastic parts. Recommended kit: AFV Club

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  6481063

  F-5E/F/N wheels

  1/48 AFV Club

  Product page

  Brassin set - deployed landing flaps for Tempest

  Mk.V in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  6481062

  Tempest Mk.V landing flaps PRINT

  1/48 Eduard

  Product page

  INFO Eduard58

  January 2025

• Strana 59

  Brassin set - air ventilators for Imperial Japanese

  Navy vessels in 1/350 scale. Set consists of 70 ventilators

  of 14 types. Made by 3D printing.

  Set contains:

  - 3D print: 70 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  653018

  IJN ventilators PRINT

  1/350

  Product page

  BRASSIN

  Brassin set - triple mounted 25mm AA gun for IJN vessels

  in 1/350 scale. Set consists of 18 guns. Made by direct

  3D printing. Easy to assemble, replaces plastic parts.

  Set contains:

  - 3D print: 18 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  653021

  IJN Type 96 25mm AA gun (triple) PRINT

  1/350

  Product page

  INFO Eduard

  59

  January 2025

• Strana 60

  BRASSIN

  Brassin set - engine for Bf 109 G-10 produced

  by Messerschmitt factory in Regensburg in 1/72 scale.

  Cowlings are included. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 26 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  672400

  Bf 109G-10 Mtt Regensburg engine PRINT

  1/72 Eduard

  Product page

  Brassin set - engine for Bf 109 G-10 produced

  by Wiener Neustädter Flugzeugwerke in 1/72 scale.

  Cowlings are included. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 26 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  672399

  Bf 109G-10 WNF engine PRINT

  1/72 Eduard

  Product page

  INFO Eduard60

  January 2025

• P-51D engine PRINT 1/72 - CLICK-CLACK

  Gone are the days when assembling a resin engine was a nightmare for less experienced modelers. It used to be a discipline for the skilled modelers; something, that only the real experts, the masters in the field, are able to use - all those advanced techniques of cutting and thinning plastic, or the difficult cutting of resin from castings and their grinding, which also creates a lot of dust. Now it's the age of 3D printing! Long live simple, easy to assemble kits. It rang the bell for many unpopular, especially very small etched parts. Let's take a look at building one such kit accessory.

  BRASSIN

  P-51D engine PRINT

  1/72 - CLICK

  -

  CLACK

  Jakub NademlejnskýCat. No. 672389

  Gone are the days when assembling a resin

  engine was a nightmare for less experienced

  modelers. It used to be a discipline for the

  skilled modelers; something, that only the real

  experts, the masters in the field, are able to

  use - all those advanced techniques of cutting

  and thinning plastic, or the difficult cutting of

  resin from castings and their grinding, which

  also creates a lot of dust. Now it's the age of 3D

  printing! Long live simple, easy to assemble kits.

  It rang the bell for many unpopular, especially

  very small etched parts. Let's take a look at

  building one such kit accessory.

  The plastic parts have been designed to make the Brassin

  engine installation as simple as possible. The designers have

  pre-prepared grooves in the plastic parts to make it easier

  to cut off the main kit plastic engine covers.

  INFO Eduard

  61

  January 2025

• Strana 62

  BRASSIN

  Just run a razor saw along the paneling a few times.

  I use pliers to gradually chip off the cut parts and use the saw to cut

  off all the plastic engine covers.

  After five minutes of work, the fuselage half is ready for engine installation.

  Since the plastic is thinner on the other side, the razor blade

  will go through in a moment.

  I use a sharp scalpel to clean up minor imperfections and to finish

  corners.

  INFO Eduard62

  January 2025

• Strana 63

  BRASSIN

  The most tedious part of the whole job is removing the printed supports

  from the 3D printed part. I can use a very sharp scalpel, an ultrasonic

  knife, a razor saw or photoetch scissors for this process. Most often

  I use a combination of all these tools.

  The residue from the supports can then be cleaned up nicely with

  a few strokes of the file.

  In the first step it is better to clean the supports "roughly",

  further away from the actual part, to avoid damage to the part.

  The balls are formed at the joints between the end of the support

  and the kit part, which helps to separate the supports more easily

  and prevent the parts from damage.

  The engine bearer, can be produced as a single part thanks to 3D printing

  together with the air intake and the firewall. Then it is much easier

  for the modeler to assembly these parts cleanly and maintain proper

  geometry.

  The residue from these balls is then very easy to deburr.

  INFO Eduard

  63

  January 2025

• Strana 64

  BRASSIN

  To assemble the engine, just glue in a few small parts.

  Similarly, the rear part of the engine can be simply clicked on,

  the joint is only secured with glue.

  Thanks to the reliable locking of the parts, the engine front part only

  needs to be clicked in.

  The final assembly “dry clamped“.

  INFO Eduard64

  January 2025

• Strana 65

  BRASSIN

  The oil tank is also just clamped in place.

  Glue

  on the

  battery.

  Then we can proceed to assemble the whole 3D printed kit accessory,

  by clicking the engine into the bearer.

  The engine assembly glued

  together with the engine

  covers that are part of the

  Brassin kit.

  Finally, glue the last parts

  of the framing around the

  engine assembly and the

  kit section is complete.

  INFO Eduard

  65

  January 2025

• Strana 66

  Collection of 4 sets for P-51B in 1/48 scale.

  Recommended kit: Eduard

  - cockpit

  - propeller

  - undercarriage legs (BRONZE)

  - 75gal fuel drop tanks

  All sets included in this BIG SIN are available separately,

  but with every BIG SIN set you save up to 30 %.

  SIN648135

  P-51B Malcolm Hood canopy ESSENTIAL

  1/48 Eduard

  Product page

  BRASSIN

  INFO Eduard66

  January 2025

• Strana 67

  Product page

  Collection of 3 sets for P-51D-10 in 1/72 scale.

  Recommended kit: Eduard

  - cockpit

  - propeller

  - wing gun bays

  All sets included in this BIG SIN are available separately,

  but with every BIG SIN set you save up to 30 %.

  SIN67227

  P-51D-10 ESSENTIAL

  1/48 Eduard

  BRASSIN

  INFO Eduard

  67

  January 2025

• Strana 68

  PHOTO

  -

  ETCHED

  JANUARY 2025

  IDF Eitan

  1/35 Hobby Boss

  #36528

  INFO Eduard68

  January 2025

• Strana 69

  LVT-4

  1/35 Italeri

  #36529

  PHOTO

  -

  ETCHED

  INFO Eduard

  69

  January 2025

• Strana 70

  MC.205 Veltro

  1/32 Italeri

  #321021

  #33373

  #33374

  PHOTO

  -

  ETCHED

  INFO Eduard70

  January 2025

• Strana 71

  Junkers F.13

  1/48 MiniArt

  #491494

  #FE1494

  PHOTO

  -

  ETCHED

  INFO Eduard

  71

  January 2025

• Strana 72

  IAR-80

  IAR-80C

  1/72 IBG

  1/72 IBG

  #73840

  #73841

  PHOTO

  -

  ETCHED

  INFO Eduard72

  January 2025

• Strana 73

  USS Wasp LHD-1 part 1

  USS Wasp LHD-1 part 2

  1/350 Trumpeter

  1/350 Trumpeter

  #53318

  #53319

  PHOTO

  -

  ETCHED

  INFO Eduard

  73

  January 2025

• Strana 74

  INFO Eduard74

  January 2025

• Strana 75

  B-17 ACCESSORIES

  INFO Eduard

  75

  January 2025

• Strana 76

  B-17 ACCESSORIES

  INFO Eduard76

  January 2025

• Strana 77

  B-17 ACCESSORIES

  INFO Eduard

  77

  January 2025

• Strana 78

  B-17 ACCESSORIES

  INFO Eduard78

  January 2025

• Strana 79

• Strana 80

  3DL48207 Chipmunk T.20 SPACE 1/48 Airfix

  3DL72052

  Bf 110G-4 SPACE 1/72 Eduard

  Product page

  Product page

  easy

  application

  INFO Eduard80

  January 2025

• Strana 81

  SPACE

  3DL72053 Re.2002 Ariete SPACE 1/72 Italeri

  3DL72054

  IAR-80 SPACE 1/72 IBG

  SPACE

  Product page

  Product page

  INFO Eduard

  81

  January 2025

• Strana 82

  SPACE

  3DL72055 IAR-80C SPACE 1/72 IBG

  Product page

• Strana 83

  Product page

  DECAL SETS

  D72053

  P-51D-5 "8th AF"

  1/72 Eduard

  44-13660, Lt. Kenneth A. Skinner, 79th FS, 20th FG,

  8th AF, King´s Cliffe, Northamptonshire,

  Great Britain, Autumn 1944

  44-13619, Lt. Robert W. Graham, 487th FS, 352nd FG,

  8th AF, Bodney, Norfolk, Great Britain, July 1944

  44-13760, Capt. Glenn M. Webb, 79th FS, 20th FG,

  8th AF, Northamptonshire, King´s Cliffe, Great Britain,

  October 1944

  44-13471, Capt. Evan M. Johnson, 505th FS, 339th FG,

  8th AF, Fowlmere, Cambridgeshire, Great Britain,

  May 1944

  44-13410, Col. Thomas J. J. Christian, 375th FS,

  361st FG, 8th AF, Bottisham, Cambridgeshire,

  Great Britain, July 1944

  INFO Eduard

  83

  January 2025

• Strana 84

  BIG ED

  BIG49433 P-39Q 1/48 Arma Hobby

  BIG49434

  A-4M mod. 1970 1/48 Magic Factory

  BIG49435

  A-4M mod. 1975 1/48 Magic Factory

  481150 P-39Q landing flaps 1/48

  491477 P-39Q 1/48

  FE1478 P-39Q seatbelts STEEL 1/48

  EX1067 P-39Q 1/48

  49103 Remove Before Flight STEEL

  491479 A-4M mod. 1970 1/48

  FE1481 A-4M seatbelts STEEL 1/48

  EX1070 A-4M TFace 1/48

  49103 Remove Before Flight STEEL

  491480 A-4M mod. 1975 1/48

  FE1481 A-4M seatbelts STEEL 1/48

  EX1070 A-4M TFace 1/48

  Product page

  Product page

  Product page

  All sets included in this BIG ED are available separately,

  but with every BIG ED set you save up to 30 %.

  INFO Eduard84

  January 2025

• Strana 85

  BIG ED

  BIG72184 F-35B 1/72 Tamiya

  BIG72185

  Chinook HC.1 1/72 Airfix

  72741 F-35B exhaust nozzle 1/72

  73044 Remove Before Flight STEEL

  73832 F-35B 1/72

  CX671 F-35B 1/72

  CX672 F-35B RAM coating 1/72

  73831 Chinook HC.1 1/72

  73833 Chinook HC.1 cargo seatbelts STEEL 1/72

  73834 Chinook HC.1 cargo seats 1/72

  CX670 Chinook HC.1 1/72

  Product page

  Product page

  All sets included in this BIG ED are available separately,

  but with every BIG ED set you save up to 30 %.

  INFO Eduard

  85

  January 2025

• Strana 86

  MASKS

  EX1083 Junkers F.13

  1/48 MiniArt

  EX1084 Junkers F.13 TFace

  1/48 MiniArt

  EX1085 Chipmunk T.20

  1/48 Airfix

  EX1086 Chipmunk T.20 TFace

  1/48 Airfix

  EX1087 Bf 109G wings leading

  edge wavy lines

  1/48

  CX680 Re.2002 Ariete

  1/72 Italeri

  CX681 IAR-80

  1/72 IBG

  CX682 IAR-80C

  1/72 IBG

  EX1084 Junkers F.13 TFace

  EX1084 Junkers F.13 TFace

  EX1086 Chipmunk T.20 TFace

  EX1086 Chipmunk T.20 TFace

  EX1086 Chipmunk T.20 TFace

  EX1086 Chipmunk T.20 TFace

  EX1084 Junkers F.13 TFace

  EX1084 Junkers F.13 TFace

  EX1083 Junkers F.13

  EX1083 Junkers F.13

  EX1085 Chipmunk T.20

  EX1085 Chipmunk T.20

  IT FITS!

  INFO Eduard86

  January 2025

• Strana 87

  MASKS

  CX680 Re.2002 Ariete

  CX681 IAR-80

  CX682 IAR-80C

  CX680 Re.2002 Ariete

  CX681 IAR-80

  CX682 IAR-80C

  INFO Eduard

  87

  January 2025

• Strana 88

  RELEASES

  JANUARY 2025

  KITS

  PE

  -

  SETS

  ZOOMS

  MASKS

  82166 Bf 109K-4 1/48 ProfiPACK

  70173 P-51D Mustang 1/72 ProfiPACK

  7474 Bf 109F-2 1/72 Weekend

  84204 F4F-4 Wildcat late 1/72 Weekend

  8802 US Navy Carrier Deck 1/48

  53318 USS Wasp LHD-1 part 1 1/350 Trumpeter

  53319 USS Wasp LHD-1 part 2 1/350 Trumpeter

  36528 IDF Eitan 1/35 Hobby Boss

  36529 LVT-4 1/35 Italeri

  36530 M3 1/35 I Love Kit

  32492 MC.205 Veltro landing flaps 1/32 Italeri

  321021 MC.205 Veltro 1/32 Italeri

  491494 Junkers F.13 1/48 MiniArt

  491496 Chipmunk T.20 1/48 Airfix

  73839 Re.2002 Ariete 1/72 Italeri

  73840 IAR-80 1/72 IBG

  73841 IAR-81C 1/72 IBG

  33373 MC.205 Veltro 1/32 Italeri

  33374 MC.205 Veltro seatbelts STEEL 1/32 Italeri

  FE1494 Junkers F.13 seatbelts STEEL 1/48 MiniArt

  FE1495 Bf 109K-4 seatbelts STEEL 1/48 Eduard

  FE1496 Chipmunk T.20 1/48 Airfix

  FE1497 Chipmunk T.20 seatbelts STEEL 1/48 Airfix

  SS839 Re.2002 Ariete 1/72 Italeri

  EX1083 Junkers F.13 1/48 MiniArt

  EX1084 Junkers F.13 TFace 1/48 MiniArt

  EX1085 Chipmunk T.20 1/48 Airfix

  EX1086 Chipmunk T.20 TFace 1/48 Airfix

  EX1087 Bf 109G wings leading edge wavy lines 1/48

  CX680 Re.2002 Ariete 1/72 Italeri

  CX681 IAR-80 1/72 IBG

  CX682 IAR-81C 1/72 IBG

  BIG-EDBIG-ED

  BIG ED

  BIG49433 P-39Q 1/48 Arma Hobby

  BIG49434 A-4M mod. 1970 1/48 Magic Factory

  BIG49435 A-4M mod. 1975 1/48 Magic Factory

  BIG72184 F-35B 1/72 Tamiya

  BIG72185 Chinook HC.1 1/72 Airfix

  INFO Eduard88

  January 2025

• Strana 89

  RELEASES

  BRASSIN

  LöökPLUS

  BIG SIN

  SPACE

  DECALS SET

  634048 Spitfire Mk.VIII LööK 1/24 Airfix

  634049 MC.205 Veltro LööK 1/32 Italeri

  644294 F-86A LööK 1/48 Clear Prop

  632202 Bf 109E wheels 1/32 Eduard

  632203 MG 15 magazines & case catchers PRINT 1/32

  632204 MC.205 Veltro wheels 1/32 Italeri

  648591 MiG-19S gun muzzles 1/48 Trumpeter

  6481051 P-39 wheels early 1/48 Arma Hobby

  6481052 P-39 wheels late 1/48 Arma Hobby

  6481056 F-86F ejection seat 1/48 Hasegawa

  6481062 Tempest Mk.V landing flaps PRINT 1/48 Eduard

  6481063 F-5E/F/N wheels 1/48 AFV Club

  653018 IJN ventilators PRINT 1/350

  653021 IJN Type 96 25mm AA gun (triple) PRINT 1/350

  672399 Bf 109G-10 WNF engine PRINT 1/72 Eduard

  672400 Bf 109G-10 Mtt Regensburg engine PRINT 1/72 Eduard

  644293 P-39N LööKplus 1/48 Arma Hobby

  674023 Bf 109G-14/AS LööKplus 1/72 Eduard

  SIN648135 P-51B Malcolm Hood canopy ESSENTIAL 1/48 Eduard

  SIN67227 P-51D-10 ESSENTIAL 1/72 Eduard

  3DL48207 Chipmunk T.20 SPACE 1/48 Airfix

  3DL72052 Bf 110G-4 SPACE 1/72 Eduard

  3DL72053 Re.2002 Ariete SPACE 1/72 Italeri

  3DL72054 IAR-80 SPACE 1/72 IBG

  3DL72055 IAR-81C SPACE 1/72 IBG

  D72053 P-51D-5 "8th AF" 1/72 Eduard

  JANUARY 2025

  INFO Eduard

  89

  January 2025

• Strana 90

  BUILT

  1/48

  Built by Kieth Zimmermann

  #11169

  MARKING C

  INFO Eduard90

  January 2025

• Strana 91

  BUILT

  F-104C-5-LO, 56-0886, 476th TFS, 479th TFW, Da Nang AB, South Vietnam, April 1965

  In 1965 Starfighter serial number 56-0886 flew

  out of Da Nang airbase in the South Vietnam.

  Its nose was decorated with the red inscription

  Fannie and it was one of few 479th TFW planes

  that had their nicknames painted on the

  fuselage. In April 1965, the 479th TFW dispatched

  28 F-104C to Da Nang airbase. They flew the

  combat patrols over the bay of Tonkin to protect

  EC-121 Warning Star nicknamed College Eye or

  Disco. The effect of the F-104 deployment on the

  North Vietnamese and Chinese MiG operations

  was immediate. The Vietnam Peoples Republic‘s

  pilots learned very soon to avoid any contact

  with EC-121 airplanes which were escorted by

  F-104. During the whole 479th TFW deployment

  in 1965 only two brief encounters between

  F-104C and MiGs took place.

  INFO Eduard

  91

  January 2025

• Strana 92

  BUILT

  P-51B/C

  wheel bay

  PRINT

  Product page

  1/48

  #6481010

  Built by Jan Baranec

  INFO Eduard92

  January 2025

• Strana 93

  BUILT

  Fw 190A-7

  1/48

  Built by Oliver Peissl

  Own decals used.

  #82138

  Accessories used:

  648940 Fw 190A-7 cockpit PRINT 1/48 (Brassin)

  648942 Fw 190A-7 undercarriage legs BRONZE (Brassin)

  Product page

  INFO Eduard

  93

  January 2025

• Strana 94

  BUILT

  Spitfire Mk.IXc late version

  1/48

  Built by Paolo Portuesi

  #8281

  MARKING F

  Product page

  Accessories used:

  648119 Spitfire wheels - 5 spoke, smooth tire (Brassin)

  SIN64809 SPITFIRE Mk. IX ADVANCED (BIGSIN)

  INFO Eduard94

  January 2025

• Strana 95

  BUILT

  Spitfire LF Mk.lXc, P/O Jerry Billing, No. 401 Sqn., France, July 1944

  Jerry Billing was shot down at the controls of

  ML135 on July 1, 1944 and belly-landed seven

  miles south of Carentan, France. The D

  -

  Day

  stripes were left on the undersides only and

  the female name “Dorothy” appeared under the

  windscreen.

  INFO Eduard

  95

  January 2025

• Strana 96

  ON APPROACH

  FEBRUARY 2025

  644295

  P-40E LööK

  1/48 Eduard

  674024

  Bf 109G-6 LööK

  1/72 Tamiya

  BIG49436 P-39N 1/48 Arma Hobby

  BIG49437 F-4C 1/48 Hobby 2000 / Academy

  BIG49438 Mi-24P 1/48 Trumpeter

  644295 P-40E LööK 1/48 Eduard

  674024 Bf 109G-6 LööK 1/72 Tamiya

  6481058 P-40E wheels cross tread 1/48 Eduard

  6481060 P-40 exhaust stacks rounded PRINT 1/48 Eduard

  6481061 P-40 exhaust stacks fishtail PRINT 1/48 Eduard

  6481068 P-40 wheel bays with canvas PRINT 1/48 Eduard

  6481069 P-40E engine PRINT 1/48 Eduard

  672401 MG 15 magazines & case catchers PRINT 1/72

  672402 Bf 109G-10 Erla engine PRINT 1/72 Eduard

  644296 Bf 109E-4 LööKplus 1/48 Eduard

  644297 Bf 109F LööKplus 1/48 Eduard

  SIN67228 P-51D-15+ ESSENTIAL 1/72 Eduard

  SIN67229 P-51D ADVANCED 1/72 Eduard

  BIG ED (February)

  BRASSIN (February)

  LöökPlus (February)

  BIGSIN (February)

  LööK set - Brassin pre-painted dashboard and STEEL

  seatbelts for Bf 109G-6 in 1/72 scale. Easy to assemble,

  replaces plastic parts. Recommended kit: Tamiya

  Set contains:

  - resin: 1 part

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboard and STEEL

  seatbelts for P-40E in 1/48 scale. Easy to assemble,

  replaces plastic parts. Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  6481058

  P-40E wheels cross tread

  1/48 Eduard

  Brassin set - the undercarriage wheels for P-40E

  in 1/48 scale. The set consists of the main wheels and

  a tail wheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 4 parts

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: yes

  PRELIMINARY IMAGES

  PRELIMINARY IMAGES

  INFO Eduard96

  January 2025

• Strana 97

  6481060

  P-40 exhaust stacks rounded PRINT

  1/48 Eduard

  6481061

  P-40 exhaust stacks fishtail PRINT

  1/48 Eduard

  6481068

  P-40 wheel bays with canvas PRINT

  1/48 Eduard

  Brassin set - exhaust stacks for P-40E in 1/48 scale.

  Made by direct 3D printing. Easy to assemble, replaces

  plastic parts. Recommended kit: Eduard

  Set contains:

  - 3D print: 14 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - exhaust stacks for P-40E in 1/48 scale.

  Made by direct 3D printing. Easy to assemble, replaces plastic

  parts. Recommended kit: Eduard

  Set contains:

  - 3D print: 14 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - main wheel bays for P-40E

  in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  ON APPROACH

  INFO Eduard

  97

  January 2025

• Strana 98

  ON APPROACH

  FEBRUARY 2025

  6481069

  P-40E engine PRINT

  1/48 Eduard

  672401

  MG 15 magazines & case catchers PRINT

  1/72

  672402

  Bf 109G-10 Erla engine PRINT

  1/72 Eduard

  Brassin set - engine for P-40E in 1/48 scale.

  Cowlings are included. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 45 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - MG 15 machine gun magazines and case

  chatchers in 1/72 scale. Set consists of 10 magazines

  and 10 case catchers (2 types, 5+5 pcs). Made by direct

  3D printing. Easy to assemble, replaces plastic parts.

  Set contains:

  - 3D print: 20 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - engine for Bf 109 G-10 produced by Erla

  factory in Leipzig in 1/72 scale. Cowlings are included.

  Made by direct 3D printing. Recommended kit: Eduard

  Set contains:

  - 3D print: 26 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  INFO Eduard98

  January 2025

• Strana 99

  ON APPROACHFEBRUARY 2025

  644296

  Bf 109E-4 LööKplus

  1/48 Eduard

  644297

  Bf 109F LööKplus

  1/48 Eduard

  Collection of 3 sets for Bf 109E-4 in 1/48 scale.

  Recommended kit: Eduard

  - LööK set (pre-painted Brassin dashboard & Steelbelts)

  - undercarriage wheels

  - painting mask

  Collection of 3 sets for Bf 109F in 1/48 scale.

  Recommended kit: Eduard

  - LööK set (pre-painted Brassin dashboard & Steelbelts)

  - undercarriage wheels

  - painting mask

  INFO Eduard

  99

  January 2025

• Strana 100

  ON APPROACH

  SIN67228

  P-51D-15+ ESSENTIAL

  1/72 Eduard

  Collection of 3 sets for P-51D-15+ in 1/72 scale.

  Recommended kit: Eduard

  - cockpit

  - propeller

  - wing gun bays

  All sets included in this BIG SIN are available separately,

  but with every BIG SIN set you save up to 30 %.

  FEBRUARY 2025

  INFO Eduard100

  January 2025

• Strana 101

  SIN67229

  P-51D ADVANCED

  1/72 Eduard

  Collection of 4 sets for P-51D in 1/72 scale.

  Recommended kit: Eduard

  - engine

  - wheel bay

  - undercarriage wheels

  - undercarriage legs.

  All sets included in this BIG SIN are available separately,

  but with every BIG SIN set you save up to 30 %.

  BRASSIN 02/2022BRASSIN 02/2022

  ON APPROACHFEBRUARY 2025

  INFO Eduard

  101

  January 2025

• Strana 102

  PE

  -

  SETS

  53320 USS Wasp LHD-1 part 3 1/350 Trumpeter

  32493 Bf 109F-2/4 exterior 1/32

  Hobby 2000 / Hasegawa

  321022 Bf 109F-2 1/32 Hobby 2000 / Hasegawa

  321023 Bf 109F-4 1/32 Hobby 2000 / Hasegawa

  36531 2 cm Flak 38 1/35 ICM

  36532 Panzerkampfwagen I Ausf.B 1/35 Tamiya

  481155 P-40E landing flaps 1/48 Eduard

  491499 F-86F-25/30 1/48 Airfix

  491501 Bf 109E-3 1/48 Hobby Boss

  ZOOMS

  33375 Bf 109F-2 1/32 Hobby 2000 / Hasegawa

  33376 Bf 109F-4 1/32 Hobby 2000 / Hasegawa

  33377 Bf 109F-2/4 seatbelts STEEL 1/32 Hobby 2000 / Hasegawa

  FE1498 P-40E seatbelts STEEL 1/48 Eduard

  FE1499 F-86F-25/30 1/48 Airfix

  FE1500 F-86F-25/30 seatbelts STEEL 1/48 Airfix

  FE1501 Bf 109E-3 1/48 Hobby Boss

  FE1502 Bf 109E-3 seatbelts STEEL 1/48 Hobby Boss

  MASKS

  JX329 Bf 109E TFace 1/32 Eduard

  JX330 Bf 109F-2 1/32

  Hobby 2000 / Hasegawa

  JX331 Bf 109F-2 TFace 1/32 Hobby 2000 / Hasegawa

  JX332 Bf 109F-4 1/32 Hobby 2000 / Hasegawa

  JX333 Bf 109F-4 TFace 1/32 Hobby 2000 / Hasegawa

  EX1088 P-40E 1/48 Eduard

  EX1089 P-40E TFace 1/48 Eduard

  EX1090 F-86F-25/30 1/48 Airfix

  EX1091 F-86F-25/30 TFace 1/48 Airfix

  EX1092 Bf 109E-3 1/48 Hobby Boss

  EX1093 Bf 109E-3 TFace 1/48 Hobby Boss

  SPACE

  3DL32029 Bf 109F-2 SPACE 1/32 Hobby 2000 / Hasegawa

  3DL32030 Bf 109F-4 SPACE 1/32 Hobby 2000 / Hasegawa

  3DL48208 P-40E SPACE 1/48 Eduard

  3DL48209 F-86F-25/30 SPACE 1/48 Airfix

  3DL48210 Bf 109E-3 1/48 Hobby Boss

  DECAL SETS

  D48118 P-51B stencils 1/48 Eduard

  ON APPROACH

  FEBRUARY 2025

  INFO Eduard102

  January 2025

• Strana 103

  PE

  -

  SETS

  53320 USS Wasp LHD-1 part 3 1/350 Trumpeter

  32493 Bf 109F-2/4 exterior 1/32

  Hobby 2000 / Hasegawa

  321022 Bf 109F-2 1/32 Hobby 2000 / Hasegawa

  321023 Bf 109F-4 1/32 Hobby 2000 / Hasegawa

  36531 2 cm Flak 38 1/35 ICM

  36532 Panzerkampfwagen I Ausf.B 1/35 Tamiya

  481155 P-40E landing flaps 1/48 Eduard

  491499 F-86F-25/30 1/48 Airfix

  491501 Bf 109E-3 1/48 Hobby Boss

  ZOOMS

  33375 Bf 109F-2 1/32 Hobby 2000 / Hasegawa

  33376 Bf 109F-4 1/32 Hobby 2000 / Hasegawa

  33377 Bf 109F-2/4 seatbelts STEEL 1/32 Hobby 2000 / Hasegawa

  FE1498 P-40E seatbelts STEEL 1/48 Eduard

  FE1499 F-86F-25/30 1/48 Airfix

  FE1500 F-86F-25/30 seatbelts STEEL 1/48 Airfix

  FE1501 Bf 109E-3 1/48 Hobby Boss

  FE1502 Bf 109E-3 seatbelts STEEL 1/48 Hobby Boss

  MASKS

  JX329 Bf 109E TFace 1/32 Eduard

  JX330 Bf 109F-2 1/32

  Hobby 2000 / Hasegawa

  JX331 Bf 109F-2 TFace 1/32 Hobby 2000 / Hasegawa

  JX332 Bf 109F-4 1/32 Hobby 2000 / Hasegawa

  JX333 Bf 109F-4 TFace 1/32 Hobby 2000 / Hasegawa

  EX1088 P-40E 1/48 Eduard

  EX1089 P-40E TFace 1/48 Eduard

  EX1090 F-86F-25/30 1/48 Airfix

  EX1091 F-86F-25/30 TFace 1/48 Airfix

  EX1092 Bf 109E-3 1/48 Hobby Boss

  EX1093 Bf 109E-3 TFace 1/48 Hobby Boss

  SPACE

  3DL32029 Bf 109F-2 SPACE 1/32 Hobby 2000 / Hasegawa

  3DL32030 Bf 109F-4 SPACE 1/32 Hobby 2000 / Hasegawa

  3DL48208 P-40E SPACE 1/48 Eduard

  3DL48209 F-86F-25/30 SPACE 1/48 Airfix

  3DL48210 Bf 109E-3 1/48 Hobby Boss

  DECAL SETS

  D48118 P-51B stencils 1/48 Eduard

  ON APPROACH

  P-40E Warhawk 1/48

  #R0023

  41-5726, Capt. Philip G. Cochran, 65th PS, 57th PG, Mitchel Field, USA, spring 1942

  41-36402, 2Lt. Dallas Adellon Clinger, 16th FS, 23rd FG, Kunming, China, 1942

  FEBRUARY 2025

  INFO Eduard

  103

  January 2025

• Strana 104

  ON APPROACH

  Col. Robert L. Scott, CO of 23rd FG, 14th AF, Kunming, China, October 1942

  41-5647, 2Lt. John Landers, 9th FS, 49th FG, Darwin, Australia, 1942

  41-5509, 1Lt. Joseph J. Kruzel, 17th PS (Provisional), 4th CG, Java, February 1942

  41-36171, 2Lt. Clyde H. Barnett Jr, 8th FS, 49th FG, Kila Kila, New Guinea, late 1942

  11th FS, 343rd FG, Atoll Kiska, Aleutian Islands, summer 1943

  FEBRUARY 2025

  INFO Eduard104

  January 2025

• Strana 105

  ON APPROACH

  A29-113, S/Ldr Richard Cresswell, No. 77 Squadron (RAAF), Australia, late 1942

  AL194 (1087), WO2 S. R. J. McLeod, No. 111(F) Squadron (RCAF), Kodiak Island, Alaska, April 1943

  ET790, S/Ldr Billy Drake, No. 112 Squadron (RAF), LG91, Egypt, July 1942

  ET953, S/Ldr Robert H. M. Gibbes, No. 3 Squadron (RAAF), LG91, Egypt, August-September 1942

  Maj. Pyotr A. Pokryshev, 154 IAP, Plekhanovo, USSR, September 1942

  FEBRUARY 2025

  INFO Eduard

  105

  January 2025

• Strana 106

  ON APPROACH

  Bf 109G-10 WNF/Diana

  1/72

  #70164

  WNr. 610487, Lt. Heinz Ewald,

  II./JG 52, Veszprém, Hungary,

  February 1945

  WNr. 611975, Stab II./JG 52,

  Neubiberg, Germany, May 1945

  II./JG 52, Ainring, Germany,

  May 1945

  WNr. 612769, 101. vadászezred,

  Neubiberg, Germany, May 1945

  WNr. 611xx2, Jasta 5 der ROA, Deutsch Brod,

  Protektorat Böhmen und Mähren, May 1945

  Avia S-99.21, Police Air Patrol Unit, Czechoslovak Police

  A i r F o r ce, Pr a gu e - R u z y n ě , 1 94 7-1 9 50

  FEBRUARY 2025

  Avia S-99.21, Police Air Patrol Unit,

  Czechoslovak Police Air Force, Prague-

  - R u z y n ě , 1 9 4 7 - 1 9 5 0

  INFO Eduard106

  January 2025

• Strana 107

  WNr. 223, Hptm. Hans Hahn,

  CO of III./JG 2, Beaumont le Roger,

  France, June 1942

  Oblt. Wolfgang Kosse, 1./JG 5,

  Herdla, Norway, October 1942

  WNr. 216, Oblt. Karl Borris,

  CO of 8./JG 26, Wevelghem,

  Belgium, July 1942

  WNr. 2259, Oblt. Günther Josten, 1./JG 51, Lyuban, the Soviet Union, autumn 1942

  ON APPROACH

  Fw 190A-3 1/48

  #84205

  FEBRUARY 2025

  INFO Eduard

  107

  January 2025

• Tail End Charlie - About Swastikas and more…

  In the October 2024 issue of INFO Eduard magazine, I published an article about an international aviation gathering commemorating the 80th anniversary of the air battle over the Ore Mountains. This historic event, which took place on September 11, 1944, saw the 100th Bomb Group—nicknamed the "Bloody Hundredth"—suffer some of the heaviest casualties in its history. If you have a moment, I’d be delighted if you could read the article.

  In the October 2024 issue of INFO Eduard magazine,

  I published an article about an international aviation

  gathering commemorating the 80th anniversary of

  the air battle over the Ore Mountains. This historic

  event, which took place on September 11, 1944, saw

  the 100th Bomb Group—nicknamed the "Bloody

  Hundredth"—suffer some of the heaviest casualties

  in its history. If you have a moment, I’d be delighted if

  you could read the article.

  The gathering in the Czech township of Kovářská

  was well attended, attracting a large number of

  participants, many of whom were members of the

  public from neighboring Germany.

  During a visit to the local museum, which is

  dedicated to the air battle, an interesting situation

  unfolded. A group of German visitors stopped

  to examine the nose art of a B-17 bomber, which

  displayed symbols of aerial victories in the form

  of swastikas. Mistakenly assuming the aircraft to

  be German, they asked the museum staff about its

  origins. To their surprise, they were informed that

  it was an American bomber and that the swastikas

  represented victories against the German Luftwaffe.

  The visitors were visibly taken aback, as they

  had naturally assumed that any aircraft bearing

  swastikas must, of course, be German.

  I believe that the vast majority, if not all, of the

  readers who engage with my text are so well-versed

  in aviation and military history that such a question

  would never cross their minds. Many might even

  shake their heads at the museum visitors' lack of

  understanding.

  That said, I assume our German readers can

  understand the context of this situation. In Germany,

  the display of the swastika has been strictly

  regulated under the Criminal Code for many years.

  In simple terms, its use is permitted for religious

  purposes (as it is, for instance, a Hindu symbol) or in

  connection with the history of the Third Reich, such

  as in historical photographs, period film footage,

  feature films, and educational materials (this is

  a simplified list).

  However, the swastika cannot be displayed in

  Germany on newly created items that could, in any

  way, be used to promote the Nazi regime. While

  I understand the reasoning behind this restriction,

  it does pose challenges for historians and illustrators,

  particularly when creating new depictions of military

  equipment.

  After several generations in Germany since the

  Second World War, the swastika has become a kind

  of taboo, strongly associated with the Nazi period—

  a subject the public often prefers not to delve into too

  deeply. The historical guilt of the German people for

  the atrocities committed under Hitler's regime in the

  1930s and 1940s is heavily emphasized in the school

  curriculum, even extending to geography classes.

  As a result, German society has reached a point

  where the sight of a swastika automatically triggers

  the assumption that it represents and promotes the

  Nazi regime and likely constitutes a violation of the

  law.

  This perception extends to situations where

  a layperson encounters symbols unrelated to Nazism,

  such as a Finnish aircraft bearing a blue swastika,

  a Latvian plane with a red swastika, or an American

  infantryman’s helmet from the First World War

  featuring a swastika painted as a good luck charm.

  Similarly, a Spad biplane fighter adorned with

  a red swastika can lead the uninformed observer to

  mistakenly conclude that these symbols are tied to

  the Nazi era.

  Adolf Hitler adopted the swastika as a symbol

  of his political party in 1920. Werner Voss and his

  Albatros D.III from Jasta 2, which featured a swastika

  on its side in 1917, could not possibly have had any

  connection to Hitler’s use of the symbol. At that time,

  that "damned Austrian non-commissioned officer" of

  the Bavarian army was still running around in the

  trenches as a liaison.

  However, this historical nuance is irrelevant to the

  average layperson in Germany. Imagine someone in

  a German shop coming across a model of a First World

  War Spad fighter plane from the American volunteer

  Escadrille Lafayette, featuring a swastika on its side.

  It is quite likely they would report it to the police.

  The police, uninterested in the historical context or

  the fact that the plane bears French cockades, would

  have to follow procedure by gathering evidence for

  an investigation. This involves confiscating the goods

  and commissioning expert reports.

  After a year of investigation, the goods would be

  returned, often in a slightly worse condition, along

  with a statement concluding that no law was violated,

  as the product has no connection to the Nazi regime.

  By this time, however, the shop might have already

  gone out of business. While hypothetical, similar

  cases have indeed occurred in Germany.

  None of what I’ve described may resonate well

  with history enthusiasts, but it reflects the reality

  of the German marketplace for manufacturers

  and retailers. For this reason, we avoid displaying

  swastikas on products intended for the German

  market, even when depicting subjects like German

  ABOUT SWASTIKAS AND MORE…

  Jan Bobek

  Detail of the symbols representing the victories

  achieved by the pilots of the Czechoslovak 310th

  Fighter Squadron of the RAF on Hurricane Mk.I “

  NN

  -

  D” (P3143). The four victories indicate the aircraft

  is depicted as it appeared on September 7th or 8th,

  1940. Up to , that point, two victories had been recorded

  by F/Lt. G. L. Sinclair, and two more by Sgt. Bohumil

  Fürst. Later in September, additional victories were

  achieved by P/O Stanislav Fejfar, Sgt. Eduard Prchal,

  and again by Bohumil Fürst.

  Hurricane Mk.I, P3143, No. 310 (Czechoslovak) Squadron, RAF Duxford, Cambridgeshire, United Kingdom, September 1940.

  INFO Eduard108

  January 2025

• Strana 109

  TAIL END CHARLIE

  Images from the IWM

  collections show famous

  aces Robert S. Tuck (photo

  no. 1), Eric S. Lock (no. 2),

  and the Hurricane Mk.I

  coded NN

  -

  D (P3143) aircraft

  (no. 3) being serviced by

  Czechoslovak mechanics.

  All aircraft feature victories

  marked in the form of

  swastikas. Currently, aircraft

  model kits on the German

  market cannot include

  swastikas, even as symbols

  of aerial victories in the fight

  against the Nazi regime.

  This leads to sometimes

  absurd connections, for

  instance, Robert S. Tuck was

  of Jewish origin. Strangely,

  this biographical detail was

  erased from English version

  of Tuck´s Wikipedia page.

  INFO Eduard

  109

  January 2025

• Strana 110

  TAIL END CHARLIE

  aircraft from before the NSDAP era or items with no

  connection to Germany at all.

  As a result, you won’t find swastikas representing

  victory symbols against Nazi airmen on decals in kits

  for Mustangs, Spitfires, or other aircraft destined for

  our German distributors. It’s an absurd situation, but

  the risk of denunciation by an uninformed public is

  simply too great to ignore.

  This measure significantly complicates our

  production process. While we hope to consult with the

  German Chamber of Commerce regarding swastikas

  that are unrelated to the Nazi regime, I am unsure if

  such efforts will lead to any meaningful resolution.

  The caution exercised by our German distributors will

  likely outweigh the benefits of any legal clarification,

  and even the Spad from Escadrille Lafayette will lose

  its battle with the German general public.

  Unfortunately, this approach results in complaints

  from customers in other countries who receive kits

  from German dealers with decals that have been

  self-censored in this way.

  In this context, I must also express my dismay

  at the opposite extreme. For instance, in the United

  States, it is possible for someone to march in

  a demonstration wearing a T-shirt or carrying a flag

  bearing a Nazi swastika without facing consequences.

  In my country, and rightly so, such behavior would

  swiftly lead to arrest, prosecution, and punishment.

  I am confident that no American soldier who served

  in World War II would disagree with me. Promoting

  a regime responsible for atrocities like the slaughter

  of American prisoners at Malmedy, not even speaking

  of the rest, has nothing to do with freedom of speech.

  Unfortunately, the German perspective on the

  display of the swastika is increasingly influencing

  other EU countries. For example, the Czech Criminal

  Code has been mirroring German legislation on this

  matter for several years. We do not yet know whether

  the interpretation of the law will be identical, nor

  do we know how law enforcement authorities will

  handle it. Nevertheless, we foresee significant risks

  in the future, which is why we are taking precautions

  and removing swastikas as distinctive markings

  in our kits.

  If Germany succeeds in thoroughly eradicating the

  swastika from public spaces, it will paradoxically

  represent a form of "final victory" 80 years after

  the war. Not only will historic German machines

  lose their obvious Nazi-association, but the Allies'

  victories over the Nazis will also fade from public

  recognition. In effect, we risk erasing the record of

  the Allied triumph over the Nazi regime from history.

  I believe that European countries, particularly

  Germany, should focus on more pressing issues than

  the strict regulation of the swastika, which has led

  to the kinds of misunderstandings and complications

  described earlier. To explain what I mean, I will quote

  several prominent figures on the topics of Russian

  aggression and Islamic extremism.

  To clarify my point, I’d like to reference the insights

  of individuals more qualified than I am, particularly

  when comparing their expertise to my own 20 years

  of experience in management positions across

  several countries. My career includes working in

  an international consulting and engineering firm

  headquartered in the Netherlands, with a parent

  company in Germany, half of my colleagues based in

  the Gulf region and my own team including members

  in Russia.

  One critical issue that demands attention is Russia

  and the multifaceted war it is waging against the West,

  Ukraine, and other countries through various means

  and with varying levels of intensity. Notably, Russia

  likely holds the record for the largest number of neo-

  Nazis within its borders, and in the early months of

  its invasion of Ukraine, it sought to mask its colonial

  aggression with rhetoric about fighting Ukrainian

  Nazis and fascists. This observation is not meant to

  downplay the existence of neo-Nazis in Ukraine or

  other European countries.

  British General Sir Alexander Richard Shirreff,

  who served as Deputy Supreme Allied Commander

  Europe from 2011 to 2014, published a book in 2016

  entitled "2017: War with Russia: An Urgent Warning

  from Senior Military Command." In this historical

  fiction, he described a scenario in which Russia in

  2017 militarily occupied eastern Ukraine, established

  a land link with occupied Crimea, and then invaded

  the Baltic states, threatening to use nuclear

  weapons. At the same time, Shirreff warned of the

  unpreparedness of British and European military

  forces for such a scenario.

  At the time of the book's publication, Shirreff was

  considered by some critics to be greatly exaggerating

  and risking his reputation. However, some reviewers

  were of a different opinion. General Wesley

  K. Clark, former Supreme Allied Commander Europe

  (1997-2000) wrote about the book: "A must read for

  anyone engaged in national security policy. Shirreff's

  warnings-veiled as fiction-ring with authenticity,

  rich in technical details and insight." Adm. James

  G. Stavridis, U.S. Navy, who twelve years later held

  the same position as Clark, summed up his opinion of

  Shirreff's warnings succinctly,

  "You fail to read this

  book at your peril."

  Unfortunately, history has shown that Shirreff was

  more or less mistaken only in the timing of Russia’s

  long-prepared invasion operation. The fact that the

  Baltics were not invaded is likely due to the resilience

  of Ukraine’s defenders.

  When Shirreff’s book was published, he stated,

  among other things,

  “I think it is the duty of senior

  soldiers engaged with politicians not to think like

  politicians, not to make life easy for politicians, but

  to lay out the military consequences of political

  decisions. And I sense that is something that has got

  blurred in recent years.”

  Regarding this "blurred picture," specifically the

  Russian threat to Europe, Politico quoted Poland's

  former foreign minister, Radoslaw Sikorski, in

  March 2022. Sikorski, who is married to Pulitzer

  Prize-winning author Anne Applebaum, remarked,

  “The Western Europeans pooh-poohed and patronized

  us for these last 30 years. For years [they] were

  patronizing us about our attitude: ‘Oh, you know,

  you over-nervous, over-sensitive Central Europeans

  are prejudiced against Russia.’”

  I believe that Western European security and

  military forces, including those in Germany, have

  experienced an uncomfortable awakening about

  Russia in recent years. However, I cannot shake the

  feeling that they need to significantly increase their

  efforts, particularly in arms production, which should

  not be impeded by banks or politicians. Russian

  power structures are highly experienced in influence

  operations and maintain numerous supporters

  among European extremists and neo-Nazis. Russia is

  already waging a form of war against us, yet it seems

  that Europe remains hesitant to fully acknowledge

  the reality of the situation.

  In the spring of 2022, during a conversation with

  a senior executive at one of Germany’s largest

  automotive manufacturers, the director laughed

  when the topic of Russia’s invasion of Ukraine came

  up. He claimed that Russia was not the enemy and

  that Germany’s real rival was the United States.

  Fortunately, over the past two years, I have seen

  considerable evidence that the perspective within

  German industry has shifted, with the compass

  turning back toward the West and away from Moscow.

  Undoubtedly, this shift has been influenced by

  the courageous resistance of the Ukrainians, which

  starkly contrasts with the collapse of the Afghan

  armed forces during the rushed withdrawal of the

  U.S. and its allies from Afghanistan.

  The second issue that Germany and other Western

  European states should address with a renewed

  approach is the risk highlighted in 2017 by the then

  Foreign Minister of the United Arab Emirates, His

  Highness Abdullah bin Zayed Al Nahyan at the Tweeps

  conference:

  "And let me say this in English so you can understand

  what I am saying.“

  Compere:

  „I have translation.“

  „No, I know you have translation, I just want to make

  sure you get it right…

  There will come a day when we will see far more

  radical extremists and terrorists coming out of

  Europe because of lack of decision making, trying to

  be politically correct or assuming that they know the

  Middle East and they know Islam and they know the

  others far better than we do.

  And I'm sorry, but that's pure ignorance."

  One final thought: what is more dangerous—

  a swastika painted on a model of a historic aircraft,

  serving as a reminder of the horrors of a war from

  which we all unequivocally dissociate ourselves, or

  people waving flags and shouting slogans calling for

  genocide, without even pretending to dissociate from

  the atrocities of recent years?

  I sincerely hope that, in the years ahead, European

  politicians, authorities, and citizens can move beyond

  ignorance, "blurring," and political correctness when

  addressing the issues that genuinely threaten Europe.

  INFO Eduard110

  January 2025

• Strana 111

  1 Bristol Beaufighter £13.00

  2 Blackburn Buccaneer £13.00

  3 Junkers Ju 87 Stuka £13.00

  4 North American F-100 Super Sabre £13.00

  5 Hawker Typhoon £13.00

  6 Avro Shackleton £14.00

  7 Junkers Ju 88 £13.00

  8 Hawker Hunter £17.00

  9 Grumman F4F Wildcat/Martlet £13.00

  10 Vickers Wellington £13.00

  11 de Havilland Sea Vixen £13.00

  12 Fairey Swordfish £15.00

  13 Focke-Wulf Fw 200 Condor £14.00

  14 BAC Lightning £18.00

  15 Short Stirling £14.00

  16 Hawker Sea Fury £13.00

  17 Gloster Javelin £14.00

  18 Douglas Skyraider £14.00

  19 de Havilland Hornet and Sea Hornet £14.00

  20 Supermarine Seafire (Griffon engine) £15.00

  21 Armstrong Whitworth Whitley £14.00

  22 Gloster Meteor £20.00

  23 Fairey Gannet £15.00

  24 Dornier Do 217 £14.00

  25 Short Sunderland £14.00

  26 Bristol Blenheim £15.00

  27 de Havilland Vampire £20.00

  28 Fairey Firefly £17.00

  29 Hawker Sea Hawk £15.00

  30 Avro Vulcan £16.00

  31 RAF/RN Phantoms £17.00

  32 Douglas A-20 Boston/Havoc £17.00

  33 Heinkel He 177 £14.00

  34 Avro Lincoln £16.00

  35 Fairey Barracuda £15.00

  36 Handley Page Victor £16.00

  37 Gloster Gladiator £17.00

  38 Republic F-105 Thunderchief £15.00

  39 Supermarine Walrus £13.00

  40 Canadair/Commonwealth Sabre £16.00

  41 Fairey Fulmar £15.00

  42 Boulton Paul Defiant £13.00

  43 Lockheed F-104 Starfighter £18.00

  44 de Havilland Venom £15.00

  45 Martin B-57 Canberra £16.00

  46 Handley Page Halifax £17.00

  47 McDonnell F-101 Voodoo £15.00

  48 Westland Lysander £15.00

  49 Fiat G.91 £15.00

  50 Bristol Beaufort £15.00

  51 Lockheed Neptune £16.00

  52 Fairey Albacore £15.00

  53 Avro Anson £16.00

  54 Westland Whirlwind F.Mk I £13.00

  55 Hawker Tempest £14.00

  56 Blackburn Firebrand £14.00

  57 Handley Page Hampden £14.00

  58 Supermarine Swift £14.00

  59 Lockheed Hudson £14.00

  60 English Electric Canberra £20.00

  61 Savoia Marchetti S.79 Sparviero £14.00

  62 Handley Page Hastings £14.00

  63 Vickers Valiant £14.00

  64 Convair F-102 £15.00

  65 Westland Wessex £17.00

  66 Bristol Bulldog £13.00

  67 Folland Gnat and Ajeet £13.00

  68 Bristol Brigand £13.00

  69 Martin B-26 Marauder £14.00

  70 Vought Corsair £18.00

  71 Armstrong Whitworth 650/660 Argosy £14.00

  72 Vickers Supermarine Merlin Seafire £14.00

  73 North American B-25 Mitchell £15.00

  74 Hawker Siddeley Harrier £17.00

  75 BAe Sea Harrier £15.00

  76 Grumman Tracker/Trader/Tracer £17.00

  77 Curtiss P-40 £15.00

  78 Aer Macchi C.202-205 Folgore-Veltro £15.00

  79 Consolidated PBY Catalina £17.00

  80 Saab Draken £17.00

  81 Junkers Ju 52 £14.00

  82 BAC Jet Provost £17.00

  83 Fairey Battle £17.00

  84 Grumman F6F Hellcat £18.00

  85 Supermarine Scimitar £15.00

  86 Vickers Wellesley £15.00

  87 Grumman Avenger £18.00

  88 Lockheed T-33A £15.00

  89 Avro Lancaster £18.00

  90 Boeing B-17 £18.00

  91 Mikoyan-Gurevich MiG-21 'Fishbed' £27.00

  92 Grumman HU-16 Albatross £17.00

  93 Messerschmitt Me 262 £15.00

  94 Supermarine Attacker £15.00

  95 Westland Sea King £18.00

  96 Consolidated B-24 Liberator £27.00

  97 North American RA-5C Vigilante £18.00

  98 Avro York £17.00

  99 McDonnell Demon £17.00

  100 Republic F-84F and RF-84F £20.00

  101 de Havilland D.H.82 Tiger Moth £16.00

  102 Convair B-36 £16.00

  103 Avro Manchester £14.00

  104 General Dynamics F-111 & EF-111A £20.00

  105 Sopwith Pup £14.00

  106 Sikorsky S-55/H-19 & Westland Whirlwind £18.00

  107 Ilyushin Il-2 ‘Sturmovik’ £15.00

  108 Martin Mariner & Marlin £17.00

  109 Douglas C-54/R5D Skymaster & DC-4 £21.00

  110 Westland Scout & Wasp £16.00

  111 Vought OS2U Kingfisher £16.00

  112 Douglas A3D Skywarrior £20.00

  113 Panavia Tornado ADV £17.00

  114 McDonnell F4 Phantom II £25.00

  115 Armstrong Whitworth Albemarle £14.00

  116 Hawker Fury and Nimrod £17.00

  117 Douglas F4D/F-6 Skyray & F5D Skylancer £15.00

  118 NAA B-45 Tornado £16.00

  119 Grumman F9F Panther £15.00

  120 Mikoyan-Gurevich MiG-15 £17.00

  121 Douglas A-4 Skyhawk £26.00

  122 Albatros D.I - D.III £16.00

  123 de Havilland Canada DHC-1 Chipmunk £15.00

  124 Mikoyan-Gurevich MiG-17 £17.00

  125 Bristol Britannia plus Argus & Yukon £17.00

  126 Grumman F-14 Tomcat £26.00

  127 Cessna T-37 ‘Tweet’ & A-37 ‘Dragonfly’ £21.00

  128 Bristol Scout £15.00

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  137 Douglas SBD Dauntless

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  138 Lockheed F-117 Nighthawk £18.00

  139 de Havilland (Canada) DHC-2 Beaver £18.00

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  141 Vickers Viking, Valetta & Varsity £19.00

  142 Dassault Mirage F1 £19.00

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  144 Mil Mi-4 Hound £20.00

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  WWAARRPPAAIINNTT BBOOOOKKSS

  Dassault

  MMIIRRAAGGEE FF11

  By Andy Evans

  A French Air Force Mirage F1 returns to its mission

  after receiving fuel from a US Air Force KC-10

  Extender while flying over Afghanistan in support of

  Operation ‘Enduri ng Freedom’, on 25 November

  2010. (US Air Force Photo/Staff Sgt. Eric Harris)

  WARPAINT SERIES No.142

  Master 19/03/2024 20:24 Page 58

  Boeing

  BB--2299

  and

  BB--5500

  Superfortress

  By Kev Darling

  B-29 Superfortress 44-70072 X-55 named Limber Richard of the 5th

  Bombardment Squadron, 9th Bombardment Group, flying toward Japan

  with other squadron bombers in 1945. The bombing missions against

  Japan a 3,500 mile round trip, could last as long as sixteen hours. Also

  shown is at least one B-29 of the 1st BS of the same group, complete

  with black and yellow rear fuselage and fin bands. (USAF via DRJ)

  WARPAINT SERIES No.143

  aster 21/06/2024 14:48 Page 118

  Mil

  MMii--44 HHoouunndd

  By Jakub Fojtík

  Ph.D.

  Aeroflot departments all over the large territory of the

  USSR were provided with standard Mi-4 and Mi-4As,

  without the underbelly gondola with machine gun and

  IFF device . Thes e heli copters were occa sionally

  referred to as Mi-4SP (SP stands for Serial and

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  windows but were equipped with a passenger interior.

  WARPAINT SERIES No.144

  paint Master 20/08/2024 15:00 Page 86

  PPeemmbbrrookkee

  PPrriinnccee

  &&

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  By Adrian M. Balch

  WV701 was one of the last Pembroke C.1s in

  RAF service with No.60 Squadron at RAF

  Wildenrath, Germany in July 1977. (MoD photo)

  WARPAINT SERIES No.145

  Hunting-Percival

  qxp_Warpaint Master 16/10/2024 16:52 Page 46

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  Warpaint Books Advert No 145.qxp_Warpaint Books Full List Advert 17/10/2024 14:48 Page 1

• Strana 112

• Editorial

  Good Day, Dear Modelers

   

  One year has come to an end and another has begun, bringing us to the right time to describe what we want to accomplish in the near future. But don't expect anything groundbreaking today. You already know about most of the new products being prepared for this year, whether from our involvement with E-day or from other sources. Today I will only reference projects that we are more or less certain we will complete this year. As part of the presentation of this year's new products, I will only deal with new kits today, and I’ll skip accessory items, except to say that in all of our main branches of accessory lines, that is to say in photoetched, masks and Brassins, we are working on various types of innovations. These are often quite fundamental steps that, if successful, will bring interesting advancement both in the form of improved quality and increased quantity of production, as well as in the form of new products and perhaps even new product lines. However, none of these innovations are yet at a stage where they can be put to good use, so there is no real point in writing about them today. But don't worry, as soon as any of these new manufacturing processes are ready to launch, we'll let you know and introduce you to the new products that these processes will allow.

   

  KITS

   Last year we premiered two kits, the P-51B in 1:48 scale, and the P-51D in 1:72nd. In addition, we completed the Bf 109 G-6/G-14 and G-10 series in 1:72, and we produced molds for the first all-new release of the year, the P-40E Warhawk in 48th. We will start shipping these to those that preordered the Royal Class kit next week, and these kits will arrive at retailers with other new releases for February, 2025 a week or so later.

   

  P-40E WARHAWK, 1:48

   Our Warhawk kit brings with it a few subtle innovations. One of them is the speed of implementation. We started working on this project in the fall of 2023. From the initiation of the design to the completion of all the molds, it took us a year. It may seem like a long time to you, but in reality, this is pretty quick. Usually, it takes us about twice as long to take a project of similar scope to completion. We achieved that one year window from start to finish thanks to the design process that we first tested five years ago when designing the first version of our Zero, and also because developing the molds for the P-40E had shared top priority in production during the second half of the year. It almost means that we were able to squeeze into production a mold for the fuselage with fillet for the 48th scale P-51B and a mold for three variants of the 72nd scale Bf 109 G-10. Such small things. I understand that some of you are not very excited about these ideas, but the kits are really very nice and of course require their share of honest work. It's not just a minor change involving the changing of the name on the box and the instructions.

   The second subtle innovation is hidden within the surface of the kit. We experienced a certain lack of uniformity when it came to larger surface areas, namely those of the fuselage and wings. This was especially noticeable in the riveting, which tended to be inconsistent over large areas of real estate of the large parts. Sometimes it was more noticeable, sometimes less, of course it did not look good and was subject to justified criticism. Something had to be done about it. After all, riveting is one of the most striking highlights of our kits. We have worked intensively on solving this problem in recent months, we have made several adjustments to out machine settings and the system of continuous measurement of sparking parameters, and we have introduced a mandatory procedure for checking the machine parameter settings and calibrating the measuring probe during the set-up of the electroabrasive process. You can judge the result for yourself. We like it and we will closely monitor compliance with our set technological specs in order to maintain this surface style at the highest possible level.

   We are releasing the Royal Class in quantities that have been determined by customer pre-orders on our e-shop and dealer orders. The result will be that we will most likely not have any left at the end of January out of the entire run of 4,000 units. However, these kits will still be available through retailers for some time. As a new product in March, they will be replaced in our catalog by the Limited Edition release called ‘Pacific Star’. It will, as expected, be a Dual Combo boxing, with a production run set at 3,000 units, and I assume that it will remain available for several months. Or at least weeks. Anyway, next in line will be the Profipack version, which will be a June release. In the summer, the P-40N will be released along a like line of standards, starting with the Royal Class, followed by the Limited Edition kit and then in the fall by the Profipack. Or rather, Profipacks...plural, because there will be two versions, differing in the design of the canopy, the P-40M and the P-40N.

   

  KAMIKAZE TOKKÔTAI / A6M5 Zero Model 52 & A6M2-K Zero Model 11 1/48

   After a long break, we will continue also with our Zero family of kits. The completion only really requires the two-seat versions, and the late versions Zero Model 52 and Zero Model 63. The subject of the Zero Model 52 is a complex one. If we do not count the two-seat variant of this model, it is actually made up of four development versions, differing primarily in armament. This looks like a great potential for the release of several versions, but in reality it is quite difficult to distinguish these machines from one another. When you add to this the famous variety of Japanese WWII naval aircraft consisting of green camouflage, national markings and some code marking on the rudder, then the great potential turns into a dilemma of what to do. From the modeler's point of view, the whole thing seems like a mass of green boredom. From the manufacturer's point of view, it is rather a small modeler's version of hell. The differences in the versions are essentially small and not very noticeable, but for most interested people unforgettable in the long run. However, as is known, each type has its experts, for whom the release of the subject of their lifelong study and, I dare say, passion, is an opportunity to apply their knowledge and dominate the show. Thanks to them, hundreds of modelers, about half of whom only knew that the Zero Model 52 existed and the other half not even that, will become experts who have a completely clear understanding of ​​what the manufacturer must do to cover the kit properly, what to represent and definitely what not to omit. We manufacturers are truly happy about this. With the Zero Model 52, the differences, I emphasize once again that in their individuality are really small differences, but these have led us to develop seven new molds for this specific version, three for the wings, two for the fuselage, and two more molds for sprues with small detail parts. We will use three of them in the Kamikaze Tokkôtai kit, since four of them are for the A6M5 Zero Model 52c, which will not be in this kit.

   So what’s it all mean? As many times before, we will now go about it through a storyline in which we will connect the technical history, describing the evolution of the technical development of these machines, with the history of their combat deployment, and above all with the fates of their crews. Through our line of kits we will retell one of the great stories of humanity, the story of the pilots known as Kamikaze. We will look at the history of the Kamikaze units a little differently than has been customary in the West. We will look at it more from a Japanese perspective, we will try to explain not only the history of the operational deployment, but also the motives that led to it, and the Japanese social view of its participants, the pilots who gave their lives for their homeland. However, we will not neglect the perspective of the other side, without which the explanation of the circumstances of this epic duel of two cultures would be complete. Technically, from the point of view of the composition of the kit, this will of course not be a comprehensive coverage of this history. It will be just a snippet, just the part of history in which the Zero was involved. We will only write about other types of aircraft and units, for example military ones, that participated in the Kamikaze attacks in accompanying texts, mainly in our newsletter. On the other hand, you don't have to worry that it will be boring from the point of view of technical history. From the kit, which will of course be a Dual Combo with two complete sets of plastic, it will be possible to build one of three different versions of the Zero Model 52, namely the Model 52, 52a and 52b, and the two-seat A6M2-K Zero Model 11. We are adding this to the Kamikaze Tokkôtai kit because training aircraft were often used in operational deployment by Kamikaze units. And the two-seat Zero is a famous airplane, which has the chance to give this kit a stamp of exceptionalism. There are so many exceptional things about it that there is neither the time nor space here and now to explain all of these. Honza Bobek will outline these in articles on the topic of Kamikaze. For example, why the two-seat Zero Model 11, when it was built on the basis of the Zero Model 21? We made two more new molds for the two-seat version of the Zero. So in total, there are five new sprues for this kit. The Kamikaze Tokkôtai kit is currently scheduled for April, and I think that in this case we will meet that deadline. Which may not be the case for many other new products, planned mainly for the second half of the year.

   

  MiG-21bis, 1:72

   Again after a long absence, we return to an aircraft the previous versions of which were front and centre quite a while back. The last introduction of a new release among the 72nd MiG-21s was five years ago, in January 2020, with the MiG-21PFM, and in April of that year, with the MiG-21PF. But I think that in this case a longer break is not a bad thing. At least no one will write to us in the comments on Facebook that we only produce MiGs and that we might want to consider also releasing something else. In this case, we are releasing exactly that ‘something else’ right? Right now there are similar complaints that we are still releasing only boring Messerschmitts and Mustangs.

   The MiG-21bis is based on previous versions of the MiG-21 kit, primarily the MiG-21MF, specifically the version in the Czech Republic and Slovakia called ‘the Greys’, and as it was dubbed in our previous kits, the MiG-21MF Fighter Bomber. The new kit will also use some parts from the MiG-21MF Fighter Bomber kit, specifically it will contain sprues with small detail parts and armament, as well as the original wing. The new kit will have a sprue with newly designed parts, primarily the fuselage, the fuselage spine with the rudder, and a number of optional small parts. Some of them are engine parts, or rather exhaust nozzles to be more precise, some are for the cockpit, and many of them represent various antennae and sensors, which were mainly found on the modernized bis in the nineties and were different for different users. The first higher standard release will be the Royal Class kit, followed by the Profipack and later the Weekend version. In this case, we will probably skip the Limited Edition release, at least for this year.

   Structurally and technologically, we have the SMT and R versions ready. The most complex from the point of view of production is the MiG-21R, which has a new fuselage and wing sprue, as well as one additional one with weapons and equipment, on which the most space is taken up by three versions of reconnaissance pods. However, we do not expect the release of these versions this year, and are going with a first release next year.

   

  MiG-21F-13 1:48

   Last year, after the January newsletter was published, there was great discontent among Czech modelers over the decision to postpone the production of kits of purely Czechoslovak aircraft and give priority to Mustangs and other, from our point of view, more desirable types, especially the P-40. We have fulfilled this part of our plan for this year, and in the second half of last year we were already working on the production of molds for the MiG-21F-13. Including the cockpit, there are eight sprues that will be in the kit, but the one containing the parts for the armament will be there twice, for a grand total of nine. The MiG-21F kit will be technically manufactured to the latest Eduard standard. The surface will be completely and realistically riveted, which means that there will be several tens of thousands of rivets on it, and overall I dare say that it will be one of the best and most beautiful kits you will get your hands on this year. The release schedule has not yet been decided. We are also working on a book that should be in the Limited Edition kit dedicated to the Czechoslovak MiG-21F-13, but it is not yet clear whether this edition will be released first, or whether it will be, perhaps, the Royal Class kit. In any case, we have budgeted the work on this project so that the MiG-21F-13 will have its premiere at this year's E-day.

   

  PROJECTS FOR THE END OF 2025

   We have four other projects in the production process that are complete in terms of design, but we do not yet have a release date for them. We will specify this during the first half of this year, and it is almost certain that at least one of these projects will no longer fit into our program this year. These are: the Albatros D.III 1:72, the Messerschmitt Bf 109 K-4 1:72, the Spitire Mk.I 1:72 and the P-51B Mustang 1:32. Then there is a fifth project, the Avia S-199 in 1:48th.

   At least two of them will still fit into this year's program. They will most likely be the Albatros D.III in 1:72 and the Bf 109 K-4, also 1:72. Both are relatively simple, and the Albatros D.III is being outsourced, we are not producing the mold ourselves. The implementation of the Bf 109 K-4 involves completing a single mold, and that will not be difficult at all. It will be more difficult for the Spitfire Mk.I, not to mention that this project also includes the Spitfire Mk.II and, above all, several versions of the Spitfire Mk.V. The most complex and demanding is, perhaps obviously, the Mustang in 1:32nd scale. Prioritizing will be a difficult decision, which will be influenced by the progress of work on the projects described in the previous paragraphs. But I promise that we will let you know the result by the summer at the latest.

   

  RELEASES OF OTHER MANUFACTURER’S KITS

   We are preparing two projects for this year that are based on HKM – Hong Kong Models molds. In the first half of the year, it will be the Lancaster Mk.I 1:48, and in the second half, the B-25J Mitchell, also in 1:48 scale. We are still working on the concept of both kits, and we will present them in detail in the coming months.

   

  E-day, 2025

   This year, E-Day will move to the Zahrada Čech exhibition center in Litoměřice. E-Day at the Tankodrom in Milovice, where we have been organizing it for the last three years, had its charm. The area undoubtedly has charisma, suitable for a model exhibition and the potential to organize accompanying events, such as flight demonstrations. Unfortunately, it also has its limitations, especially spatial, due to it being impossible to free up the entire area of ​​the exhibition hall. Another problem is the dut and limited space on the catwalks where the competition models were exhibited. That is why we were looking for an alternative, and the area of ​​the exhibition center in Litoměřice meets our requirements. Of course, we do not expect everything to be ideal and, at least for the first year, I expect some criticism to come under the spotlight. For example, we will probably have to give up the flight demonstrations. The exhibition will be located in several halls, maybe even as many as five, but I think that will not be a problem. We will have separate rooms for lectures and workshops, we will have enough space for catering, a sufficiently large parking lot and, last but not least, we will be close to the center of Litoměřice, which offers enough accommodation and catering capacities and evening program options. Which is something that modelers will certainly welcome. The date for this year's E-Day is the first weekend in October and it will again be in a one-and-a-half-day format. This means that the main program will take place on Saturday, October 4th, but the acceptance of models will begin on Friday, October 3rd in the afternoon, and we will have an accompanying program prepared for late Friday afternoon and early evening, similar to what we had at Milovice and before that in Lysá nad Labem. However, I must admit that I have been thinking about returning to a two-day format for a long time, about extending E-day to Sunday. I understand that many modelers will be resistant to this, but on the other hand, it would free up time for other accompanying events, for which we do not have enough time in the current format, and the event is marked by a certain hectic pace and time stress. If the restaurants in Litoměřice prove accommodating, why not spend a Saturday evening there and have a good chat? We do it that way in Moson too, and we like it, so why can't we have it that way at home? Litoměřice is no worse than Moson, and Moson is pretty darned good.

   

  EMD

   In December, we published the first complimentary issue of the paid supplement of our newsletter, the Eduard Modeler's Den. In the second half of January, we expect the launch of the first, paid issue. If you missed the complimentary issue, you can check it out here. As noted, it is a free trial, so that you can see what the EMD, as we call it for short, is all about before you commit. At the same time, in the complimentary issue you will also find the conditions of purchase and other information for making your decision an easy one. I do not hide that our wish is that your decision will be ‘Yes, I want it!’, and there are a number of benefits to going that route.

   In the paragraph about the Kamikaze Tokkôtai kit, I mentioned the lectures. The first one will be in a week, on Saturday, January 18th in Prostějov. We are organizing it in cooperation with Mr. Nevečeřala, the owner of the MN Modelář on-line store. We will tell you as much as possible about the Kamikaze Tokkôtai project, as well as about the upcoming Lancaster and P-40N, and also about the latest developments in 3D printing. Participation in the event requires registration, which you can create here.

   This year marks 33 years since Eduard was founded as a limited liability company. However, the first photoetched products under the Eduard brand appeared two years earlier, because for the first two years we operated in a simpler legal form, as a trade. We are not taking a holiday or anything like that, but it doesn't hurt to recollect…

   So in closing, I wish you all a happy, healthy and prosperous New Year, my dear Friends!

  
  

  Happy Modeling!

  Vladimir Sulc

• The NR-30 Aircraft Mounted Weapon

  
  

  The NR-30 aircraft cannon was designed by Soviet designers A. E. Nudelman and A. A. Richter in the mid-1950s. The name of the weapon was derived from the initials of their surnames (Nudelman, Richter) and the number ‘30’ refers to the weapon’s caliber. This period was characterized by a great boom in the design and production of new types of jet aircraft in the Soviet Union and, by extension, their internal gun armament. This specific cannon was gradually installed in the Mikoyan-Gurevich MiG-19S fighter (three in the nose of the aircraft, all equipped with a muzzle brake at the end of the barrel), the supersonic MiG-21F (on the right side of the fuselage, below the cockpit), the Sukhoi Su-7BM, BKL fighter-bombers (one in each wing root, just behind the cockpit, without muzzle brakes) and later the Su-17 M3, M4, UM-3 (the latter two-seat version with only one cannon in the right wing) and its export variants Su-22M3, M4, UM-3K, with a like number of cannons as the Su-7. Due to the political division of the world at that time and the existence of a military grouping of countries in the socialist camp, called the Warsaw Pact, the above-mentioned types gradually entered the inventory of the air force of the former ČSLA (Czechoslovak People's Army). The ammunition was initially produced in and imported from the Soviet Union, but later it began to be produced in Czechoslovakia, initially under license, but later as an evolution under its own development program. The weapon was designed to deal with aerial as well as ground targets effectively.

   TEXT: Tomáš Dedera

  
  

  The NR-30 cannon is an automatic weapon with a continuous, double-sided belt feed, the operation of which is based on the principle of using recoil energy with a short barrel recoil. During barrel recoil, the rotary bolt is unlocked and accelerated backward by a lever accelerator. A gas gate is used to brake the barrel recoil and bring it back to its forward position - it uses gunpowder gases taken from within the gun barrel. These gases are fed into the gas cylinder through channels and fill the working space in front, sealed by the piston and at the rear by inserts with sealing rings. During barrel recoil, the barrel collar first hits the piston, causing it to move with the collar and the barrel as the recoil continues. The gas channels are closed off by engaging the insert sealing rings and the gases in the gas cylinder are compressed. Their pressure exerts a force on the piston surface that slows the barrel's backward momentum and, after stopping, returns it to the forward position. Just before reaching this forward position, the gunpowder gases from the cylinder are blown out of the system.

   

  The simple rifled barrel is supplemented with a muzzle brake in some variants of the weapon, which simultaneously functions as a flame suppressor and directs the escaping exhaust gases outside the aircraft. The gun is cocked pneumatically (by compressed air), and fired electronically, by releasing the bolt from the rear position. The electric trigger circuit includes a round counter and a signal indicating the need for pneumatic cocking. A silencer is inserted between the weapon and its mount in the aircraft.

   

  NR-30 Technical Specifications

   

  Caliber 30 x 155B mm Number of rifled Grooves in the Barrel 16 Initial Muzzle Velocity 780±10 m/s Weight 66,5 kg Firing Rate minimum 850 rounds per minute Ammunition Round Weight 410 g Minimum Air Pressure for Automatic Cocking 3.8 MPa Recoil Force max. 6000 kg Recoil Length - Barrel 100 mm Recoil Length - Bolt 302 mm

   

  Main NR-30 Components and their Function

   

  Barrel – Defines round direction, speed and rotation, thanks to a rifled bore with sixteen rotations, in the form of a right-handed thread. In the middle of the barrel length there are 10 holes for the discharge of exhaust gases into the gas cylinder. In the rear part of the barrel there is a bullet-shaped cartridge chamber.

   

  Breech Casing – This item is connected to the barrel and moves 100 mm back and forth with it in the gun housing when firing.

   

  Breech – Consists of the head and body of the breech assembly. The feeder inserts the cartridge into the head of the breech, the bolt inserts the cartridge into the chamber and locks it. The cartridge is fired mechanically after the chamber is locked.

   

  Gun Casing – Serves to guide the barrel and the breech block during firing, and also serves as locator for the weapon control mechanisms – the feeder, trigger, cocking cylinder and accelerators. The gun is attached to the aircraft structure via the gun casing. It is blocked off at the rear by a shutter.

   

  Cocking Cylinder – Serves to cock the weapon by supplying compressed air at a pressure of 50atm, which moves a slide from the rear position and inserts a cartridge from the cartridge belt into the slide head. It also contains a preloaded spring, which is compressed during cocking. The slide is held in the rear position by a trigger.

   

  Electromagnetic Trigger – Used to remotely control the firing of the cannon. After applying current, the bolt is released and thrown forward under the pressure of the preloaded spring.

   

  Ammunition Feeder – Used to advance the cartridge link belt and insert the cartridges into the breech.

   

  Gas Cylinder – Serves to dampen recoil when fired. Some of the exhaust gases are directed into it through holes in the barrel and are further compressed there. The floating piston is compressed by the barrel nut.

   

  Recoil Accelerator – Serves to unlock the chamber after discharging a round. The accelerator lever transfers the movement of the barrel to the accelerator plate, which accelerates the movement of the bolt relative to the barrel, thereby rotating the bolt head and thus unlocking the chamber.

   

  Pre-slide Accelerator – Serves to accelerate the movement of the breech with the cartridge into the chamber, thereby increasing the rate of fire.

   

  Barrel Lock – Closes the rear part of the barrel housing, dampens the movement of the bolt at its rear position and keeps the cocking cylinder in the correct position. It is connected to the barrel housing by a thread.

  barrel

   breech casting

  breech

  Overall view of the NR-30 aircraft cannon equipped with a muzzle break as would be found on, for example, the MiG-19S.

  
  

  Principle behind Cannon Operation during Pneumatic Tensioning

   

  By channeling compressed air from the pressure cylinder to the cocking cylinder of the weapon, the barrel with the breech block and the locked breech is pulled backwards. In the initial phase of the movement, the recoil accelerator is activated, which unlocks the chamber and moves the breech block to the rear position, where it is caught by a trigger. The barrel with the breech block is pulled further backwards to the rearmost position (100 mm). After releasing the cocking button, the compressed air returns the barrel with the breech block to the front position. The movement of the barrel backwards and forwards is simultaneously transmitted by gears to the ammunition feeder, which advances the cartridge belt by one round and inserts the cartridge into the breech block. This makes the weapon ready for firing. This is indicated in the cockpit by the lighting of a red indicator light after the electrical installation contacts in the trigger are engaged.

   

  Principle behind Cannon Function during Firing

   

  After applying electric current to the trigger of the weapon, the bolt is released, which, under the pressure of the tensioned spring inserts the round into the cartridge chamber and locks it. After locking, the round is mechanically fired. The resulting exhaust gases exert pressure on the bottom of the round and the bottom of the cartridge case. The round begins to move forward and the barrel with the breech block  backward. The effect of the recoil accelerator kicks in, the cartridge chamber is unlocked and the breech with the empty cartridge is moved backward, where it is captured by the electromagnetic trigger. At the moment when the round passes the vent holes in the barrel, some of the exhaust gases are released into the gas cylinder. As a result of the movement of the barrel, the gas cylinder space is closed and the resulting gases are compressed by a floating piston, which is moved by the barrel nut. Compressing the gases dampens the effects of recoil arising during the firing sequence. When the barrel reaches its rear position, it returns to the front position under the pressure of the gases in the gas cylinder. In the front position, the gases from the gas cylinder escape to the outside. The movement of the barrel is simultaneously transferred to the feeder, which moves the cartridge belt by one round and inserts another cartridge into the breech head. This pushes out the spent cartridge and ejects it outside the aircraft, while the ammunition belt links are channeled to a box for collecting them inside the aircraft. After returning the barrel to the front position, if the breech is in the rear position and electric current is still supplied to the trigger, the automatic operation of the firing sequence is repeated and the cannon fires another round.

   

  NR-30 30x155B Ammunition Types

   

  The development and the evolution of the NR-30 system was not limited to the weapon itself. The ammunition evolved as well. As noted earlier, the 30 designator refers to the caliber of ammunition used in millimeters, while 155 specifies the length of the cartridge, also in millimeters. During the development of the weapon, a range of ammunition types was also introduced:

  OFZ (NATO Equivalent HEI) – high-explosive – incendiary with a head fuse, 

  BR (APHE) – armor-piercing – high-explosive with a bottom fuse, PRL – anti-radar chaff,

  LP (TP) – inert, for verifying the function of the weapon, 

  FZ – high-explosive – incendiary (anti-balloon).

  Later, the following types of rounds were developed and modified:

  OFZ – modernized, ME – multi-element.

  This does not complete the list of available rounds used in the NR-30. Those listed above are base types, used by the Czechoslovak and later, the Czech Republic Air Forces.

  
  

  Two pieces of steel cartridge links designed for the NR-30 cannon, the articulated connections of the links allows the belt’s shaping within the ammunition box and in the supply sleeve to the cannon.

  Belts inside the ammunition boxes of a Su-22M4 aircraft, the boxes, like the cannons in the wings, are offset relative to each other for spatial reasons.

  
  

  Visual inspection confirming correct installation of the ammunition belt, the armament specialist holding the lid of the feed to the left NR-30 cannon of a Su-22M4. Photographed from the fuselage of the aircraft, from a modeling perspective, the vents in the wing and the overall operational wear around the blast cover are of note.

  
  

  Detail of the right side of the fuselage of a MiG-21F below the cockpit, with elements of the mounting lugs for the installation of the NR – 30 cannon, which forms the basic gun armament of this type of aircraft.

  
  

  NR–30 cannon in the right wing root of a Polish Air Force Su–22UM–3K aircraft. It is worth noting that the fuselage and wing parts were shielded with stainless steel metal panels (picture on the left before firing), in order to protect the surface from the undesirable effects of exhaust gases generated during firing (right).

  Top view of the NR-30 cannon muzzle brake with exhaust gas vents.

  The cannon in the previous photos, used as a instructional aid, was originally installed in the wing of a MiG-19S fighter (which can be derived from the shape of the exhaust vents on the muzzle brake).

  Detail of the NR-30 cannon in the right, lower part of the nose of the aircraft. There is a clear difference in the number and shape of the exhaust vents and, as with other aircraft armed with the cannon in the wing root, the ever-present stainless steel blast shield embedded in the fuselage side. 

  Detail of the right wing cannon – in the other pictures, there is a clear difference in the shape and number of exhaust vents of the muzzle brake, and as in the case of the Su-22, the adjacent fuselage of the aircraft is protected by a heat resistant steel panel, necessary for when the cannon is actually employed. 

  Detail of the muzzle brake of the right wing cannon – the front part of the brake is worth noting, which is welded together from several parts, but they are not further mechanically modified and, overall, they look quite rough.

• The Cruiser Georgios Averof

  The stern of the cruiser Averof.

  
  

  Text and photo:  Petr Uzsák

  
  

  Greece is a popular southern European destination for tourists from all over the world. If you are interested in military history and visit the capital city of Athens, you will have a surprisingly wide range of options for pursuing your passion. One of the interesting attractions, especially for land-based tourists, is the preserved Greek cruiser Georgios Averof.

   First, a little history. The ship was built as a modified cruiser of the Italian Pisa-class at the Orlando shipyard in Livorno. The keel was laid in 1907 and the hull of the vessel was launched in 1910. As is sometimes the case, at that time the Italian naval budget was running precariously short of funds, so the government decided to sell the ship. The Greek naval attache there found out about this, informed his superiors and after a positive response, Italy officially offered the ship to Greece. The latter seized the opportunity to strengthen its naval capabilities and purchased the ship with the help of the financial inheritance of the deceased merchant and philanthropist Georgios Averof. For this being made possible, Averof was posthumously rewarded by having the vessel named after him, and it still bears his name today. In addition, it became the flagship of the Greek naval fleet for a long period. The cruiser was officially accepted by the navy on May 16th, 1911.

   From a structural point of view, it was an interesting mix of equipment, because the main gun armament was British, of Armstrong production, the boilers were French from the Belleville company, the steam engines were domestically produced in Italy and the hull was protected by German steel from the Krupp company, as were the electric generators. The armament consisted of four 9.2 inch (234mm) main guns, placed in pairs in turrets at the bow and stern of the vessel. On each side there were a pair of turrets equipped with twin 7.5 inch (190mm) for a total of eight guns. All turrets were enclosed in a modern cruiser-type construction with ammunition supplied from below deck. The additional armament consisted of single 76 and 47mm guns, together with a three-barreled 17 inch (430mm) torpedo tube. However, in later times the ship underwent reconstructions and the auxiliary armament changed.

   As for the dimensions and performance of the ship, the numbers are as follows. Length was 460 feet (140m), width was 69 feet (21m) and maximum draft 23.5 feet (7m). The highest displacement was 10,200 tons and the engines delivered 19,000 horsepower. The vessel, driven by two propellers, could reach a maximum speed of 23.5 knots per hour (approximately 43km/h), and at a cruising speed of 17.5 knots per hour, range was 2,480 nautical miles, (4,590km), which was completely sufficient for Mediterranean operations. The standard crew consisted of 655 sailors and 32 officers, the maximum transport capacity was a total of 1,200 people.

  The cruiser Averof in its heyday.

  The Averof on a period postcard.

  Averof diagram.

  
  

   After the ship was delivered to Greece, crew training began, which paid off the following year when the ship took part in the First Balkan War. It was a conflict with Turkey over control of the Aegean Sea. Not long after, the ship intervened in World War I and immediately after that in the Greek-Turkish War. At that time, Averof mainly ensured the safe passage of convoys or shelled Turkish positions along the coast. After the lost war, Greek settlers and soldiers were withdrawn from what was then Turkish territory, and the ship assisted in their evacuation. After that, Averof's service continued in peacetime, the vessel was sent to France in 1925 for extensive maintenance and modifications, which were completed in 1927.

   During World War II, Greece was initially neutral, but in 1941, when Germany defeated the Greek land forces, the ship's crew managed to escape from mainland Greece and, with a stopover in Crete, was able to reach Alexandria, Egypt. All this under the imminent threat of air raids by German aircraft, which at that time hit many Greek and British vessels. Noteworthy is the fact that the crew disobeyed a direct order to sink the ship and chose to fight against German and Italian forces in exile. As part of the Allied formations, Averof then participated in escorting convoys in the Indian Ocean with its home port in Bombay. However, by then it was already struggling with wear and tear on its propulsion units, which limited its operational capabilities.

   Another significant moment for the cruiser Averof came in October, 1944, when it transported the Greek government-in-exile from Cairo, Egypt, to liberated Athens. After the war, the ship continued its honorable service for several years, but technical problems and age could no longer be ignored, so in 1952 the flagship was decommissioned from the fleet. It was then anchored off the island of Salamis (famous for the naval battle fought between the ancient Greeks and the Persian invaders) and in 1956 transported to the island of Poros, where it awaited its next fate until 1983, serving as a training ship. That same year, the command of the Hellenic Navy decided to make Averof a museum ship. For this purpose, a year later, it was towed to Palaio Faliro Bay in Athens. Here it was anchored, equipped with maritime-themed collections and made available for public viewing.

   A tour of the ship allows you to get acquainted with the two enclosed decks and the superstructure around the bridge. The bridge itself is not accessible, but you can look inside. The superstructures are accessible by stairs, but the light armament has been removed. The masts, smokestacks, skylights, cranes and motor boats have been preserved. The bridge is a roofed and glazed room above the forward gun turret, quite small, but much of the equipment is clearly visible, such as the steering wheel, compass, sound pipes and telegraph equipment for each of the engine rooms separately. Immediately behind it is the combat bridge, protected by 130mm thick armor, from where the ship was controlled in combat situations. It houses the rangefinder for the main armament. Under the bridge are the firing positions of the auxiliary armament, but without the guns installed. There is also a souvenir shop on the ship, which is located in the forward superstructure right behind the gun turret and it is possible to buy a number of theme appropriate souvenirs. You can also look into the forward gun turret, which is fully equipped, but due to the thick and dusty plexiglass it is not possible to take quality photos. At the rear of the superstructure there is an auxiliary wheelhouse, located in an armored turret, which in its upper part carries an artillery rangefinder for the main guns. You can also look into the wheelhouse and will be surprised by its miniature dimensions.

   Below decks, on the other hand, are spacious and well-organized. The ship's interior is equipped with period artifacts, such as various types of uniforms, medals, as well as folding furniture or hanging beds for regular sailors. Of course, the officers were assigned their own cabins and also their own dining room, but the ship also has an admiral's suite with its own dining room and salon. Interestingly, there were separate kitchens for the crew, officers and admiral. These are also accessible below deck. Separate displays guide the visitor through the history of the ship, including portraits of commanders and artifacts of participation in various important events, such as the coronation of the English king. The aforementioned uniforms map out the entire service life of the ship, including tropical variants when serving in equatorial waters. An interesting example is the sail for transferring coal to the below deck storage bunkers, which was undoubtedly strenuous work, especially in the summer, taking into account dust and sweat.

   The exhibition also includes fragments of Turkish artillery shells from the battle in 1912, bags with sailors' equipment (colored according to their assignment to starboard or port), life jackets, flashlights and navigational instruments. Other interesting features include preserved racks for storing the crew's rifles, including the weapons themselves, a ship's bakery and blacksmith shop, and a ship's chapel dedicated to St. Nicholas, the patron saint of sailors. It is located in the superstructure at the stern.

  But not all parts of the ship are accessible, because it has its permanent crew, who also require a certain amount of space. Apparently for security reasons, it is not possible to enter the engine rooms, which are accessible to passages, but not to ordinary visitors. It is certainly a good thing that most of the descriptions on the displays are also in English.

   Although the Greeks sometimes refer to the Averof as a battleship, in terms of design and tonnage it is an armored cruiser. But this does not detract from the ship's importance, as evidenced by the rule that every Greek military ship that passes the anchored Averof pays homage to it, the crew standing at attention and the officers saluting.

   Due to the ongoing construction work on the pier where the cruiser is moored, it is not possible to photograph the entire ship, only a view from the rear hemisphere is possible. The reason for expanding the pier is to enrich the exhibition with other military vessels, allegedly including a submarine, but the ship's crew itself estimates that all work will be completed within a few years. In any case, Georgios Averof is a unique testament to the level of naval architecture from the beginning of the last century, which is worth a visit and will certainly delight anyone interested in maritime history.

  The stern turret with the 9.2 inch (234mm) guns, the open door on the left leads to the ship's chapel.

  The interior of the chapel of St. Nicholas.

  The stern auxiliary wheelhouse, with an artillery rangefinder in the upper part.

  The port side of the ship and the forward gun turret with a pair of 7.5 inch (190mm) guns.

  View of the bridge. The front door leads to the bridge, behind it is the oval armored wall of the combat bridge, and the door on the right leads to the navigation cabin. Above the combat bridge is an artillery rangefinder.

  Interior of the bridge.

  View from the right part of the bridge towards the stern on the starboard side of the cruiser with a side gun turret.

  Below deck display. Among the mannequins there are sailor duffle bags with a red background to the number, port side.

  Passage to the lower deck. On the wall is the name of the manufacturer and the year of construction of the ship.

  Crew spaces below deck. The furniture was foldable and was always hung on ceiling brackets after meals, while the hammocks had to be cleaned by the sailors every morning.

  Passage to the engine room, unfortunately not accessible to visitors.

  The crew's personal weapons were used for ceremonial or guard duties, among others.

  Officer's lounge and dining room combined.

  View of the foredeck. Anchor chains and a breakwater are visible in front of the gun turret, with the bridge above it. The side gun turrets are also partially visible.

  
  

  Location:

  Museum Ship Averof

  Marina Flisvos

  Trokadero, Paleo Faliro

  175 10 Greece

    

  Getting There

  Bus: 101, 217, 550, A1, B1, B2 Tram: ‘Trokadero’ tram stop

  Car: Via National Road E75 which leads to ‘Poseidonos’ Avenue Via ‘Syngrou’ Avenue

   

  Hours of Operation

  Monday: Closed

  Tuesday to Friday: 09:00 – 14:00

  Weekends and Special Holidays: 10:00 – 17:00

• Air War in Ukraine

  Launch of an ATACMS missile from an M270 MLRS launcher. Illustrative photo by the US Army.

  
  

  ATACMS and Oreshnik Missiles in Action

  Text: Miro Barič

   

  The period of air warfare in Ukraine covered in this report (November 1 to November 30) might seem quieter at first glance. Only one confirmed aerial loss occurred between both sides. However, numerous events related to the air war took place, with the most significant ones being the use of ATACMS missiles by Ukraine and Oreshnik missiles by Russia.

   The sole confirmed aerial loss during this period occurred on Thursday, November 7. In the Kursk region, a group of Russian helicopters took off to support ground forces but was intercepted by Ukrainian FPV drones. A Kamov Ka-52 from the 15th Army Aviation Brigade was hit and destroyed. Both crew members ejected; the navigator was injured, but the pilot, Ilya Noskov, did not survive.

   Another loss for Russian helicopter aviation occurred on Sunday, November 10, although this time on the ground. At the Klin airbase in the Moscow region, a saboteur set a Mi-24 helicopter on fire, causing severe damage. Video footage shows the burning helicopter, indicating that its engines had been removed—suggesting it was either undergoing repairs or was already decommissioned.

   On Tuesday, November 26, an incident occurring over 1,300 kilometers from the front lines in Bashkortostan, Russia, was closely tied to the war in Ukraine. That night, a civilian Antonov An-2R operated by Rusavia (registration RA-40935) took off from Ufa Airport. With two pilots and a photographer aboard, its mission was to take infrared photographs of a heating pipeline in the city of Salavat at the request of a geophysical company.

   Approaching Salavat at 300 meters altitude with its navigation lights on, the aircraft was mistaken for an attacking Ukrainian drone. Sirens sounded in the city, warning of an air raid, and the defense system of a local chemical plant opened fire. The pilots immediately reported being under "friendly" fire, which soon ceased.

   The An-2R returned to Ufa Airport, and initial reports stated it had been hit by only three projectiles. However, video footage after landing revealed numerous bullet holes. High-caliber machine gun rounds (likely 14.5 mm) punctured various parts of the fuselage and wings, while at least two anti-aircraft cannon grenades struck the aircraft. One tore through a floor beam, while the other created a hole several decimeters wide in a wing. Miraculously, no one was injured, though one crew member's suit was pierced by a bullet. No reports mentioned damage to the crew's undergarments, particularly for the one with the torn clothing.

   Evidence of the previous losses also surfaced. The Military Watch website published Maxar satellite images showing Kirovskoe airbase in occupied Crimea. These images, taken between 2022 and 2023, revealed up to ten disassembled helicopter airframes without rotors. The aircraft included four Mi-28s, three Mi-8s, two Mi-24s, and one unidentified model. These were likely helicopters damaged during the war in Ukraine. They could represent claims by Ukrainian defenders that were never confirmed as the official kills.

   On the Ukrainian side, one confirmed loss occurred during the entire month: on Friday, November 22, a MiG-29 was destroyed by an Iskander missile at Dnipro Airfield.

   On November 7, pilot Ilya Noskov did not survive the destruction of the Russian Ka-52 helicopter.

  A Russian Mi-24 helicopter in flames after a saboteur's attack on November 10 at the Klin base near Moscow.

  New images from the crash site of the Russian Mi-24VM helicopter, shot down by a Stinger missile on June 16, 2022, in the Volnovakha district of the Donetsk region. The aircraft, marked RF-91410 with tail number "blue 30," belonged to the 487th Separate Helicopter Regiment. Lieutenant Colonel Sergei Gundorov and Lieutenant Dmitry Yevdokimov did not survive the attack.

  A Maxar satellite image shows helicopter wrecks at the Kirovskoe base in Crimea.

  A video frame shows damage to the wing of an An-2R, which fell victim to "friendly fire“ on November 26 over the city of Salavat in the Bashkir region of Russia.

  On November 22, an Iskander missile destroyed a Ukrainian MiG-29 at the Dnipro airport.

  
  

  Authorization to attack

   The relatively little losses might suggest that November was a quiet month. However, the reality is quite the opposite. The most significant event of the month occurred neither in Ukraine, nor on the European continent—it was the U.S. presidential election won by Donald Trump. Both Trump and those in his circle made several pivotal, often contradictory statements regarding the war in Ukraine. Trump himself claimed he would end the conflict quickly. The world now awaits to see how he intends to achieve this.

   The U.S. presidential election is somewhat linked to another crucial development. Ukraine had long sought permission to use Western weapons for strikes on Russian territory. It finally received this authorization, albeit with significant restrictions. The approval applied only to certain weapons (e.g., 227 mm GMLRS rockets launched from HIMARS with an 80 km range) and only for specific border regions of Russia. Kyiv repeatedly requested permission to strike with longer-range missiles as well. However, President Joe Biden granted authorization to use tactical ballistic ATACMS missiles (610 mm caliber, with a range of up to 300 km depending on the version) only after the election—effectively too late.

   Why? Russia had long anticipated this move and relocated as much as possible out of range. This included pulling aircraft from bases near the Ukrainian border. Moreover, Ukraine reportedly received only about 50 ATACMS missiles, a small supply. Some have already been used in at least eight known attacks on targets in occupied Ukrainian territories. This means that for strikes on Russian soil, Ukraine cannot afford to waste them and must carefully choose its targets.

   Additionally, U.S. authorization is limited to the Kursk region and its immediate surroundings, making this more of a symbolic gesture than a strategic breakthrough.

   An ATACMS missile is being launched from an M142 HIMARS launcher. Illustrative photo by the US Army.

  
  

  Key Targets

   Despite their limited supply, Ukraine acted decisively, launching its first attack on Russian territory during the night of November 18–19, the same day news of U.S. authorization was announced in the media. The target was a munitions depot in Karachev, Bryansk region, approximately 110 km from the Ukrainian border. The depot stored missile and artillery ammunition used by Russian forces in the Kursk region.

   The Russian Ministry of Defense reported that it intercepted five of six incoming missiles, claiming that falling debris caused only a minor fire. However, Ukrainian sources stated that eight ATACMS missiles were launched, with only two intercepted. Videos filmed by locals seemed to support Ukraine’s claims, capturing raging fires and secondary explosions throughout the depot.

   Subsequent ATACMS strikes have been sparse, suggesting Ukraine is carefully selecting only the most critical targets due to its limited missile stockpile. These attacks, however, have had a significant impact. For instance, after Russia relocated its Su-34 fighter-bombers out of ATACMS range, the intensity of Russian glide-bomb attacks dropped by approximately 50%. This is attributed to the longer flight times required to reach the front line and return, increased fuel consumption, and higher maintenance demands due to wear and tear.

   Another major consequence of these strikes is that following the U.S., Britain also authorized the use of its Storm Shadow missiles against the Russian territory. The first such strike occurred in broad daylight on Wednesday, November 20. The target was the former Marjino Palace near Kursk, now operating as a spa. An underground bunker in the eastern part of the site was the focus of the attack, with the missiles’ penetrating warheads aimed at this fortified facility.

   This was undoubtedly a high-priority target, as evidenced by Ukrainian reconnaissance drones operating deep in Russian territory to document the aftermath. The drones recorded three hits on surrounding buildings and nine explosions directly at the bunker site, later capturing the complex's destruction. Unofficial Russian reports stated 18 soldiers were killed and 33 wounded, most of whom were officers from various Russian command structures. Among the wounded were reportedly three North Korean officers.

   The use of 12 missiles emphasises the strategic importance of this target. It also indicates that Ukraine still has at least six operational Su-24 aircraft, the only Ukrainian planes capable of deploying Storm Shadow missiles.

   

   A Ukrainian drone captured the Storm Shadow missile attack on the Marjino estate near Kursk.

  Ukrainian Su-24 aircraft are capable of carrying the Storm Shadow missiles.

  
  

  Show of Power

   Russia had previously declared it would not leave Western missile strikes unanswered. Its response came on Thursday, November 21, in the form of an attack on the city of Dnipro. Seven Kh-101 missiles, one Kinzhal, and an unidentified missile targeted the Pivdenmash rocket manufacturing plant. Ukrainian air defenses intercepted six Kh-101 missiles, but three projectiles struck Dnipro.

   Regarding the unidentified missile, Ukrainian officials initially speculated it might have been an intercontinental ballistic missile (ICBM), marking the first combat use of such a weapon. This claim, however, was not substantiated. Later that evening, Russian President Vladimir Putin announced the missile was a new intermediate-range ballistic missile called "Oreshnik." It was launched from the Astrakhan region, approximately 900 km from Dnipro.

   The Oreshnik missile reportedly reached a speed of Mach 10 and carried six warheads, each dispersing six submunitions—totaling 36 small warheads. These warheads, however, lacked explosives, suggesting the attack was either a mere show of strength or intended to rely on the kinetic impact of high-speed projectiles.

   Putin also claimed that serial production of the Oreshnik had already begun, though this appeared to be more propaganda than reality. Truth is, that the Oreshnik is a modified version of the RS-26 Rubezh experimental ICBM developed in 2011. Despite four successful tests, the RS-26 never entered production due to high costs and a lack of new technologies.

   The Oreshnik seems to be an experimental prototype created by removing one stage from the RS-26, reducing its range and reclassifying it as an intermediate-range missile. The original RS-26 was highly inaccurate, an acceptable flaw for nuclear warheads but problematic for conventional payloads. The addition of multiple warheads with submunitions aimed to increase the likelihood of hitting targets, but this approach proved ineffective. Satellite images of the Pivdenmash plant post-attack revealed no significant damage.

   Ultimately, this was an expensive demonstration of power with no tangible military effect. However, its indirect implications are notable. Even without serial production, Russia can feign preparations for launching another such missile. These preparations are difficult to conceal, prompting Ukrainian air defenses to respond. By observing the redeployment of defenses, Russia can then target less protected or undefended locations with conventional means.

   The Oreshnik also provided a strategic lesson. U.S. President Joe Biden confirmed that Russia was informed in advance of the decision to permit Ukraine to use ATACMS missiles against the Russian territory. Similarly, Kremlin informed the U.S. ahead of its use of the intermediate-range ballistic missile. This exchange demonstrates that communication channels between the two nations remain functional, helping to prevent misunderstandings and disproportionate responses that could escalate tensions.

  Russians claim that the Oreshnik missile is in large scale production, however it remains it its experimental stage.

  This month, Russians claimed numerous "military" targets...

  
  

  F-16 pilot traning

   Amidst regular Russian drone and cruise missile attacks, the Ukrainian Air Force is beginning to utilize F-16 fighter jets effectively. Although Ukraine currently has a limited number of these aircraft, their impact is evident – during individual attacks, they typically shoot down about 10 Russian missiles. The first delivery of six aircraft from Denmark was a significant step, although one of them has already been destroyed. Another delivery of six aircraft is expected but has not materialized yet.

   The key factor in deploying the F-16s is pilot training, which is still ongoing. The Netherlands, another donor of F-16s, has moved its aircraft to Romania, where Ukrainian pilots are being trained.

   However, Ukraine's prospects in this area are very promising. In the United Kingdom, more than 200 Ukrainian pilots have already completed basic training on propeller aircraft. Some of them are continuing their training in France on Alpha Jet training jets. These planes have been specially modified to make their cockpits as similar as possible to those of the F-16, making the transition to advanced fighters easier.

   After completing training on Alpha Jets, the next step is training on the actual F-16s. This takes place not only in Romania but also in Denmark, with the participation of the Norwegian instructors. From 2025, the training will shift to Portugal, with Norway already having relocated its F-16s to Romania and Portugal for this purpose.

   In addition to training, Norway is providing financial support for arming the F-16s. During the observed period, it allocated $119 million to ensure that the Ukrainian aircraft are equipped to perform their missions effectively.

   The training process for the F-16s not only enhances Ukraine's defensive capabilities but also demonstrates that Western nations are committed to supporting Ukraine with both technology and the necessary expertise.

  One of six F-16AM fighter jets Denmark supplied to Ukraine.

  Gepard self-propelled anti-aircraft gun in Ukrainian service.

  Ukrainian emergency rescue workers remove debris from an Kh-55 cruise missile.

  Training of the Ukrainian soldiers with a Mi-8 helicopter.

• Achtung Jabos!

  Text: Jan Zdiarský

  Illustration: Piotr Forkasiewicz

  Cat. No. 82166

  
  

  Although Jagdgeschwader 4 is considered a classic Defense of the Reich unit (Reichsverteidigung), operating against American four-engine bombers, this definition is not entirely correct. With some exceptions, its I. Gruppe deviated from this role description.

  It was founded on July 31, 1942 and operated in southern and southeastern Europe, primarily in the defense of the oil fields around Ploesti, Romania, and related industrial and transport facilities.

  When the Stab, and later II. and III. Gruppe, JG 4, were established in the summer of 1944, I. Gruppe had already been in combat for almost two years. Maj. Gerhard Michalski became its commander after a short period of Maj. Gerhard Schöpfel fulfilling that function. II. and III./JG 4 were formed mainly from elements of Zerstörergeschwader 1, whose Gruppe had previously operated in both eastern and western Europe and their operations ranged from frontline combat in the east tasked with ground attack to long-range flights over Biscay and the Atlantic, where they operated against RAF Coastal Command bombers. The Bf 110 and Ju 88G heavy fighter pilots from ZG 1 were supplemented in the newly formed unit by young personnel fresh out of flight training and veterans from other units, especially Sturmstaffel 1. The latter had been disbanded in the spring of 1944 and were recruited to join the II. Gruppe by its commander, Major Günther von Kornatzki. This had its significance. II. Gruppe was established as a Sturmgruppe and was equipped with armored Fw 190A-8/R2. It was to use the tactic of attacking bombers from close range, using 20 and 30mm cannons, a tactic that Sturmstaffel 1 was developing. From this unit, von Kornatzki also adopted the identification marking of his aircraft for JG 4, comprising a black-white-black band on the fuselage. This was gradually taken over from II.(Sturm)/JG 4 by III., then IV., established in October 1944, and finally, the oldest I. Gruppe. The same was true of the emblem with a knight's helmet, which of course evokes the armored Fw 190 of the II. Gruppe, but the other three Gruppe and Stab units also adopted it. This is also why both the markings on the fuselage and the emblem on the engine cowl appear on the aircraft, which is the theme for the current Bf 109K-4 box art.

  When JG 4 became a full-fledged unit in the summer of 1944, I. Gruppe was moved from northern Italy back to Germany. There, however, it did not join the unit's tactical system. In it, III. (and later IV.) Gruppe, flying Bf 109s, was supposed to provide priority protection for the Focke-Wulfs from its II. (Sturm)/JG 4 sister unit (they thus formed a tactical group, the so-called Gefechtsverband JG 4). Instead, I. Gruppe was moved to the Kassel area to operate in the defense of the western and southwestern parts of Germany against advancing Allied troops. The unit was supplemented with new pilots and armed with the Bf 109G-6 and G-14. Until the beginning of September 1944, the Gruppe mainly carried out training flights. The first clashes with the enemy, including battles related to the Arnhem operation, came soon after.

  Over the Western Front, I. Gruppe clashed primarily with aircraft from the US 9th Air Force, supporting Allied ground forces. The exception to this pattern was the period between October 6thand the end of November, 1944, during which I./JG 4 moved to Gahro near Finsterwalde to operate as part of the entire JG 4. It took part in its first deployment against American bombers six days later. I./JG 4's main clash with the US 8th Air Force was the battle on the 2nd of November, 1944. On that day, JG 4 operated at the full strength of four Gruppe and Stab. During this battle, three pilots from I./JG 4 claimed to have shot down a B-17, but the Gruppe also lost nine Messerschmitt fighters, of which only three were combat losses. The remainder fell victim to collisions or various technical issues.

  I./JG 4 began moving to the Darmstadt area in the West on November 20th. Their opponents were again primarily the ‘Jabos’ – the Lightnings and Thunderbolts of the 9th AF. In December, 1944, the remaining elements of JG 4 equipped with Bf 109s joined them. With the ever-increasing Allied superiority in the continental skies, the defense based on the hard fist of the Sturmgruppe was in the process of losing its clout. II.(Sturm)/JG 4 itself was gradually transformed into a fighter unit in the classic sense. Germany essentially gave up its air defense against strategic bombers and in this regard relied only on the gradual deployment of the jet Me 262.

  I./JG 4, flying the Bf 109K-4, resisted the pressure of the Western Allies until the 21st of January, 1944, when it was transferred to the Eastern Front with the rest of JG 4. There, in the Oder region, it participated in holding back Soviet and, exceptionally on the West, American troops until the end of the war. From high-altitude fighters and proud Sturmjäger, they became fighter-bomber pilots, attacking ground targets and Soviet Il-2s and were tasked with escorting bombers and Mistel composites.

  I./JG 4 was disbanded on March 29th, 1945. Its pilots were to be transferred in part to III. and IV. Gruppe, with the remainder slated to convert on to the Me 262. Bitterness was inevitable. Some suspected it, others refused to admit it, but there were only a little over 5 weeks left until the end of the terrible war...

• John D. Landers and his Big Beautiful Doll

  Text: Vladimír Šulc

  Illustration: Piotr Forkasiewicz

  Cat. No. 70173

  
  

  The downing of an Me 262 Schwalbe over Hohn Airfield in northern Germany on March 30th, 1945, was described by Lieutenant Colonel John D. Landers in his report after returning from escorting bombers over Hamburg as follows:

  ‘We were escorting 1st Force, 3rd Division, bombing Hamburg. I led the group and after the target was bombed, we, Shapoo Squadron, turned north towards Kiel.’

  We were at 7,000 feet heading north near Rendesburg when I spotted an Me 262 flying south at 1,000 feet. The time was 1408h. As we descended to its flight level (within range), the jet began a slow left turn. I gradually approached at 400mph. The jet completed a 180-degree turn and led us over Hohn Airfield, where there was weak and inaccurate flak.

  I opened fire from 700 yards and got hits. The jet slowed down but again made a wrong turn. I opened fire again, this time from 400 yards, and got a few good hits. The Me 262 made a sharp left turn and my next burst hit it in the cockpit area.

  As I flew over it, the jet leveled off and began to slide slightly. My wingman, Lieutenant Thain, got behind it, hit it with a long, accurate burst and finally overshot it. The enemy plane continued to slide, then crashed and burned. The pilot did not bail out.

  ‘I claim one destroyed Me 262 shared with Lieutenant Thain Jr. of the 84th FS.’

  Signed JOHN D. LANDERS O-431968, Lt Col. Air Corps, Commanding Officer.

  There is nothing to add to this description of Landers' last kill. With it, he ended his combat score at 14.5 aerial victories. However, he left his mark on history not only as one of the few pilots who became aces in two theaters of operations, the Pacific and the European, but also as a man with good taste. His planes are among the most colorful and elegant among the famous machines of World War II. They are therefore popular themes for aircraft models of all scales, flying and static, paper, metal or plastic.

  His two P-40E Warhawks, ‘Skeeter’ and ‘Texas Longhorn’, which he flew in 1942 in Australia and then in New Guinea with the 49th FG, and in which he achieved four of his six officially recognized victories in the Pacific, are already popular subjects for modelers. In Europe, with the 8th AF, he continued his active service from April, 1944 with the rank of Major, initially with the 55th FG as CO of 38th FS at Wormington, based in Great Britain.

  Landers shot down five German aircraft flying a P-38J Lightning, including three Me 410s on July 7th, 1944, shortly before converting on to the new P-51D-5 Mustang. These featured the new 55th FG color scheme, a yellow-green checkerboard pattern on the nose, and a green-yellow-green spinner. The P-51D-5, Serial Number 44-13923 CG-O, was probably Landers' first Big Beautiful Doll. It is not certain, but some sources state that one of his P-38J Lightnings was already so named.

  In November, 1944, John Landers was promoted to Lieutenant Colonel. He served as Commander of the 357th FG at Leiston from October 11th, to which he transferred together with his Big Beautiful Doll. It had only required a change of the colours of the checkerboard pattern and spinner to red and yellow, and the code letters to B6-0. On December 2nd, Landers handed over command of the unit to Colonel Irwin Degne and left for the United States. On Christmas Eve,1944, the first Big Beautiful Doll was lost after a collision with another P-51D while escorting bombers over Babenhausen. Its pilot, Lieutenant Wendell Helwig, was killed in the collision.

  John Landers returned to Europe in February of 1945 to take command of the 78th Fighter Group on the 22nd of the month. He took with him his most famous and colorful Big Beautiful Doll, P-51D-20NA 44-72218 WZ-I. He flew it until the end of his European service. During this time, the aircraft underwent at least three modifications.

   The final change came with Landers' appointment as Commander of the 361st FG, when it was repainted in the colors of that unit, respectively the colors of the 375th FS. The lettering on both sides of the nose remained, but the nose was painted yellow, the rudder blue, as were the main canopy frame and the wingtips. The code letters changed to E2-I. It served with him until his return to the States in October, 1945. John D. Landers retired to civilian life in December, 1945. After the war, he worked in construction, and in 1979 he moved to Granbury, Texas, where he died on September 12th, 1989 at the age of 69. He is buried in the Greenwood Mausoleum at Greenwood Memorial Park in Fort Worth. His Big Beautiful Doll remains a testament to American aesthetics applied to USAAF fighters during the final months of World War II.

• The July Circus

  Text: Jan Bobek

  Illustration: Antonis Karydis

  Cat. No. 7474

  
  

  During the Battle of Britain, Luftwaffe air raids with tens or even hundreds of bombers and fighter escorts were designed to lure Hurricanes and Spitfires into combat to destroy British fighter units. These tactics impressed RAF command so much that, in 1941, they decided to adopt and modify them. The resulting operations were named "Circus." However RAF used smaller groups of bombers, typically six to twelve, most of which were Blenheims. Over time, the number of bombers occasionally increased to as many as 24, supported by a highly complex fighter escort system involving up to 350 Spitfires and Hurricanes at various flight levels.

  Despite these efforts, the Circus operations posed little threat to the Germans. The small number of bombers and the short range of British aircraft limited their ability to target strategic military or industrial sites effectively. Furthermore, the Germans often struggled to differentiate Circus missions from Sweep or Rodeo actions, which were purely fighter operations conducted over enemy territory. German fighter units, particularly JG 2 and JG 26, maintained their tactical superiority, with fewer losses, despite being numerically weaker than RAF Fighter Command units.

  On July 10, 1941, the RAF conducted two raids by Blenheims, escorted by fighters from No. 10 Group, targeting Cherbourg and Le Havre. Both actions were codenamed Gudgeon but were essentially Circus operations. Fighters from No. 234, 317, and 501 RAF Squadrons claimed 5-1-2 victories against Bf 109s. Their opponents, two operational training units, claimed six victories over Spitfires, however, two of these claims were later rejected. Ultimately, the RAF lost two aircraft from No. 234 Squadron during the engagement. One pilot was killed, while the other, W/Cdr M. V. Blake DFC, survived after ditching his aircraft. Blake spent 12 hours paddling in a dinghy toward the British coast before being rescued.

  Around midday, a formation of three Stirlings from No. 7 Squadron RAF, escorted by fighters from North Weald, Northolt, and Biggin Hill, launched an attack on the Kuhlman chemical plant at Chocques as part of Circus 42. Fighter pilots from the Hornchurch and Tangmere Wings provided Target Support, while the Kenley and Northolt Wings managed Rear Support.

  Due to thick cloud cover, the bombers faced navigational difficulties. Near Boulogne, the aircraft piloted by F/O C. V. Fraser DFC sustained five direct hits from flak. The bomber burst into flames, and although it appeared that three crew members managed to bail out, none of the seven airmen survived.

  In multiple engagements with the escort, JG 26 airmen claimed three Spitfires, while their counterparts from JG 2 were credited with eight victories. Among the victors was Hptm. Hans "Assi" Hahn, commander of III./JG 2, who achieved his 31st victory. His aircraft is depicted on Antonis Karydis' box art.

  On the German side, two Bf 109 E-7s from II./JG 26 were shot down, resulting in one pilot's death. Additionally, a Bf 109 F-2 from II./JG 2 was severely damaged in combat, and Oblt. Frank Liesendahl, Kapitän of the 6th Staffel, was seriously wounded by enemy fire.

  The fighter escort claimed an 11-1-3 victory against the Bf 109s. However, seven British airmen did not return from the operation, and two others escaped with badly damaged aircraft.

  This aerial encounter unexpectedly provided a significant benefit to the RAF: the first virtually undamaged Messerschmitt Bf 109 F to fall into British hands. The Stirling W7433, commanded by F/O C.I. Rolfe, had been hit in the tail by a Bf 109 pilot after dropping its bombs. A lone German airman had pursued the four-engine bomber throughout its flight over the Channel. The top gunner believed he had successfully damaged the enemy fighter. Then, Sgt. Jan A. Śmigielski, flying a Hurricane from the Polish No. 306 Squadron RAF, rushed to defend the endangered bomber and forced the German pilot to land near Dover.

  Surprisingly, the German aviator who had chased the bomber was a highly experienced veteran: Hptm. Rolf Pingel, the Kommandeur of I./JG 26. Pingel was a recipient of the Knight's Cross and a veteran of the Spanish Civil War, with 550 combat sorties in his logbook, six victories in Spain and another 28 during World War II. His Bf 109 F-2 (WNr. 12764) had not been hit by gunfire but suffered engine trouble near Dover. While Śmigielski claimed the victory, which is duly mentioned in unit´s diary, the credit was unfortunately not officially awarded.

  Pingel's "Friedrich" was quickly repaired by RAF technicians and made airworthy for extensive testing. However, by the fall of 1941, the upgraded Bf 109 F-4 had entered the battlefield, and the RAF faced a new challenge with the arrival of the Focke-Wulf Fw 190 A.

• Wildcats on the Atolls

  Text: Jan Bobek

  Illustration: Gareth Hector

  Cat. No 84204

  
  

  In September 1939, the US Marine Corps (USMC) operated just over 150 aircraft, the vast majority of which were biplanes. However, the outbreak of war with Japan prompted a rapid expansion of its air capabilities. By 1942, twelve Marine Fighter Squadrons (VMFs) had been established, followed by sixteen more in 1943, and an additional twenty-eight in 1944.

  In many cases, new units were formed by dividing existing ones. Such was the case with VMF-441 "Black Jacks" that was established inn October 1942 on Tutuila Island in the Samoan Islands, originating from a section of VMF-111. VMF-441’s foundation comprised seven F4F-3 Wildcats and eight pilots under the command of Major D.W. Torey, Jr., who had previously led VMF-111. The original VMF-111, also known as "Triple One," was one of the few pre-war USMC squadrons that failed to achieve a single aerial victory, largely due to being stationed in remote locations.

  In March 1943, VMF-441 established its first operational base on the atoll of Funafuti in the Ellice Islands (modern-day Tuvalu). Located in the Pacific, Funafuti lies about 1,000 km north of Fiji and approximately 2,000 km east of Guadalcanal. VMF-441 gradually transitioned from the older F4F-3 Wildcats to the newer F4F-4 version. From this airfield, the Americans planned to launch B-24 bomber raids against Japanese island bases in the Pacific beginning in April.

  On March 27 (March 28 Japanese time), Kōkūtai 755—formerly the Genzan Kōkūtai bomber unit—based at Tarawa, was tasked with conducting armed reconnaissance of Funafuti Island. Six G3M Nell bombers took off to cover the 1,300 km distance southeast to the target. After about three hours of flight, two bombers were forced to return to base due to technical issues.

  As the formation approached Funafuti, Japanese crews spotted two Wildcats climbing toward them. Bombers dropped their payloads and about 10 nautical miles from Funafuti, the Wildcats attacked them from below. During the five-minute skirmish, the first plane in the second Shōtai, commanded by Lt. (jg) Takashi Kumamoto, was shot down, resulting in the deaths of all eight crew members. The Japanese gunners believed they downed one Wildcat. However, they later reported that a third aircraft attacked from the north before flying southeast after a single strike.

  The defenders were just two VMF-441 planes, piloted by Capt. William P. Boland and 2nd Lt. Ralph N. Spanjer. According to the unit's diary, the two pilots encountered the enemy within 20 nautical miles of Funafuti. Future Maj. Gen. "Smoke" Spanjer later recalled that they struggled to position their aging Wildcats for an attack from above. Unfortunately, Spanjer's guns malfunctioned. However, under fire from Boland's guns, the lead Japanese bomber exploded. Boland managed to damage another one before pursuing the formation until he exhausted his ammunition.

  On April 22, 1943, the bomber unit retaliated with a raid on Funafuti. The attack caused varying degrees of damage to all of VMF-441's aircraft, with one Wildcat being completely destroyed.

  Spanjer later recalled that a lone reconnaissance Nell frequently flew in the area where VMF-441 patrolled but proved challenging to intercept. Determined to track its route, Boland had himself dropped off on Nanumea Atoll along with a New Zealand observer. For a week, he hoped to monitor the enemy bomber’s flight path but was ultimately unsuccessful.

  However, upon returning to Funafuti, Boland’s luck changed. On August 8, 1943, while on patrol near Nui Atoll with 1st Lt. Samuel C. Middleman, they spotted a solitary twin-engine Nell. Boland successfully shot it down, marking the final victory for a USMC pilot flying a Wildcat.

  In late September 1943, VMF-441 relocated to Nanumea. At that time, the unit was equipped with F4F-4 and FM-1 Wildcat variants. After a relatively uneventful tour of duty—depicted in the box art of this kit—the squadron re-equipped with F4U-1 Corsairs at Tutuila in December. The unit then participated in intensive operations, targeting ground positions in the Marshall Islands, particularly on Wotje Island. During this period, VMF-441 lost 15 aircraft.

  VMF-441’s finest hour came during the Battle of Okinawa in the spring of 1945. Commanded by Maj. R. O. White and equipped with F4U-1C/D, the squadron played a crucial role in defending Allied vessels against Kamikaze attacks. VMF-441 pilots achieved a total of 47 aerial victories during the campaign, including two aces. The most notable engagement occurred on April 16, 1945, north of Okinawa, during the defence of the destroyer USS Laffey. In this intense battle, the "Black Jacks" shot down 16 of 50 attacking aircraft attempting to ram the vessel. This extraordinary engagement merits an in-depth article of its own in the future.

• Markings for Bf 109K-4 1/48

  WNr. 331413, 1./JG 4, Berlin-Schönefeld, Germany, February-March 1945                  

  The fighter unit 1./JG 4 was formed in August 1943 in Mizil (Romania) from 1./JG 77 to defend the oil fields and platforms near Ploiești. After heavy fighting with the 15th AF USAAF and a retreat from Italy, 1./JG 4 was reorganized in Kassel during the summer of 1944. It then engaged in combat with escorting P-51s and P-47s from the 8th AF and 9th AF USAAF. From November 1944 to January 1945, 1./JG 4 was stationed at the Darmstadt-Griesheim airfield, from where it participated in Operation Bodenplatte, suffering heavy pilot losses. From February 1945, it was based at Berlin-Schönefeld airfield, where it was dissolved on March 19, 1945. The last known commander of 1./JG 4 was Oblt. Alfred Neumayer, who, after being injured on January 1, 1945, underwent recovery but, despite his combat experience, was assigned to the infantry after recuperation. Following infantry training in Bohemia, he has been missing since April 1945. White 4 features a camouflage scheme in RLM 74/75/76 colors and displays production series markings of 331xxx. The white spiral has black borders applied by mechanics of JG 4. On the left side of the nose was the JG 4 insignia, and on the right side, a depiction of a rooster.

   

  WNr. 332884, 9./JG 3, Leck, Germany, May 1945                   

  Since the Allied landings in Normandy in June 1944, 9./JG 3, like other units on the Western Front, was under constant pressure from Allied fighters and bombers. During Operation Bodenplatte, JG 3 was one of the few successful units, yet the loss of sixteen pilots was significant. From January 1945, 9./JG 3 frequently relocated to various German airfields, and at the end of the war, White 8 was stationed at the Leck airbase. From mid-1944, 9./JG 3 was led by Lt. Oskar Zimmermann, who was awarded the Knight’s Cross and credited with 34 victories, including 14 four-engine bombers. In mid-March, he fell ill and, at the end of the war, fell into Czech captivity, from which he was released after one year. By the end of the war, the commander of the unit was Hptm. Willy Althof. The camouflage on the fuselage of this aircraft consisted of RLM 81/82 with camouflage patterns typical of production series 332xxx. Many areas are repaired with RLM 82 and RLM 02 paints. The engine covers are painted in lighter shades of RLM 74/75/76. On the left side of the fuselage under the cockpit, the white name Gabi was painted. Beneath White 8, the previous marking has been painted over in RLM 75. In front of the tail surfaces, the black number 884 was hand-painted.

   

  WNr. 334xxx, 11./JG 27, Goslar, Germany, April 1945                  

  The CO of III./JG 27 from October 1944 until the end of the war was Austrian Hptm. Dr. Peter Werfft (26 victories). In the same month, the unit was reequipped with the Bf 109K-4. However, from February onward, Werfft was temporarily replaced in this role by the CO of 12./JG 27, Oblt. Emil Clade, who in the final month of the war officially became the CO of I./JG 27. After the war, Clade worked as an airline pilot, pursued sport flying, and published his memoirs in 1996. While serving with II./JG 27 in Africa, he shot down an aircraft in August 1942 carrying the commander of the British Eighth Army, Lt. Gen. W. H. E. Gott, who was killed. Lt. Gen. Montgomery was appointed to replace him. At the end of the war, III./JG 27 was deployed in northern Germany. Yellow 1 from 11./JG 27 was discovered by advancing Allied forces in April 1945 at the Goslar airbase in Germany, where the unit had been stationed from March 29 to April 8, 1945. It later operated from locations in Bohemia, Bavaria, and Austria. From December 1944 until the end of the war, 11. Staffel was led by Oblt. Heinz-Günther Hennig, who had previously commanded 2./JG 53 and 2./JG 102 and was credited with two victories. The fuselage camouflage in RLM 81/82 colors corresponds to production series 334xxx.

   

  WNr. 335215, Lt. Willy van de Kamp, Stab II./JG 52, Neubiberg, Germany, May 1945

  The markings on this aircraft identify it as the wingman of the commander of II./JG 52, Maj. Wilhelm Batz. In February 1943, Batz was assigned to the staff of II./JG 52 on the Eastern Front. He achieved his first victory on March 11 and was appointed commander of 5./JG 52 in May. By March 1944, he had achieved his 100th victory and was made commander of III./JG 52 in April. In early February 1945, he assumed command of II./JG 52, which at the time was fighting in Hungary. His final 237th victory was recorded on April 16, 1945. Five days later, he was awarded the Swords to the Knight’s Cross with Oak Leaves. On May 8, 1945, Batz and his unit flew into captivity, transferring from Zeltweg in Austria to Bad Aibling in Bavaria, accompanied by a formation of Thunderbolts during the final leg of the journey. The aircraft Black 1 was painted in RLM 74/75/76 camouflage, consistent with production series 335xxx. The yellow band on the nose and yellow rudder were identification features of German aircraft within Luftflotte 4. This particular aircraft was photographed at Neubiberg airfield near Munich. Its pilot was Batz’s Adjutant, Lt. Willy van de Kamp, who had served with II./JG 52 since May 1943 and was credited with one victory.

   

  WNr. 335xxx, Lt. Ernst-Dieter Bernhard, Stab III./JG 53, Kaufbeuren, Germany, April 1945   

   JG 53 was established in 1937 and was one of the oldest German fighter units of the Second World War. Its III. Gruppe participated in the early months of fighting in the USSR after the campaign in the West and was deployed in the Mediterranean from late 1941. After relocating from Italy in June 1944, it was stationed at Bad Lippspringe, operating against Allied air raids on the Reich. In September 1944, it contributed to repelling Operation Market Garden. From late 1944, the unit gradually retreated under pressure from Allied forces to the southern part of Germany. The pilot of this aircraft was Lt. Ernst-Dieter Bernhard, who joined 12./JG 53 in December 1944. In mid-March, he was appointed Adjutant to the CO of III./JG 53, who at the time was Hptm. Siegfried Luckenbach. After Luckenbach’s collision during landing in April 1945, Hptm. Wolfgang Ernst, who had 36 victories to his credit, replaced him. Lt. Bernhard crashed with the depicted aircraft on April 19, 1945, due to a landing gear failure while landing in Kaufbeuren after combat with a formation of Marauders escorted by Thunderbolts. Bernhard was earlier credited with heavily damaging one Mustang.

   

  WNr. 330230, Uffz. Heinrich Munninger, 10./JG 77, Neuruppin, Germany, November 1944                 

  In October 1944, III./JG 77 became the first Luftwaffe fighter unit to be fully reequipped with the Bf 109K-4s, possessing 68 aircraft. Its commander was the experienced veteran of JG 77, Major Armin Köhler (40 kills, KC). After test flights and familiarization with the new type, it was combat-deployed on December 2, 1944. Aerial combat peaked during the Battle of the Bulge. Uffz. Heinrich Munninger, born on June 30, 1923, flew on January 1, 1945, during Operation Bodenplatte with White 17 as the wingman of Uffz. Johann Twietmeyer. During an attack on the RAF airfield in Antwerp-Deurne (B.70), he was hit by flak and attempted an emergency landing near Tilburg in the Netherlands. He crashed and was killed. His body was buried in Lommel. In this operation, III./JG 77 lost 11 aircraft and pilots. From mid-January 1945, it was deployed on the Eastern Front. At the end of the war, it fought in Upper Silesia, based in Dolní Benešov (Beneschau) in the Hlučín region (Hultschiner Ländchen) in Silesia. White 17 was from production batch 330xxx, with a high demarcation of camouflage colors RLM 74/75 on the sides of the fuselage. On both sides of the nose, there was the emblem of III./JG 77, a red heart.

• Markings for P-51D Mustang 1/72

  P-51D-20, 44-72218, Lt Col. John D. Landers, CO of 78th FG, 8th AF, Duxford, United Kingdom, March 1945

  John Dave Landers was born on August 23, 1920, in Joshua, Texas. He joined the Army Air Force in April 1941. After completing the pilot training in January 1942 he was assigned to the 9th FS in Australia, a unit that flew P-40s. In the Pacific theatre he scored six kills and was called back to the States in January 1943. There, he served as a flight instructor, but in April 1944, on his own request, he was reassigned to a combat unit. It was 38th FS based at Wormingford, operating P-38s, which they changed for P-51s as of July 1944. After being promoted to Lieutenant Colonel, he assumed command of the 357th FG, which he led from October to December 1944. After some downtime in the United States, he returned to Great Britain and was named CO of 78th FG, holding this post until the end of the Second World War. In December 1945, he left the military and worked in construction. He died on September 12, 1989.

   

  P-51D-15, 44-15041, Lt Col. John C. Meyer, CO of 352nd FG, 8th AF, Y-29 Asch, Belgium, December 1944

  John Charles Meyer finished flight training on July 26, 1940, at the age of 21, after which he was assigned to the 33rd PS on Iceland, a unit that was flying the P-40s. After his return to the States, he was named the CO of the newly formed 487th FS, which had undergone conversion training onto the P-47 and in June 1943 was transferred to United Kingdom, from where they performed escort missions for bombers over continental Europe. In April of 1944, the unit was rearmed with the Mustangs, and the number of kills attributed to Major Meyer began to rise. In November 1944, he was named Deputy Commander of the 352nd FG, to which his own 487th FS was subordinate. Under his command, the 352nd FG was relocated to the forward base at Asch in Belgium. On January 1, the Luftwaffe conducted a raid on this base, and Meyer was able to get his unit in the air to counter the raid, claiming a pair of Fw 190s in the process. These would be the last two kills that he would achieve during the war, because on January 4, he suffered a major fracture of his left leg, the treatment of which required his return to the United States. After the war, he saw combat in Korea, and in Vietnam he led the Linebacker II campaign. Over the course of the WWII, he shot down 24 enemies, and he added another two during the Korean War. He retired a General as the head of the Strategic Air Command. He passed away as the result of a heart attack on December 2, 1975.

   

  P-51D-10, 44-14896, Maj. Leonard K. Carson, 362nd FS, 357th FG, 8th AF, Leiston, United Kingdom, September 1944

  Major Leonard “Kit” Carson was one of the most successful pilots of the 357th FG. He finished the war as a commander of the 363rd FS with 18.5 kills to which he added three airplanes destroyed on the ground. He flew four P-51 Mustangs, all of them carried his personal inscription “Nooky Booky” on the engine cowling. The aircraft s/n 44-14896 was his third. It sported seven kill markings on the side of the fuselage which Carson scored till the beginning of November 1944. The plane was marked with standard identification stripes including the invasion bands on the fuselage. Carson’s Mustang was camouflaged in the dark green paint on the upper surfaces including the landing flaps’ interiors. The paint was probably British RAF Dark Green. The lower surfaces were painted in Medium Sea Grey.

   

  P-51D-20, 44-63607, Lt Col. Glenn T. Eagleston, CO of 353rd FS, 354th FG, 9th AF, Y-64 Ober Olm, Germany, April 1945

  Glenn Todd Eagleston was born on March 12, 1921, in Farmington, Utah, and he joined the USAAF in 1940. In 1942, he underwent flight training, after which he was first assigned to the P-39 equipped 79th FS, and then to the 353rd FS, which was transferred to Boxted in the UK with their Mustangs in October 1943. Although being a constituent of the 9th Air Force, the unit flew escort missions for 8th AF bombers. In the spring 1944 landing preparations, the 354th FG returned to tactical support of ground forces, and eventually relocated to fields in liberated Europe to remain close to combat areas, and this included the 353rd FS. Squadron command was handed over to Capt. Eagleston in October 1944, and the unit used their Thunderbolts in support of ground forces. In mid-February 1945, the unit went back to using the Mustangs. After the Second World War, during which Glenn Eagleston amassed 18.5 kills over enemy aircraft, he remained in the service, and took part in combat over Korea, where he shot down a pair of Soviet MiG-15s. He retired at the end of February 1967 and died on May 7, 1991.

   

  P-51D-5, 44-13298, Capt. Fredie F. Ohr, 2nd FS, 52nd FG, 15th AF, Madna, Italy, Autumn 1944

  The 52nd Pursuit Squadron, known after May 1942 as the 52nd Fighter Group, was established in January 1941 at Selfridge Field in Michigan. Initial training was undertaken on the P-39 and was followed by a move to Northern Ireland in the summer of 1942, where the unit continued training on Spitfires, and this was in turn followed by a brief combat tour over western Europe under the command of the 8th AF. By November 1942, the entire unit was transferred to northern Africa. After arrival there, combat operations were undertaken through north Africa, Sicily and Italy while still flying Spitfires, but this time under the leadership of the 12th AF. In April 1944, the long awaited change to the Mustang arrived, along with a change in mission assignment and location under the 15th AF, tasking the 52nd FG with escort duties of this Army Air Force’s strategic bombers. The aircraft flown by Freddie Ohr, an American ace of Korean origin, was as it was delivered from the manufacturing facility. The red nose and yellow rear fuselage distinguished aircraft of the 52nd FG and the yellow wing bands were reserved for aircraft of the 15th AF.

   

  P-51D-20, 44-72570, Lt. Ralph S. Gardner/2nd Lt. Chester Jatczak, 457th FS, 506th FG, 20th AF, Iwojima, June/July 1945

  This aircraft was shared by Ralph Gardner and Chet Jatczak, named Fighting Lady on port side and later renamed to Broadway Gal with inscription on the nose. For Chet Jatczak this was Broadway Gal plane No.2, as he flew No.538 also named Broadway Gal previously in June and early July. The aircraft No.538 shot down near Suzuka on July 16, 1945, while being flown by Capt. John Benbow during the strafing of airfields in Nagoya area. He became most probably a victim of Maj. Yohei Hinoki flying a Ki-100. The Broadway Gal inscription style is not known. The original squadron color were green stripes on the tail, replaced by solid green paint after the squadron entered the operation for better visibility.

• Markings for Bf 109F-2 1/72

  Hptm. Hans Hahn, CO of III./JG 2, Saint-Pol-sur-Ternoise, France, July 1941                                                                         

  Hans “Assi” Hahn, a fighter ace and recipient of the Knight’s Cross with Oak Leaves, led the 4./JG 2 from December 1939 and the III./JG 2 from October 29, 1940. A total of 31 victory symbols on the tail of his aircraft were tied to Hahn’s operations on the Western Front. His 31st victory was achieved on July 10, 1941, near Saint-Omer, when he shot down two Spitfires. Beginning on November 1, 1942, he took command of II./JG 54 and led this Gruppe until February 21, 1943, when he was shot down and captured by Soviet forces. Hahn was not released from captivity until 1950, during which he wrote a book about his experiences in prison titled Ich spreche die Wahrheit! (I speak the truth!). Before his capture, he achieved 108 victories, 66 of which were on the Western Front. The rooster’s head painted on his aircraft symbolized the III. Gruppe JG 2’s staff planes and was derived from Hahn’s surname, as “Hahn” means rooster in German. Hans Hahn passed away in 1982, and his wife later remarried the night fighter pilot Wolfgang Falck.

   

  WNr. 8239, Lt. Hans Strelow, 5./JG 51, Bryansk, the Soviet Union, March 1942                  

  Hans Strelow was born on March 26, 1922, in Berlin. In 1939, he voluntarily joined the Luftwaffe. After completing training in February 1941, he was assigned to 5./JG 51. From the start of Operation Barbarossa, he flew on the Eastern Front. He achieved his first aerial victory on June 25, 1941. In January 1942, he was appointed Staffelkapitän of 5./JG 51. On March 24, 1942, he became the youngest recipient of the Knight’s Cross with Oak Leaves. His “Black 10” was painted with white on the upper surfaces during the winter period. The JG 51 insignia was displayed on both sides of the nose. The yellow band behind the cross and the yellow wingtips were identification markings used on the Eastern Front. The victories he achieved were marked on the left side of the tail. On May 22, 1942, Hans Strelow was shot down by a Pe-2 crew and forced to make an emergency landing behind Soviet lines. Fearing capture by the Red Army, he conducted suicide by shooting himself in his head.

   

  WNr. 8165, Hptm. Karl-Heinz Leesmann, CO of I./JG 52, Amsterdam, the Netherlands, June 1941

  Karl-Heinz Leesmann was born on May 3, 1915, in Osnabrück. After completing pilot training with the Luftwaffe, he participated in the French campaign and the Battle of Britain as a member of JG 52. On August 27, 1940, he was appointed Staffelkapitän of 3./JG 52. On May 24, 1941, he became Gruppenkommandeur of I./JG 52. His WNr. 8165 aircraft displayed victories achieved on the Western Front on the port side of the fin below the swastika. Before Operation Barbarossa, I./JG 52 was transferred to the Eastern Front. On November 6, 1941, during combat with Soviet aircraft, Leesmann made an emergency landing near Ruza with a shattered right forearm. After a long hospitalization and recovery, he returned to I./JG 52 in May 1942. In March 1943, he transferred to III./JG 11. On July 25, 1943, while flying a Bf 109G-6, he was shot down during an attack on a B-17 over the North Sea near Heligoland. His body was washed ashore on August 16, 1943, and he was buried in Recklinghausen.

   

  Lt. Max-Hellmuth Ostermann, 7./JG 54, Dugino, the Soviet Union, September 1941

  Max-Hellmuth Ostermann was born on December 11, 1917, in Hamburg. In 1937, he joined the Luftwaffe and became a pilot. His first unit was I./ZG 1, flying the Bf 110s, and he participated in the invasion of Poland. Before the start of the French campaign, on April 7, 1940, he was transferred to I./JG 21. On May 20, 1940, he recorded his first aerial victory. After moving to the English Channel coast, I./JG 21 was renamed III./JG 54, and in April 1941, the unit saw combat in Yugoslavia. Ostermann achieved his ninth victory on April 6, 1941, over Belgrade, shooting down a Bf 109E-3 flown by Karl Štrbenek, who was killed in action. During the early stages of Operation Barbarossa, on June 23, 1941, he shot down two SB-2 bombers. By early September 1941, his aircraft, White 1, bore 25 victory markings on its tail. The sides of the fuselage were darkened with spots of RLM 02, 74, and 70 paints. The nose displayed the insignia of 7./JG 54, and below the windshield was the emblem of III./JG 54. In November 1941, Ostermann was transferred to I./JG 54, and in March 1942, he assumed command of 8./JG 54. On May 12, 1942, Ostermann became the second pilot in JG 54 to achieve 100 victories. During this engagement, he was severely wounded but managed to return to his home airfield. His luck ran out on August 9, 1942, during a confrontation with P-40s. After scoring one victory, a group of LaGG-3 fighters emerged from the clouds. Ostermann’s Bf 109G-2 was hit in the cockpit and crashed behind Soviet lines near Lake Ilmen. He became the first recipient of the Knight’s Cross with Oak Leaves to be killed in action.

• Markings for F4F-4 Wildcat late 1/48

  VMF-441, Nanumea, November 1943

  Marine Fighting Squadron 441 (VMF-441) was formed on October 1, 1942, at Tutuila, American Samoa, from part of VMF-111 and flew F4F Wildcats. By the end of May 1943, the entire squadron moved to Funafuti in the Ellice Islands, followed by another move to Nanumea Base on September 28, 1943. The squadron moved back to Tutuila in December 1943, where it rearmed to the F4U-1 Corsair. VMF-441 was also known as “The Blackjacks”. The unit was credited with a total of 49 aircraft shot down during World War II and was inactivated after the surrender of Japan on July 11, 1946. The Wildcat shown here wore non-standard camouflage with a third shade of Semi-Gloss Sea Blue added to the original older Blue Gray/Light Gray scheme on the upper fuselage and wing surfaces. The nose of the aircraft was decorated with a white “Little Joe” inscription on the left side of the engine cowling with a dice motif.

   

  VC-13, USS Core (CVE-13), August 1943

  The Tacoma-built Bogue-class escort carrier USS Core (CVE-13) was commissioned on December 10, 1942, and named after Core Sound. USS Core operated on the west coast off San Diego, but soon joined the Atlantic Fleet to take part in the bloody war against submarines with TBF-1C Avengers and F4F-4 Wildcats on board. Core’s first combat cruise in the Atlantic lasted from June 27 to July 31, 1943, during which VC-13 hit a pair of submarines. USS Core and VC-13 scored a total of four submarine kills by the end of 1943, helping to end the good times of the German U-boat fleet. The Wildcats on USS Core carried combination of colors from the factory blue-grey NS through light grey NS as well as both the then-new ASWN I and II schemes designed for the Atlantic. The aircraft shown, with the black identification number 3 on the rudder, had a three-tone camouflage, i.e. ASWN I scheme, and was sporting red outlined insignias. These were repainted with Insignia Blue in September 1943.

   

  VGF-29, Lt Cdr John T. Blackburn, USS Santee (CVE-29), November 1943

  John Thomas Blackburn (born January 24, 1912) became first commanding officer of famous VF-17 Jolly Rogers Squadron flying F4U Corsairs. Prior to that, he had managed to achieve fame and ace status with Wildcats. He graduated from the US Naval Academy in 1933 and served as flight instructor when the USA entered the war in 1941. Although anxious to get to combat, he was relegated to fly Buffalos in Miami and had to apply several times for assignment with combat unit. He was tasked to set up VGF-29 as its CO on the new escort carrier USS Santee. After the pilots acquainted themselves with Wildcats at Pungo, Virginia, the Squadron embarked aboard USS Santee in October 1942 to participate in Operation Torch. The first combat was a disaster, as pilots could not find the target due to poor weather. More to it, damaged homing equipment aboard Santee forced them to ditch or force-land their Wildcats. Blackburn himself floated adrift in a life raft for three days before he was rescued by a destroyer. Shortly thereafter, Blackburn was ordered to set up a new unit, the VF-17, the second squadron to fly F4U Corsairs in combat. Blackburn achieved 11 victories in WWII and became Commander Air Group of CAG 74 aboard the new USS Midway (CVB-41) in 1945 and he commanded the ship from 1958 to 1959. After the war he worked at the Pentagon and was one of the first jet pilots in the Navy. He retired in 1962 and began growing wine grapes and raising the Golden Retrievers in California. He died on March 21, 1994.

   

  VMF-111 (121), 2Lt. Thomas Mann, Samoa Spring 1943

  Marine Fighting Squadron 121 (VMF-121) was activated on June 24, 1941 and adopted the nickname The Green Knights. They began combat operations with F4F Wildcats, which they changed for F4U Corsairs later. They took part in the battle for Guadalcanal starting October 1942 and also fought from the forward air bases on Bougainville and Emirau. On September 15, 1944, the Green Knights landed on Peleliu and were fighting from this base until July 25, 1945. The unit was deactivated on September 9, 1945. During the war, fourteen pilots of VMF-121 became fighter aces, and the whole unit downed 208 Japanese aircraft, 165 of them while flying Wildcats. Marine Second Lieutenant Thomas H. Mann, Jr., moved to VMF-121 from VMF-224 and became an ace in the fighting over Guadalcanal with five victories on his account. On November 11, 1942, he took off with others to intercept a formation of Japanese Aichi Type 99 bombers. He managed to shoot down three of them prior to being shot down and lost seven teeth in landing on water, which added the pain to his wound he suffered from enemy fire. Mann managed to reach the beach of a small island in the Tulagi archipelago and got back with the help of natives in a canoe. At the end of the WWII, he amassed ten aerial victories.   

• Tail End Charlie

  Detail of the symbols representing the victories achieved by the pilots of the Czechoslovak 310th Fighter Squadron of the RAF on Hurricane Mk.I “NN-D” (P3143). The four victories indicate the aircraft is depicted as it appeared on September 7th or 8th, 1940. Up to , that point, two victories had been recorded by F/Lt. G. L. Sinclair, and two more by Sgt. Bohumil Fürst. Later in September, additional victories were achieved by P/O Stanislav Fejfar, Sgt. Eduard Prchal, and again by Bohumil Fürst.

  
  

  About Swastikas and more…

  Text: Jan Bobek

  
  

  In the October 2024 issue of INFO Eduard magazine, I published an article about an international aviation gathering commemorating the 80th anniversary of the air battle over the Ore Mountains. This historic event, which took place on September 11, 1944, saw the 100th Bomb Group—nicknamed the "Bloody Hundredth"—suffer some of the heaviest casualties in its history. If you have a moment, I’d be delighted if you could read the article.

  The gathering in the Czech township of Kovářská was well attended, attracting a large number of participants, many of whom were members of the public from neighboring Germany.

  During a visit to the local museum, which is dedicated to the air battle, an interesting situation unfolded. A group of German visitors stopped to examine the nose art of a B-17 bomber, which displayed symbols of aerial victories in the form of swastikas. Mistakenly assuming the aircraft to be German, they asked the museum staff about its origins. To their surprise, they were informed that it was an American bomber and that the swastikas represented victories against the German Luftwaffe. The visitors were visibly taken aback, as they had naturally assumed that any aircraft bearing swastikas must, of course, be German.

  I believe that the vast majority, if not all, of the readers who engage with my text are so well-versed in aviation and military history that such a question would never cross their minds. Many might even shake their heads at the museum visitors' lack of understanding.

  That said, I assume our German readers can understand the context of this situation. In Germany, the display of the swastika has been strictly regulated under the Criminal Code for many years. In simple terms, its use is permitted for religious purposes (as it is, for instance, a Hindu symbol) or in connection with the history of the Third Reich, such as in historical photographs, period film footage, feature films, and educational materials (this is a simplified list).

  Hurricane Mk.I, P3143, No. 310 (Czechoslovak) Squadron, RAF Duxford, Cambridgeshire, United Kingdom, September 1940.

  
  

  However, the swastika cannot be displayed in Germany on newly created items that could, in any way, be used to promote the Nazi regime. While I understand the reasoning behind this restriction, it does pose challenges for historians and illustrators, particularly when creating new depictions of military equipment.

  After several generations in Germany since the Second World War, the swastika has become a kind of taboo, strongly associated with the Nazi period—a subject the public often prefers not to delve into too deeply. The historical guilt of the German people for the atrocities committed under Hitler's regime in the 1930s and 1940s is heavily emphasized in the school curriculum, even extending to geography classes. As a result, German society has reached a point where the sight of a swastika automatically triggers the assumption that it represents and promotes the Nazi regime and likely constitutes a violation of the law.

  This perception extends to situations where a layperson encounters symbols unrelated to Nazism, such as a Finnish aircraft bearing a blue swastika, a Latvian plane with a red swastika, or an American infantryman’s helmet from the First World War featuring a swastika painted as a good luck charm. Similarly, a Spad biplane fighter adorned with a red swastika can lead the uninformed observer to mistakenly conclude that these symbols are tied to the Nazi era.

  Adolf Hitler adopted the swastika as a symbol of his political party in 1920. Werner Voss and his Albatros D.III from Jasta 2, which featured a swastika on its side in 1917, could not possibly have had any connection to Hitler’s use of the symbol. At that time, that "damned Austrian non-commissioned officer" of the Bavarian army was still running around in the trenches as a liaison.

  However, this historical nuance is irrelevant to the average layperson in Germany. Imagine someone in a German shop coming across a model of a First World War Spad fighter plane from the American volunteer Escadrille Lafayette, featuring a swastika on its side. It is quite likely they would report it to the police. The police, uninterested in the historical context or the fact that the plane bears French cockades, would have to follow procedure by gathering evidence for an investigation. This involves confiscating the goods and commissioning expert reports.

  After a year of investigation, the goods would be returned, often in a slightly worse condition, along with a statement concluding that no law was violated, as the product has no connection to the Nazi regime. By this time, however, the shop might have already gone out of business. While hypothetical, similar cases have indeed occurred in Germany.

  None of what I’ve described may resonate well with history enthusiasts, but it reflects the reality of the German marketplace for manufacturers and retailers. For this reason, we avoid displaying swastikas on products intended for the German market, even when depicting subjects like German aircraft from before the NSDAP era or items with no connection to Germany at all.

  As a result, you won’t find swastikas representing victory symbols against Nazi airmen on decals in kits for Mustangs, Spitfires, or other aircraft destined for our German distributors. It’s an absurd situation, but the risk of denunciation by an uninformed public is simply too great to ignore.

  This measure significantly complicates our production process. While we hope to consult with the German Chamber of Commerce regarding swastikas that are unrelated to the Nazi regime, I am unsure if such efforts will lead to any meaningful resolution. The caution exercised by our German distributors will likely outweigh the benefits of any legal clarification, and even the Spad from Escadrille Lafayette will lose its battle with the German general public.

  Images from the IWM collections show famous aces Robert S. Tuck (photo no. 1), Eric S. Lock (no. 2), and the Hurricane Mk.I coded NN-D (P3143) aircraft (no. 3) being serviced by Czechoslovak mechanics. All aircraft feature victories marked in the form of swastikas. Currently, aircraft model kits on the German market cannot include swastikas, even as symbols of aerial victories in the fight against the Nazi regime. This leads to sometimes absurd connections, for instance, Robert S. Tuck was of Jewish origin. Strangely, this biographical detail was erased from English version of Tuck´s Wikipedia page. 

  
  

  Unfortunately, this approach results in complaints from customers in other countries who receive kits from German dealers with decals that have been self-censored in this way.

  In this context, I must also express my dismay at the opposite extreme. For instance, in the United States, it is possible for someone to march in a demonstration wearing a T-shirt or carrying a flag bearing a Nazi swastika without facing consequences. In my country, and rightly so, such behavior would swiftly lead to arrest, prosecution, and punishment. I am confident that no American soldier who served in World War II would disagree with me. Promoting a regime responsible for atrocities like the slaughter of American prisoners at Malmedy, not even speaking of the rest, has nothing to do with freedom of speech.

  Unfortunately, the German perspective on the display of the swastika is increasingly influencing other EU countries. For example, the Czech Criminal Code has been mirroring German legislation on this matter for several years. We do not yet know whether the interpretation of the law will be identical, nor do we know how law enforcement authorities will handle it. Nevertheless, we foresee significant risks in the future, which is why we are taking precautions and removing swastikas as distinctive markings in our kits.

  If Germany succeeds in thoroughly eradicating the swastika from public spaces, it will paradoxically represent a form of "final victory" 80 years after the war. Not only will historic German machines lose their obvious Nazi-association, but the Allies' victories over the Nazis will also fade from public recognition. In effect, we risk erasing the record of the Allied triumph over the Nazi regime from history.

   I believe that European countries, particularly Germany, should focus on more pressing issues than the strict regulation of the swastika, which has led to the kinds of misunderstandings and complications described earlier. To explain what I mean, I will quote several prominent figures on the topics of Russian aggression and Islamic extremism.

  To clarify my point, I’d like to reference the insights of individuals more qualified than I am, particularly when comparing their expertise to my own 20 years of experience in management positions across several countries. My career includes working in an international consulting and engineering firm headquartered in the Netherlands, with a parent company in Germany, half of my colleagues based in the Gulf region and my own team including members in Russia.

  One critical issue that demands attention is Russia and the multifaceted war it is waging against the West, Ukraine, and other countries through various means and with varying levels of intensity. Notably, Russia likely holds the record for the largest number of neo-Nazis within its borders, and in the early months of its invasion of Ukraine, it sought to mask its colonial aggression with rhetoric about fighting Ukrainian Nazis and fascists. This observation is not meant to downplay the existence of neo-Nazis in Ukraine or other European countries.

  British General Sir Alexander Richard Shirreff, who served as Deputy Supreme Allied Commander Europe from 2011 to 2014, published a book in 2016 entitled "2017: War with Russia: An Urgent Warning from Senior Military Command." In this historical fiction, he described a scenario in which Russia in 2017 militarily occupied eastern Ukraine, established a land link with occupied Crimea, and then invaded the Baltic states, threatening to use nuclear weapons. At the same time, Shirreff warned of the unpreparedness of British and European military forces for such a scenario.

  At the time of the book's publication, Shirreff was considered by some critics to be greatly exaggerating and risking his reputation. However, some reviewers were of a different opinion. General Wesley K. Clark, former Supreme Allied Commander Europe (1997-2000) wrote about the book: "A must read for anyone engaged in national security policy. Shirreff's warnings-veiled as fiction-ring with authenticity, rich in technical details and insight." Adm. James G. Stavridis, U.S. Navy, who twelve years later held the same position as Clark, summed up his opinion of Shirreff's warnings succinctly, "You fail to read this book at your peril."

  Unfortunately, history has shown that Shirreff was more or less mistaken only in the timing of Russia’s long-prepared invasion operation. The fact that the Baltics were not invaded is likely due to the resilience of Ukraine’s defenders.

  When Shirreff’s book was published, he stated, among other things, “I think it is the duty of senior soldiers engaged with politicians not to think like politicians, not to make life easy for politicians, but to lay out the military consequences of political decisions. And I sense that is something that has got blurred in recent years.”

  Regarding this "blurred picture," specifically the Russian threat to Europe, Politico quoted Poland's former foreign minister, Radoslaw Sikorski, in March 2022. Sikorski, who is married to Pulitzer Prize-winning author Anne Applebaum, remarked, “The Western Europeans pooh-poohed and patronized us for these last 30 years. For years [they] were patronizing us about our attitude: ‘Oh, you know, you over-nervous, over-sensitive Central Europeans are prejudiced against Russia.’”

  I believe that Western European security and military forces, including those in Germany, have experienced an uncomfortable awakening about Russia in recent years. However, I cannot shake the feeling that they need to significantly increase their efforts, particularly in arms production, which should not be impeded by banks or politicians. Russian power structures are highly experienced in influence operations and maintain numerous supporters among European extremists and neo-Nazis. Russia is already waging a form of war against us, yet it seems that Europe remains hesitant to fully acknowledge the reality of the situation.

  In the spring of 2022, during a conversation with a senior executive at one of Germany’s largest automotive manufacturers, the director laughed when the topic of Russia’s invasion of Ukraine came up. He claimed that Russia was not the enemy and that Germany’s real rival was the United States. Fortunately, over the past two years, I have seen considerable evidence that the perspective within German industry has shifted, with the compass turning back toward the West and away from Moscow.

  Undoubtedly, this shift has been influenced by the courageous resistance of the Ukrainians, which starkly contrasts with the collapse of the Afghan armed forces during the rushed withdrawal of the U.S. and its allies from Afghanistan.

  The second issue that Germany and other Western European states should address with a renewed approach is the risk highlighted in 2017 by the then Foreign Minister of the United Arab Emirates, His Highness Abdullah bin Zayed Al Nahyan at the Tweeps conference:

  "And let me say this in English so you can understand what I am saying.“

  Compere: „I have translation.“

  „No, I know you have translation, I just want to make sure you get it right… There will come a day when we will see far more radical extremists and terrorists coming out of Europe because of lack of decision making, trying to be politically correct or assuming that they know the Middle East and they know Islam and they know the others far better than we do. And I'm sorry, but that's pure ignorance."

  
  

  One final thought: what is more dangerous—a swastika painted on a model of a historic aircraft, serving as a reminder of the horrors of a war from which we all unequivocally dissociate ourselves, or people waving flags and shouting slogans calling for genocide, without even pretending to dissociate from the atrocities of recent years?

  I sincerely hope that, in the years ahead, European politicians, authorities, and citizens can move beyond ignorance, "blurring," and political correctness when addressing the issues that genuinely threaten Europe.