02/2023

Dear Friends, Welcome to the February Newsletter! The Nuremberg Toy Fair started yesterday. After a two year hiatus, we are coming back to Nuremberg, and as hard as it may be to believe, we have no idea of what to expect

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  INFO Eduard

  # 156

  e-magazine FREE Vol 22 February 2023

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  INFO Eduard

  # 156

  e-magazine FREE Vol 22 February 2023

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  eduardeduard

  FEBRUARY 2023

  CONTENTS

  EDITORIAL

  KITS

  BRASSIN

  PHOTO

  -

  ETCHED SETS

  BIG ED

  BUILT

  ON APPROACH

  –

  March 2023

  TAIL END CHARLIE

  HISTORY

  BOXART STORY

  A6M3 Zero Type 22 ProfiPACK 1/48

  HIND E Limited 1/48

  Spitfire Mk.VIII Weekend edition 1/48

  Fw 190A-8/R2 ProfiPACK 1/72

  Fokker D.VII (OAW) ProfiPACK 1/48

  Bf 110E ProfiPACK 1/48

  Fokker D.VII (OAW) 1/48

  SE.5a 1/48

  F-104G 1/48

  A6M2 Zero Type 21 1/48

  P-38F 1/48

  Eager El

  The Story of Col. Elwyn Righetti

  Searching for the lost ships with Paul Allen

  Five Sullivan brothers perished on the cruiser Juneau

  Air war over Ukraine

  Drones against strategic bombers

  Black Tuesday

  Morotai Mutiny

  Markersdorf Raid

  You won’t get me!

  Hot wasp summer

  4

  6

  26

  32

  58

  76

  80

  86

  94

  111

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

  Mírová 170, Obrnice 435 21

  support@eduard.com www.eduard.com

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  EDITORIAL

  Dear Friends, Welcome to the

  February Newsletter!

  The Nuremberg Toy Fair started yesterday.

  After a two year hiatus, we are coming back

  to Nuremberg, and as hard as it may be to

  believe, we have no idea of what to expect.

  It’s like going back in time thirty-two years,

  to the beginning of the nineties, when we

  set out on our first such trip with six bags

  of photoetched sets with the belief that we

  would conquer the modelling world with

  them. As it tends to be with such conque-

  rors, the beginning ended up not particu-

  larly dazzling. No one much talked to us at

  the other stalls and we were often politely

  shown the door. With two notable excepti-

  ons. Mr. Ono of the Japanese firm Beaver,

  and Chuck Harransky with Jerry Campbell

  from the Texas based Squadron Signal, all

  of which gave us several hours of their

  attention and patiently worked towards an

  agreement with us. To this day, I am extre-

  mely grateful for their efforts and long term

  friendships, and I acknowledge the fact that

  without these fine gentlemen and their atti-

  tude towards us, Eduard would not have

  become what Eduard now is. We left the ex-

  hibition hall quite a bit of time after it had

  actually closed with the feeling that the long

  trip and the expended effort was for some-

  thing instead of a waste of time and that su-

  ccess was an attainable concept. As you can

  well guess, the road was not a smooth one,

  and at times the dejection was intense and

  incredibly discouraging, but ultimately, the

  success began to manifest itself, slowly but

  surely. Over all of the years that followed,

  we attended the fair annually and we grew,

  as did the Fair and its venue, and experien-

  ces grew along with them.

  In 1993, we brought home the Model of the

  Year award, which neither I nor Karel Padar

  had any idea we were getting. It was thanks

  to the efforts of Mr. Lacina , the long-term

  editor of Modellfan magazine, who made the

  effort back then to locate us in that massive

  labyrinth of stalls. He took us aside and

  presented us with the award in all its glo-

  ry. This was in front of the Squadron Signal

  table where two years prior we were able

  to secure our first international agreement

  and become the first of the former Eastern

  Bloc countries to receive a Model of the Year

  award from Modellfan. It was by a bit of a

  miracle that I got it home at all. I almost lost

  it among the toilets in the basement of the

  exhibition hall, when its case fell from my

  toilet roll tray. After hitting the floor, it ope-

  ned for a fraction of a second and a bronze

  medal came out through the opening, boun-

  cing and pinging between the toilet to end its

  journey in the only occupied stall between

  the shoes of a gentleman sitting there, who

  evidently had no intention of leaving anytime

  soon. It was probably a shock for him, I don't

  know what I would do if a mysterious white

  box landed between my feet at that particu-

  lar moment. I lay in wait for him behind the

  entrance to the toilets for a good fifteen mi-

  nutes, after which his head appeared, looked

  around both sides of the corridor, and a man

  with a medal in his hand emerged. I stopped

  him with the question ‘Is that yours?’, and

  after a surprised ‘No, it's not’ , I replied ‘So

  it's mine’. The medal was returned to its ri-

  ghtful owner. But the war was not yet won.

  At the bend above Ohří river just before the

  village of Damice, for the first and hopefully

  the last time, I spun out in a Škoda pickup,

  which, after leaving the road, jumped over

  a fence of a cow pasture, only to roll back

  onto its wheels after hitting the roof and,

  breaking an axle, coming to rest just before

  a forest. There were no mobile phones then,

  so Karel and I took the medal, stopped a

  passing car and went to get help. When we

  returned, we found the car had been bro-

  ken into and stripped of its wheels. Well, the

  nineties in the Czech Republic were rough.

  At that time, the Czech Republic was barely

  a month old, and the disintegration of Cze-

  choslovakia was accepted by many of its ci-

  tizens with embarrassment and uncertainty

  as to what they could expect from further

  developments. After thirty years, I dare say

  that the result are looking very promising

  for both Eduard and the Czech Republic.

  In any case, we were at the Fair for some

  very important historical events. The birth

  of the Czech Republic for one, her entry

  into the Schengen Group and the elimina-

  tion of border crossings, which has really

  served to ease our lives. I will never forget

  the tragedy of the Space Shuttle Columbia,

  which occurred exactly twenty years ago on

  February 1st, 2003. I was coming home from

  Nuremberg that day and the goodbyes with

  our American friends are seared into my

  memory and will be til the end of my days.

  There were happier days, like when we all

  wore some form of motif in support of the

  presidential bid for Karel Schwarzenberg,

  although it apparently didn’t help much, and

  the following ten years were spent under

  the extravagant government of Milos Ze-

  man, and today, shortly after the last pre-

  sidential election, we leave for Nuremberg

  with the belief that better times lay ahead

  with a better and more respectable presi-

  dent.

  In 1995, we finally had our own table at Nu-

  remberg, the first Czech model company to

  do so since the old Kovozavody Prostejov.

  We were on a waiting list, and the cha-

  llenge was to be able to react to the phone

  call we got on the morning of the first day

  of the fair by coming to the event and se-

  tting up a table by evening. Our spot was in

  the improvised inflatable exhibition hall full

  of Chinese vendors, the way to which was

  a temporary wooden sidewalk over a muddy

  construction site, and no one even knew we

  were there. But Mr. Ono found us neverthe-

  less, just as he had done in 1991. We were

  introducing our Tempest and Yak-3 at the

  time, our first World War Two kits following

  a series of WWI subjects, eventually leading

  us to the quality of our current crop of re-

  leases. A year later, we had our table in the

  new Hall 7A, and were not absent until covid

  in 2020 when the gates of the Nuremberg

  Toy Fair remained closed for the first time

  since the Second World War.

  This year, in a way, it’s a new beginning.

  Among other things, I expect this year to

  have a painfully low number of attendees, at

  least in our field. For some years, it was dif-

  INFO Eduard4

  February 2023

• Page 5

  ferent, and there were a growing number of

  Czech, Polish, Russian and Ukrainian firms.

  Somewhere around 2015, the trend began to

  reverse itself. Perhaps, this could be partia-

  lly blamed on the expansion of the fair from

  four to six days, which, under the pressure

  of protests from attending companies, was

  reduced in a compromise to five. Certainly,

  there will also be the factor of the greater

  expense required to cover a longer event

  and the rise in the costs of basic fees and

  services that have crossed into uncomfor-

  table levels. In the noted timeframe to 2019,

  our expenses for attending Nuremberg eve-

  ry year rose to some $50,000US, and that’s

  a price you begin to take into consideration

  irrespective of good memories and the be-

  lief of its positive effects on your business.

  A silver 25th participation medal will have

  no effect. It’s much like a display Pour le Me-

  rite , but if you have the sense that some-

  thing is wrong, it won’t bring you much plea-

  sure. And then, when you conduct a bit of

  research amongst retailers and journalists

  and learn that two-thirds of the regulars

  won’t be coming, you start to look for a way

  out. We ended up coming to an agreement

  with our colleagues at Special Hobby regar-

  ding the sharing of a table. It will be a third

  smaller than our pre-covid table. We are

  also reducing our staff, and we are rotating

  them such that the largest concentration of

  people at our table will be from Thursday to

  Saturday. Even so, we will do our best to be

  of interest to our visitors. The Special Hobby

  table, like ours, has for many years been

  a traditional meeting place and we have

  always endeavored to provide optimum

  conditions for negotiating. If you come by,

  you can count on our traditional hospitality,

  friendliness and willingness to share infor-

  mation. I believe that the same can be said

  of all five of the other manufacturers that

  will attend the Toy Fair, waving the banner

  of our field!

  February New Releases

  I had already touched on the February re-

  leases in January’s newsletter. So, just to

  quickly reiterate, the main item of interest

  is the Limited Edition kit of the Hind E in

  1:48th scale with a Jaroslav Spacek publica-

  tion. Also interesting will be the ProfiPACK

  Fokker D.VII (OAW), as will be the A6M3 Mo-

  del 22 Zero, and both February Weekend

  kits, the 1:48th Spitfire Mk.VIII and 1:72nd

  scale Fw 190A-8/R2 Sturmbock. In Febru-

  ary, the Bf 110E in 1:48th scale also makes

  a long awaited return to our range.

  Among accessory sets, I would like to point

  your attention to the 3D printed F4F-3 Wild-

  cat engine (Eduard 1:48th) and the elegant

  wicker seat for the 1:32nd Sopwith Camel in

  the Brassin line. Among photoetched sets,

  I’d point out the sets for the Airfix Anson and

  the Kinetic F-16C (both 1:48th). In the case

  of the F-16, we are also offering two mask

  sets, one classic and the other two-sided

  T

  -

  Face. Among the masks, you’ll also note

  the first set for masking the RAM panels on

  the F-35A. This set diverts a little from our

  usual mask assortments, and masks for

  treating surfaces have not been offered by

  us in some time. This set is also made from

  a different material, which is not a cost-

  -saving measure, but rather because this

  black material is better suited for this pur-

  pose. This set is designed for seven aircraft

  derived from the marking options in the

  Tamiya kit, and covers newer aircraft with

  a simpler structure of these panels. In

  March, a similar release will be available,

  but with a significantly more complex set

  of RAM panels of the older variety, suitable

  for Japanese and American aircraft that are

  covered in the kit. Among today’s releases,

  we also have two classic canopy mask

  sets. I think it is also worth pointing out

  the sets for 1:35th scale tanks, one for the

  A-34 Comet by Tamiya and two sets for the

  Jagdpanther Ausf G1 from Academy. Other

  news, including those covering seven new

  Space sets, can be seen described amongst

  February releases below.

  Articles

  In today’s issue of the newsletter, you will

  find an article about Elwyn Righetti by Ri-

  chard Plos. The search for sunken ships

  continues this month with Paul Allen and

  from Mira Baric, we have his article about

  shipwrecks around Guadalcanal and also

  his 11th installment reporting on the air

  war over Ukraine covering drone usage

  against bombers. After a short pause, we

  have Jozef Blazek describing another class

  of aircraft. Four of the five Boxart Stories

  are written by Jan Bobek, and they cover

  the boxart for the A6M3 Model 22 Zero, the

  Bf 110E, the Fw 190A-8/R2 and the Spitfire

  Mk.VIII kits. The fifth Boxart Story was also

  written by Richard Plos and covers the Fok-

  ker D.VII (OAW). Richard prepared this kit for

  production. I consider the marking option in

  it, which also is Richard Plos’s work, as is

  the story itself, to be very impressive from

  a modelling, design and historical per-

  spective. I think you will agree!

  As long as nothing unexpected comes

  up, today’s newsletter is being published

  using Triobo. Perhaps some will think this

  is something odd and non-conformist, as

  new things are often seen, and if someo-

  ne should find themselves feeling that way,

  I would ask for your understanding, pati-

  ence and leniency. Give it some time, and

  I think you’ll find Triobo to your liking and

  that it brings more pluses than it presents

  minuses. And that’s a good attitude in toda-

  y’s stormy times that goes well beyond the

  reading of a newsletter.

  Happy modelling

  Vladimír Šulc

  INFO Eduard

  5

  February 2023

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  HISTORY

  EAGER ELEAGER EL

  THE STORY OF COL. ELWYN RIGHETTI

  Text: Richard Plos

  INFO Eduard6

  February 2023

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  Photo: Family collection via Jay Stout

  Righettis’s combat career had been short-

  -lived but intense. His arrival in England at

  the beginning of September, 1944 was not

  easy. His rank of Lieutenant Colonel was

  indicated on his uniform, but no ribbons

  were displayed testifying to any combat

  commitments. He was a greenhorn with

  the rank of a senior officer, equivalent

  to at least a squadron commander. He

  was also 29 years of age, older than the

  average active fighter pilot. All of this had

  its reasons. He was a flight instructor, and

  one of the best available to the Air Corps

  at that. For this fact alone, his requests

  to be assigned to a combat unit ended up

  in the trash bins of his superiors. By the

  time he finally did go into combat, he was

  a seasoned pilot eager to contribute to

  the defeat of Germany. In fact, his was so

  eager that he earned the nickname “Ea-

  ger El”. He got his first kill on his second

  combat mission. But for this quality and

  the associated impetuousness that he

  displayed, he was seriously reprimanded.

  But he was a quick study, too. It did not

  take long for him to reach ace status and

  not just for kills in the air. He was also

  extraordinarily effective in wiping out

  ground targets. In this regard, there was

  no one better far and wide….

  And then came his thirtieth birthday, on

  April 17, 1945. This was accompanied by

  more heavy bomber escort missions and

  the search for air and ground targets of

  opportunity on the return flights. Righe-

  tti and his wingman, Capt. Carroll Hen-

  ry, attacked an airfield at Riesa with an

  inviting line of enemy fighters parked

  on it. He was making his fourth or fifth

  pass and was running low on ammunition

  when his Mustang, adorned with artwork

  of an attractively slender grasshopper

  with the name “Katydid”, shuttered under

  the explosion of flak. He conducted one

  more pass with his Mustang losing coo-

  lant and oil pressure before looking for a

  place to “park it”. The forced landing was

  successful, and he radioed to Henry that

  aside from a busted nose, he was OK. That

  was the last anyone heard from him…

  Swiss, or More Accurately, Italian Roots

  The Righetti family hailed from the Italian

  speaking Swiss canton of Ticino. His gran-

  dfather on his father’s side, Francesco

  Robertino Righetti settled in San Luis

  Obispo, California, in 1873. At the time, this

  town had a little over 2,000 inhabitants,

  including a sizeable Swiss community.

  Francesco worked as a farmhand until

  he had saved enough money for a small

  ranch of his own not far from Edna Valley,

  where he gradually purchased property

  around his. He married Erminia Bonetti

  and she gave birth to a son Guido in 1882,

  and three more children subsequently.

  Guido helped expand the family’s dairy

  farm and graduated from Armstrong Bu-

  siness College, and after several years in

  the oil industry, he returned to the family

  farm. He married Elizabeth Mary Renkert,

  a woman with a French and Swiss bac-

  kground. Their first child, Elizabeth, was

  born in 1913, and a year and a half later, on

  April 17, 1915, Elwyn was born to them, fo-

  llowed by another four children after that.

  Elwyn Righetti was then a farm child with

  French and Swiss blood. His childho-

  od and young adult life centered around

  cows, stables, farm equipment and eve-

  rything else associated with a hard farm

  life. As his brothers and sisters, he hel-

  ped out on the farm in any way he could,

  though he did not see his future there,

  despite having earned an advanced de-

  gree in cattle breeding from the California

  Polytechnic College. He was a very lively,

  temperamental youth. The school paper

  “El Rodeo” from the time confirms Elwy-

  n’s active participation in extracurricular

  and social activities. His two year study

  in the field came to an end in 1935, at the

  height of the Great Depression when it

  was very difficult to find meaningful work.

  He worked as a truck driver and also as

  a sales rep for dairy companies. He also

  tried his hand at selling real estate and

  cars at a local Buick dealership. His life

  almost came to an end on September 9,

  1938, when the twenty-three-year-old

  Elwyn nearly drowned when, along with

  hundreds of other men, he tried to fish

  out of the sea free firewood that had been

  thrown overboard by a stranded merchant

  vessel. Unconscious and on the verge of

  hypothermia, he was rescued, but it was

  a very close call …

  A New Passion

  At that time, he had already developed

  a keen interest in aviation, partly fed by

  the frequent and well publicized esta-

  blishment of records for endurance or

  speed flights. However, an hour of fli-

  ght training at the time cost some seven

  dollars, and that was akin to a two day pay

  for a laborer. At the aforementioned Buick

  dealership, Elwyn was promoted to head

  HISTORY

  Tens of thousands of Allied airmen were discovered at the

  end of the Second World War in internment camps set up to

  hold them. They were known as Stalag Lufts, and the airmen

  freed from them at the end of the war immediately began wri-

  ting letters home expressing their yearning to return to their

  loved ones. Such a letter was eagerly anticipated from Elwyn

  Righetti, or at least some news about him, by his family at the

  family farm in San Luis Obispo, California. All they knew to

  that point was that he had been shot down, crash landed, and

  survived the event. Three weeks had passed from then and

  the war ended, and they were still waiting. They waited for

  months, and the months turned into years. No news or any

  hints regarding his disappearance have come to this day. Lt.

  Col. Elwyn Righetti, Commanding Officer of the 55th Fighter

  Group, disappeared not far from Riesa without a trace….

  The Righetti family circa 1936. From left to right, Doris, Elwyn, father Guido, Elizabeth, mother Elizabeth, Ernie,

  Maurice and Lloraine.

  INFO Eduard

  7

  February 2023

• Page 8

  Photo: National Archives

  of used car sales, and this guaranteed

  him a steady income from which he could

  divert funds to flight training. He dove in

  at an airfield not far from the town of San

  Luis Obispo, and he also flew out of the

  nearby Hancock Field at Santa Maria. And

  flying invigorated him. “He loved flying

  more than anything else, even more than

  hunting” his sister Doris would recount

  later1). In the summer of 1939, he got his

  private pilot license and took advantage

  of every opportunity to fly. It was clear to

  him that this would not, however, provide

  him with enough hours to make him a pro-

  fessional airline pilot. He also knew that

  another possibility lay with the military, at

  the time the United States Army Air Corps

  (USAAC). That meant four years of uni-

  versity level study. For Elwyn, that would

  have meant another two years of school,

  for which he did not have the funds. It lo-

  oked as though he would have to abandon

  his dream of being a pilot, when a major

  twist of fate came along. The developing

  political climate forced the Army to lower

  its requirements for pilot acceptance to

  just two years of university level educa-

  tion, provided they pass entry exams. And

  Elwyn passed!

  His family had hoped for his return to the

  farm, and eventual partial inheritance of

  it, but Elwyn, to the contrary, was happy

  to be able to separate himself from it al-

  together. According to his brother Ernie,

  he wanted nothing to do with farming. His

  head was in the clouds …

  Into the Army!

  At the beginning of December, 1939, Elwyn

  Righetti recorded in his log: “Mr. Prescott

  told me today that if I continue to go as

  I have been, I’ll be at the top of my class

  when I get out of here.”1) It can be said that

  Righetti himself was satisfied with his pro-

  gress.

  Bob Prescott was an instructor with Ryan

  School of Aeronautics in San Diego, one

  of nine civilian flight schools that trained

  young cadets for the USAAC. There were

  some three thousand of these in the world,

  and Major General Henry Arnold, Chief of

  the Air Corps, wanted many more than

  that, in the light of the German invasion

  of Poland and it’s division with Germany’s

  ally, the Soviet Union. Righetti, along with

  his thirty-six classmates, were among the

  first of almost half a million men trained

  during the course of the war.

  After basic training and with high praise

  from his superiors, Righetti was sent to

  Randolph Field in Texas in February, 1940.

  There, he would further train on the PT-13

  Kaydet biplane and then the low wing BT-9.

  He fell in love with the latter. The almost

  two tons beast with a 400hp engine was

  something different than he had come in

  contact with till then. His flying skills, once

  again, served him well, including at night,

  though his instructor did chastise his al-

  most too frivolous attitude. But even that

  wouldn’t stand in his way, and after his

  post-forty hour flight test, he would write

  home, boasting that “I did manage to get a

  very good grade on my forty-hour check,

  so I’m practically a cinch to graduate. It’s

  figured here that once we get by that, we

  are as good as through. I was the second

  in the class to pass it, so out of two hun-

  dred men, that’s pretty good”.1)

  From Student to Instructor

  In April, 1940, Righetti completed his basic

  training and was assigned to Kelly Field,

  where advanced training awaited on the

  At-6 Texan. Again, he was among the best

  in his class, which foreshadowed his fu-

  ture. Plans for any significant expansion

  would not be viable without thousands of

  new instructors, who would, in turn, turn

  out tens of thousands new pilots. It was

  logical to select the best of the best from

  each discipline to become instructors.

  Group 40D, to which Righetti belonged,

  completed its training on July 26, 1940.

  Two hundred graduates received their

  wings and were elevated to Officer status.

  Righetti was pleased to learn he would be

  a flight instructor.

  He was assigned his first group of cadets

  for training on BT-145s in mid-August,

  1940, and he described them in a letter

  home thus: “I now have a full-fledged

  class of cadets: Cobeaga, Hayes, Stockett

  and Pound—two of them poor, and two of

  them worse. I had hoped for a little na-

  tural talent to start out with, but no such

  luck. These mugs will give me something

  to work on, however, and since my cap-

  tain knows they’re punk, if I can do some-

  thing with them, it will be very much to

  my credit.”1)

  Perhaps, they were not as bad as all that,

  and later, Righetti wrote: ‘I soloed them all

  yesterday and today, but I’m scared every

  time they go out that someone will bring

  me back a little, old, orange piece of alu-

  minum and say, “Sorry sir, this was all we

  could find.”1)

  A Secret Wedding

  While Righetti was settling into his role as

  an instructor, the Battle of Britain was re-

  vving up. On January 18, 1941, he married

  the small, dark-haired and intelligent

  Edith Cathryn Davies. The two married

  after a relatively short courtship, without

  any external pressures that would be for-

  ced on them by, for example, a pregnan-

  cy. The two married without the presence

  of family or with much fanfare. The name

  Edith was never used much by the newly-

  wed, but her middle name did spawn se-

  veral nicknames. She was known as Kate,

  Katie and Kakie, and also Katydid … At the

  time, Elwyn likely had no idea that the

  last of those would be the name he would

  have applied to his Mustang, and that it

  would be complemented by a rendering of

  a grasshopper, the connection being that

  the katydid is an insect that is related to

  the grasshopper and cricket.

  The young couple settled in the offi-

  cer housing facility at Randolph, which

  Cathryn gradually improved, but Righe-

  tti’s quiet and predictable life instructing

  young cadets began to bore him. His

  thoughts increasingly turned to the idea

  of combat. “Two of my better friends left

  yesterday for China with about 100 Air

  Corps men who are under contract to

  keep the Burma Road open. They’ll clear

  BT-6 aircraft at Randolph Field in Texas, a training base.

  “He loved flying more than anything else, even more than hunting”

  (Doris Righetti)

  HISTORY

  INFO Eduard8

  February 2023

• Page 9

  Photo: Family collection via Jay Stout

  Photo: USAF

  $600 per month plus expenses and get

  a $500 bonus for each enemy [Japane-

  se] aircraft shot down. Whyinell [sic] am

  I married and forced to be responsible? I

  could make $20,000 in two years if I las-

  ted.”1)

  At the time, he couldn’t have known that he

  was talking about the basis of the Ameri-

  can Volunteer Group, later to become fa-

  mous as the “Flying Tigers”. In any case,

  Cathryn’s pregnancy forced about another

  rearrangement of priorities … He was also

  promoted to the rank of Lieutenant on

  November 1, 1941, and he was becoming

  one of the most experienced instructors

  in the service, by then known as the Uni-

  ted States Army Air Force (USAAF). New

  training facilities were quickly popping up

  all over the United States, and it looked

  likely that Righetti would be put in charge

  of one of them. Then, along came Decem-

  ber 7, 1941. The Japanese attack on Pearl

  Harbor shocked the American public and

  Elwyn for the first time recognized the

  horrors of war: “The first casualty reports

  say I lost one of my students who was

  also an especial friend”.1)

  Rapid Developments

  The beginning of 1942 saw Righetti as-

  signed to Moore Field and on May 30,

  Cathryn gave birth to their daughter Eli-

  zabeth Kyle Righetti. Soon after, they

  moved back to Kelly Field, not far from

  San Antonio. It was their third move in a

  year, and at the time, there was a certain

  degree of chaos within the training sys-

  tem. There was hectic movement of per-

  sonnel as new training bases were put

  in services and the command structure

  attempted to optimize its use of instruc-

  tors. Righetti was assigned to the 1030th

  Basic Flying Training Squadron and was

  promoted to Major. In peacetime, such an

  advancement would be about ten years

  in coming, but the war changed every-

  thing. When he entered it, the air service

  had some 3,500 officers. Currently, it had

  140,000 and its overall strength grew from

  45,000 men to 1.7 million!

  On taking command of the 1030th BFTS,

  his responsibility was the development of

  instructors after basic training. He also

  put together a manual for instructors

  that would be the go-to reference at all

  of the training centres. He was becoming

  increasingly busy and in one of his letters

  home, he complained that “Honest, I did-

  n’t know there was so much work in the

  world.”1)

  He became a respected authority on fli-

  ght training. He was making more money

  than he could dream of previously, and

  his family benefitted. But Elwyn couldn’t

  stop thinking about air combat. By now,

  though, he had become an important part

  of the USAAF’s training machine and the

  Air Corps couldn’t afford to lose him. He

  began to search out new ways to defeat

  the stereotype of the instruction of cadet

  pilots. As a senior officer, he took eve-

  ry advantage to travel to all the corners

  of the country, naturally, at the controls

  of an aircraft. As a result, he attended

  conferences, met new friends and made

  contacts, saw new places and he met

  celebrities, particularly movie stars. On

  occasion, he would also fly home and vi-

  sit his parents. He often announced his

  pending arrival with a low flyby over the

  ranch, after which he would land at the

  Elwyn Righetti was assigned overseas in June, 1944, but wouldn’t gain any combat experience until the end

  of October of that year.

  Darrell Cramer, the man that would lead Righetti on his first missions and one who at least on one occasion

  severely chewed him out…

  “Righetti was as excited as any new lieutenant would have been

  after his baptism under fire. I did not want to dampen his excitement

  with what I had to say to him, so I waited until we were alone.

  Then I gave him a chewing out like he probably had not had in his

  regroup.”

  (Capt. Darrell Cramer).

  HISTORY

  INFO Eduard

  9

  February 2023

• Page 10

  Photo: Family collection via Jay Stout

  small field where he had taken his first

  steps to get to where he currently was.

  In the meantime, the USAAF had worked

  to further improve the effectiveness of its

  system of flight training, and the result

  was the concept conceived in March, 1943,

  leading to the activation of the CIS (Cent-

  ral Instructor School). It was the defining

  authority on standardization of instructor

  training. It targeted instructors of future

  fighter pilots (based at Randolph Field),

  bomber pilots, navigators, bombardiers,

  and other flight personnel. In essence,

  the goal was to train instructors to train

  instructors who would in turn train pilots.

  Righetti was given command of the 46th

  Squadron, which was one of two fighter

  training squadrons. It put the responsibi-

  lity of training half of all the instructors

  for the USAAF. It had by then been some

  time since Righetti flew trainers exclusi-

  vely. His duties put him in combat types as

  well. And he attempted to use his presti-

  gious position for a combat assignment.

  Righetti’s younger brother Maurice had

  similar ambitions and began his training

  at about the time that Elwyn was assigned

  to the CIS. Ultimately, he too was to be-

  come an instructor and became a student

  of his brother’s. They even undertook se-

  veral training flights together. Maurice

  went on to become a B-29 co-pilot with

  40th Bombardment Group. He survived

  the war.

  Request Approved

  In 1943, Righetti’s requests for a combat

  assignment were met with little support

  from his superiors. But a year later, his

  efforts would pay off. In a letter to home,

  he wrote: “I expect to get back from my

  overseas tour, but if I don’t, remember

  that I kept a whole bunch of other guys

  from getting home too, and that I was

  working on my interpretation of being a

  good American.”1)

  Things were set into motion at the begi-

  nning of June 1944, when he was orde-

  red to Aloe Army Airfield, not far from

  Victoria, Texas, where he would undergo

  conversion training on the P-40. By then,

  he had some two thousand flying hours

  under his belt, much of it on the P-40, so

  flying the Warhawk was second nature to

  him. But he did need to hone his gunnery

  and tactical skills. His results were phe-

  Once having been assigned his own aircraft, Righetti had his wife’s Cathryn’s nickname painted on its nose, along with a somewhat provocative depiction of a katydid.

  Distinguished Service Cross

  Silver Star Medal

  Distinguished Flying Cross with 3

  Bronze Oak Leaf Clusters

  Purple Heart

  Air Medal

  American Defense Service Medal

  American Campaign Medal

  European-African-Middle Eastern

  Campaign Medal

  World War II Victory Medal

  Command Pilot Badge

  Medals, Awards and Badges

  HISTORY

  INFO Eduard10

  February 2023

• Page 11

  Photo: Family collection via Jay StoutPhoto: Family collection via Jay Stout

  nomenal, but administrative factors kept

  him stateside through July. By this time,

  he was a Lieutenant Colonel, and as the

  Allies had already made their way into Eu-

  rope via Normandy, he was aware of the

  possibility that Germany would collapse

  before he had a chance to get over the-

  re. This was his fear, and, understandably,

  his wife’s hope. Time before his departure

  was spent by Righetti flying the P-47 and

  P-51. On August 2, 1944, he embarked on

  his journey overseas through the Over-

  seas Replacement Depot in Greensboro,

  where he spent ten days. In his orders,

  the destination was mentioned as being

  “cold, wet and windy” which was widely

  understood to mean England. He didn’t

  need to worry about his wife and daugh-

  ter. They had moved to the family ranch

  and would be well taken care of.

  Righetti arrived in England at the be-

  ginning of September 1944 and was as-

  signed to the 8th AF, commanded by the

  legendary James Doolittle. At Fowlme-

  re, he flew several familiarization flights

  with the P-51, and the same with the P-47

  at Duxford. Britain made a positive im-

  pression on him: “British people marve-

  lous, friendly, sincere and interested in

  our welfare—truly a wonderful ally.”1) he

  wrote home.

  He also caught up with a slew of friends

  and contacts that he had made over his

  five years in the military. His friend and

  mentor, Fred Gray, under whom Righe-

  tti served while with the CIS, was CO of

  the 78th Fighter Group, subordinate to

  the 66th Fighter Wing. Gray showed him

  around the command centre of the 66th

  FW and Righetti could soon rejoice over

  his posting in it on September 24th. Im-

  mediately the following day, he reported

  in at Base F-159, just shy of 100km (60

  miles) north of London, which was home

  to the 55th Fighter Group, also one of the

  component elements of the 66th FW.

  He made his way to the 338th FS, to which

  he was assigned, pilots’ meeting room

  and discovered that he had no acquain-

  tances there, and the same went for the

  entire Fighter Group. His rank of Lt. Col.

  corresponded to the minimum require-

  ment for a Squadron Commander, and

  even for an entire Group, but something

  like that would also require a certain

  amount of experience. He lacked such

  experience. As an experienced and me-

  thodical instructor, he already had come

  up with a plan. He would start out as a

  wingman to an experienced fighter pilot

  and earn his place the right way regardle-

  ss of his high rank. After he was able to

  carry out his duties in a satisfactory ma-

  nner, he would become the lead of a pair

  of aircraft, followed by becoming a flight

  leader. Step by step, nice and steady. He

  had no intention of making things easy

  on himself and sidestep any steps wi-

  thin the accepted procedure. In any case,

  doing so would not have been advisable

  where combat conditions were a factor.

  Rank was one thing, experience an enti-

  rely other. According to the plans of the

  leadership, he would gain enough expe-

  rience with the 55th FG to become Group

  Leader, but not of the 55th FG.

  Success Without Praise

  Righetti took off on his first combat sortie

  on October 30, 1944 and recorded his first

  kill on his second flight on November 2.

  This was an escort mission for 1,100 bom-

  bers to Mersenburg, near Leipzig, targe-

  ting an oil refinery there. The ‘big boys’

  were escorted by nine hundred fighters

  and the 55th FG was tasked with close in

  protection for bombers of the 3rd Air Di-

  vision. Righetti was assigned to fly wing

  for the experienced Capt. Darrell Cra-

  mer, who had by then over four months of

  combat mission experience. Enemy figh-

  ters failed to materialize on the way to the

  target, though anti-aircraft fire was un-

  comfortably accurate and claimed seven

  of the bombers. On the way out, around

  a hundred German fighters attacked the

  formation. No one from the 55th FG ever

  saw such a concentration at one time and

  for the first time, they felt what it was like

  Elwyn got along very well with the Mustang, and quickly demonstrated his piloting skills.

  Planning the next operational mission. Elwyn Righetti is at left.

  HISTORY

  INFO Eduard

  11

  February 2023

• Page 12

  to be outnumbered.

  The formation quickly broke off in groups

  of twos and fours. A part of the German

  fighters tried to get to the bombers, while

  others tried to divert the fight off to the

  side. A third section of German fighters

  entered cloud formations and Cramer,

  with Righetti right behind, along with a

  second pair, went after them. The mo-

  ment they got below the layer of clouds,

  Cramer went after the first enemy plane

  that he saw. The attacked Bf 109 went into

  a right-hand turn, and Cramer fired, with

  several rounds hitting home. In an effort

  to evade the fire, the German fighter dove

  towards the ground, directly into Righe-

  tti’s Mustang’s line of fire. “Since I had ou-

  trun Captain Cramer on his pull up, and

  had turned sharply left, I became positio-

  ned in between my leader and the 109” 1).

  It was for him a moment of truth, where

  he would put all of his experience to good

  use for the first time under such conditi-

  ons. He placed his target in his sights and

  fired at a range of about 180 m (600 ft). “I

  fired one short burst and observed seve-

  ral strikes back of the cockpit. The ene-

  my aircraft attempted very little evasive

  action but headed for a flak nest straight

  ahead. Just before reaching the flak, I fi-

  red a three second burst and observed

  numerous strikes in the vicinity of the

  cockpit”.1)

  The Messerschmitt went into a sharp

  bank and dropped even further and cli-

  pped a hedgerow with its wing, which

  caused him to go inverted and disintegra-

  te on impact with the ground a fraction of

  a second later. The quartet of Mustangs

  overflew the point of impact and headed

  for home.

  Cramer recorded the incident in a report

  thusly: “When I got into a good stern cha-

  se position and closed to firing range,

  I opened fire. Shortly thereafter I was

  amazed to see another P-51 converging

  on me from my left and he too opened fire

  on the Me-109. My bullets were missing

  his plane only by a few yards, and I imme-

  diately quit firing.”1)

  It was clear to Cramer that it was Righe-

  tti, who, in the heat of battle, neglected his

  wingman obligations. “If I had not gained

  a little altitude as he attempted to get into

  firing position, I might not have seen him

  and a midair collision could have resul-

  ted,”1) continued the angered Cramer.

  After the obligatory meeting with the In-

  telligence Officers, Cramer took Righetti

  to one side. He didn’t want to chew out the

  Lieutenant Colonel in front of lieutenants,

  but there was also no way he could just

  let this go. “Righetti was as excited as

  any new lieutenant would have been af-

  ter his baptism under fire. I did not want

  to dampen his excitement with what I had

  to say to him, so I waited until we were

  alone.” Cramer’s discretion indicated his

  considerable maturity. “Then I gave him a

  chewing out like he probably had not had

  in his regroup.”1) recounted Cramer years

  later.

  Cramer gave a decent scolding to the

  higher-ranking officer, telling him that

  had he been a new lieutenant, he would

  have grounded him on the spot for at least

  two weeks as a reprimand, and bring

  about disciplinary action against Righe-

  tti because he had violated the rules of

  discipline and neglected his responsibi-

  lities as wingman. Righetti deserves full

  credit for accepting the harsh criticism

  from the significantly lower ranking offi-

  cer: “Righetti immediately acknowledged

  that he had goofed up in the excitement of

  the moment. On the remaining missions

  during which Righetti flew under my su-

  pervision,” Cramer said, “his performance

  was excellent and there was never ano-

  ther breach of air discipline”1) recalled

  Cramer, who ended his career in 1973 as

  Deputy Commander of the 17th Air Force

  in Germany with the rank of Brigadier Ge-

  neral. That kill from November 2nd, 1944

  was ultimately credited to them both,

  each with a half.

  Commander

  By the middle of November, there had been

  a change in plan. Righetti was informed

  that it was expected that he would assu-

  me command of the 338th Fighter Squad-

  ron, and the entire 55th Fighter Group

  after that, if all went according to design.

  The information was somewhat sensitive,

  because the post of 338th FS Command

  should’ve fallen on Cramer … On learning

  of this idea, Righetti immediately went

  I have read a good number of books

  mapping out the fates of Second World War

  pilots. The book by Jay A. Stout, who him-

  self until relatively recently was a combat

  pilot in the Marine Corps, in many ways

  is unique. The author took the baton from

  Tony Meldahl, a historian who devoted a lot

  of energy to mapping out the life of Elwyn

  Righetti and the circumstances surroun-

  ding his disappearance. The very ill Meldahl

  turned to the renowned author of aviation

  themed books, Jay A. Stout, about the pro-

  spect of bringing his efforts to completi-

  on and to ensure the release of the book.

  Jay accepted this challenge, and despite

  hurdles that he encountered, succeeded

  in completing the book and enlisting the

  services of a publisher. It is one of the most

  intense set of circumstances brought by

  the war and the work is among the best in

  the genre. I strongly recommend the book

  to all interested in aviation, and it can be

  bought, including in electronic form, here.

  A FEW WORDS BY THE AUTHOR REGARDING THE BOOK BY JAY A. STOUT

  “Tell the family I’m okay. Broke my nose on landing. It’s been a hell

  of a lot of fun working with you, gang. Be seeing you a little later.”

  (Col. Elwyn Righetti)

  HISTORY

  INFO Eduard12

  February 2023

• Page 13

  to Cramer and told him that he need not

  fret over his position, because he would

  only take command of the squadron for

  about three weeks, after which he would

  take the reins of the Fighter Group. From

  that, it is clear that Righetti’s position wi-

  thin the squadron was not an easy one,

  despite his methods and especially ability

  to make decisions in combat that made

  him a formidable figure. After the first

  two missions on the scene, he flew ano-

  ther ten ones in November, 1944, during

  which he further displayed his talents. He

  led the 338th Fighter Squadron into battle

  on November 21st, three weeks after his

  baptism of fire, and four days later was

  named its CO. According to the most ex-

  perienced pilot in the squadron, Darrell

  Cramer, there was no doubt about the

  capabilities of Righetti among the other

  pilots. “By the time he became a squadron

  commander,” said Cramer, “he had alrea-

  dy established himself as a very capable

  pilot and an aggressive combat leader. He

  was the kind of leader whose attitude was

  ‘come follow me,’ and we were glad to fo-

  llow him.”1)

  Righetti was apparently more pleased

  with being assigned his own aircraft than

  having been given the command. He was

  given P-51D, serial number 44-14223,

  onto which he immediately had the name

  “Katydid” painted, along with an attractive

  rendering of a grasshopper. Later, this

  Mustang was exchanged for 44-72227.

  Both were coded CL

  -

  M, and both were de-

  corated in much the same fashion. But the

  drawing of the grasshopper differed. On

  the first P-51, the drawing was in green,

  while on the second it was a black silhou-

  ette with blue wings. Losses of pilots in

  terms of combat missions was around

  two percent, so it was generally consi-

  dered that a pilot’s supply of good luck

  was exhausted crossing the fifty-mission

  threshold. Fifty missions seldom satisfied

  the requirement for a combat tour of 270

  hours. Righetti was well-aware of the po-

  ssibility of not coming home, and from his

  letters, it seems that he really even didn’t

  count on it. Sgt. Millard “Doak” Easton, his

  crew chief, noted that “Katydid” once re-

  turned with a 20mm round. “He told me

  the next one would be in the cockpit.”1)

  His next kill would have to wait till Chris-

  tmas Eve, on December 24th, when he

  downed three Fw 190s and damaged a

  further two. Aside from that, he flew se-

  veral other combat sorties, and probably

  the most interesting of them involved an

  encounter with three Me 262s. He hit and

  damaged one of them. “Tangled with 3 jets

  and got one damaged. They’re a little too

  fast to destroy but I took all the fight out

  of him.”1)

  Upside Down!

  At the beginning of 1944, when the 8th AF

  fell under Doolittle’s command, there was

  a change in the tactics of American figh-

  ters. Besides protecting bombers, it was

  decided that it was necessary to deprive

  the Luftwaffe of all ability, leading to attac-

  king airfields and other ground targets. To

  this end, after the arrival of Righetti and

  especially after his command assign-

  ment, the 55th FG became an elite unit. Its

  aggressiveness and combat intensity led,

  for example, to the destruction of 127 loco-

  motives during February, 1945 alone.

  Ground attack action usually came about

  on the return trip after escorting bom-

  bers, as opportunity dictated. Some of the

  fighters would stick with the bombers,

  while others dropped down to see if the-

  re was anything that was worthy of some

  attention. There were frequent encounters

  with enemy aircraft as well. One of the

  most curious of these for Righetti involved

  a Mistel composite aircraft. This occurred

  on February 3rd, 1945, not far from Boizen-

  burg. He claimed the destruction of two of

  three Mistels and a damaged Fw 190. This

  event is the basis of the boxart for our kit

  P-51D-10 (Catalog Number 84184) that of-

  fers markings for Righetti’s plane. These

  two kills elevated him to the status of

  “ace”, in terms of air-to-air victories. But

  when it comes to ground targets, he led all

  of the USAAF stats! He would account for

  27 locomotives, several dozen trucks, de-

  stroyed aircraft on the ground, and other

  items. In this regard, Righetti had no equal,

  and his men followed him.

  On February 22nd, 1945, he took command

  of the 55th FG, replacing Col. George Cro-

  well, and continued to add to the legend

  status of his Group. He would not be able

  to make his mark among the most succe-

  ssful aces, something for which he arrived

  on the scene too late to do, and at a time

  when Luftwaffe activity was greatly decli-

  ning. Nevertheless, his results and exem-

  plary command led to many high-level

  awards (see table). For his promotion to

  Group Commander he was grateful, and he

  noted so in a letter from February 25: “The

  new job is the best by far I’ve ever had.

  Lots of responsibility I know, but really sa-

  tisfying. Now I’m really slapping Jerry with

  my own outfit and knocking chunks out of

  him too. We got 14 enemy aircraft today—7

  jets—and although I didn’t personally sco-

  re, they’re all my boys now that I have the

  group.” 1

  The Fateful Day

  It is not possible to describe the combat

  exploits of “Eager El” and his 55th FG in

  proper detail in the pages of a magazine

  type article. After many dangerous situa-

  tions while escorting bombers and during

  ground target attacks, Righetti’s thirtieth

  birthday came on April 17, 1945. His plan

  was to crack open a bottle of bubbly on

  One of the photos showing the first P-51s christened Katydyd, on which wear and tear is already evident.

  Kills 7,5

  Probable Kills 1

  Damaged Aircraft 2

  Aircraft destroyed on ground 27

  Numerous ground targets including locomotives

  Combat results

  Photo: Family collection via Jay Stout

  HISTORY

  INFO Eduard

  13

  February 2023

• Page 14

  returning from the day’s flying with Frank

  Stitch, another pilot celebrating a birth-

  day that day. When the bomber formation

  turned around to head back home, Righe-

  tti, along with pilots from the 343rd FS,

  dropped down as he had done many times

  before to search for targets of opportu-

  nity on the ground. They neared the town

  of Kamenz, home to a part of Schlacht-

  geschwader 77, equipped with Fw 190s.

  Lieutenants Robert Welch and Philip Erby

  spotted a pair of Focke Wulfs just after

  take-off and came at them from above

  and from behind. The Fw 190 pilots had

  no time to react and both were downed.

  In return, Welch and Erby were both hit

  by flak and both turned in the direction

  of American positions. Erby announced

  that he needed to bail out of his stricken

  plane and was not heard from again. Lt.

  Richard Gibbs and his wingman followed

  Welch and Erby but broke off when they

  spotted the flak, flew around Kamenz at

  a safe distance, and found another pair of

  enemy fighters after take-off. They waited

  until they were out of range of the flak,

  attacked the fighters and Gibbs downed

  them both. Besides these kills, the 343rd

  FS shot down another five SG 77 aircraft

  but paid a high price for success. Besi-

  des Erby, flak also brought down George

  Apple and Daniel Langelier. The bodies of

  Erby and Langalier were never found …

  In the meantime, Righetti and his wing-

  man Carroll Henry spotted a small air-

  field at Riesa. Righetti wanted to attack

  it first alone and ordered the rest of the

  squadron to stay higher up and off to the

  side. “He wanted me to stay up there with

  the other guys. But when I requested, he

  let me go.” Wrote Henry in his report.2)

  Righetti conducted the first strafing run

  himself, missing the target. He adjusted

  his gunsight, turned around, and peppe-

  red the aircraft on the ground. He repea-

  ted the attack two more times. And then,

  it happened. Katydid shuttered and it was

  clear that she had been hit. Righetti radio-

  ed Henry and told him that he was quickly

  losing oil pressure. Henry also advised

  Righetti that he had been losing glycol.

  It was only a matter of a minute before

  the P-51’s engine would critically overhe-

  at, and Righetti knew this. It is difficult to

  understand why, with about a minute of

  engine life left that could have given him

  some 10 km (six miles) of coverage, Ri-

  ghetti chose to come around for another

  attack rather than get as close to friendly

  positions as possible. American positions

  were about 20km away, and with a little

  extra luck, it was possible for Righetti

  to reach them. But instead, he opted to

  spend the remainder of his ammunition in

  another attack, and then head out to find

  a field to crash-land. Henry tried to fo-

  llow: “I called him, telling him that I was

  tacking on. He acknowledged, saying that

  he was heading out on 270 degrees. I was

  about 3,000 feet and overran him due to

  excess speed gained while letting down.

  He was at six o’clock to me and I rolled

  out on 270 degrees,” wrote Henry later in

  his report.2)

  He was unable to locate his commander

  and due to haze, none of the squadron

  that was higher up was able to do so ei-

  ther. Then, the radio announced: “Tell the

  family I’m okay. Broke my nose on landing.

  It’s been a hell of a lot of fun working with

  you, gang. Be seeing you a little later.”2)

  Ray Sharp, one of the pilots circling abo-

  ve, broke radio silence and he could be

  heard saying: “Good luck, Colonel!”

  Due to a lack of fuel, practically the entire

  55th FG had to land at fields in continen-

  tal Europe. Frank Stitch had to open the

  bottle of champagne himself, and under

  a shroud of a somber mood that corre-

  sponded to the day’s loss. This was re-

  flected in the day’s summary report, that

  read: “We’re going to miss you Colonel, all

  twenty-nine years of your bursting ener-

  gy and vitality, your eagerness and cou-

  rage, your initiative and leadership that

  moulded us into a deadly fightin’ machine,

  whipping the Nazis at every turn. We’re

  going to miss your cheerfulness, your de-

  cisiveness, and your understanding of hu-

  man nature. You spelled aggressiveness

  wherever and whenever you flew and

  made us into one of the eagerest gangs

  of eager beavers. Your record speaks for

  A copy of the sketch on which Carroll Henry marked the position of Righetti’s crash-landing. It does not

  correspond to the information that he headed 270° from the airfield, which was located southwest of Riesa.

  Photo: MACR via Fold3

  HISTORY

  INFO Eduard14

  February 2023

• Page 15

  itself – 34.5 destroyed German aircraft to

  your credit – 27 on the ground and 7.5 in

  the air, and enemy ground installations

  too numerous to add up. All of us of ole

  Five and Five salute you, Eager El”.3)

  Virtually all believed that they would

  again see the CO soon. Germany was bre-

  athing its last, and by the sounds of the

  last broadcast by Righetti, he would be

  headed for an interrogation and a deten-

  tion camp for airmen.

  Extinguished Hope

  The War Department sent a telegram to

  Cathryn Righetti on May 3, over two weeks

  after her husband was shot down, where

  the situation as it stood was outlined. The

  telegram held out hope that the two would

  meet again. She waited with Elwyn’s pa-

  rents and siblings for another telegram

  or phone call that would add some infor-

  mation, but no such thing came. For more

  than a month, they sent letters as though

  Elwyn was still a member of his unit. They

  waited for him. And they continued to wait

  for some good news. The days turned into

  months, but they still believed in his re-

  turn. This was understandable. Europe

  was in the midst of post-war chaos, and

  there were constantly stories of the dis-

  covery of soldiers and airmen who, for

  various reasons, were turning up out-

  side of the POW camps. There was hope.

  Major Tom Welch, who was Elwyn’s good

  friend and still in Europe, searched for

  him and held out hope for Righetti’s fa-

  mily, but that hope was slowly but sure-

  ly fading. Apparently, the first to come to

  grips with the worst was Cathryn, while

  Righetti’s parents and siblings continu-

  ed to reject the notion. Righetti’s mother

  wrote a letter to the military governor of

  the American occupation zone in Europe,

  General Dwight Eisenhower, and later to

  President Truman. She pleaded for help in

  the search for her son. But this yielded

  no results. At the end of 1946, she rece-

  ived a letter from another one of Elwyn’s

  friends, Fred Gray, who claimed to have

  conducted his search along other than

  official channels. His own description of

  the events of April 17 compared very well

  to the official report, except on one point.

  Allegedly, about ten minutes after setting

  down, Righetti’s voice came on the radio

  describing the approach of farmers … But,

  if this were true, Henry wouldn’t have

  kept such information to himself and the-

  re would be no reason to not include it in

  his report. The lynching of downed Allied

  pilots was not uncommon and quite a few

  Germans were tried and convicted of the

  practice. Gray, in his aforementioned le-

  tter, said that he had received unofficial

  information from the Pentagon that one

  of the interrogated Nazis confirmed that

  Righetti was murdered by civilians, five of

  which were already hung and two were

  awaiting their verdicts. Even that is un-

  likely, as the area was occupied by the

  Soviets, so if anyone was carrying out

  sentences for the murder of an American

  pilot, it would be them.

  Of course, the possibility that Righetti was

  murdered by civilians, as were others, is

  the most likely reason for his disappea-

  rance. It could have happened shortly af-

  ter his forced landing, or even after se-

  veral days of hiding. He could also have

  been killed because someone wanted his

  boots and gun, and he could’ve been shot

  after falling in the hands of the SS, which

  also happened.

  Over the years, many questions, hypo-

  theses and speculations cropped up.

  More light couldn’t be shed on the myste-

  ry even by an investigation by JPAC (Joint

  POW/MIA Accounting Command), or sta-

  tements by Germans. To confuse things,

  there were even doubts raised as to the

  exact location of the crash landing. Alt-

  hough he spoke of a course of 270°, due

  west, Henry pointed out a spot on the

  map where Righetti landed his aircraft,

  northeast of Riesa. This threw into ques-

  tion even which airfield he and Righetti

  attacked.

  A little out there, but with that, a little

  more distressing, is a hypothesis that su-

  ggests he was taken prisoner by the Ru-

  ssians who didn’t believe his identity (he

  could have been on the run dressed as a

  civilian). They may have executed him or

  taken him to one of their gulags where

  he remained until his death. The Ameri-

  can embassy requested the Soviets to

  look into the whereabouts of the son of

  Elizabeth Righetti in 1945. In November of

  that year, they responded that no Elwyn

  Righetti was found in the territory of the

  Soviet Union. Whether or not they actually

  looked …

  The truth will probably never be known.

  None of those directly involved or any

  witnesses are likely still with us. Perhaps

  someone somewhere may locate someo-

  ne’s log or journal that may shed some li-

  ght on the matter, but in all likelihood the

  remains of Colonel Elwyn Righetti lie in

  the ground somewhere near Riesa…

  Acknowledgements

  The author sincerely thanks Jay A. Stout,

  author of Vanished Hero: The Life, War and

  Mysterious Disappearance of America’s

  Strafing King for his kind permission to

  use quotes from his book for the purpo-

  ses of this article, and for help in sourcing

  photographs from the Righetti Family.

  1)

  STOUT Jay, Vanished Hero: The Life, War and Myste-

  rious Disappearance of America’s WWII Strafing King,

  Casemate Publishers, 2016

  2)

  MACR (Missing Air Crew Report) 13916

  3)

  55th FG Mission Summary Report, April 17th, 1955

  Sources

  Books

  STOUT Jay, Vanished Hero: The Life, War and Myste-

  rious Disappearance of America’s WWII Strafing King,

  Casemate Publishers, 2016

  OLYNYK Frank, STARS AND BARS: A tribute to the

  American Fighter Ace 1920–1973, Grub Street Pub-

  lishing, 1995

  HESS William: Down to Earth, Strafing Aces of Eighth

  Air Force, Osprey Publishing, 2003

  Documents

  MACR (Missing Air Crew Report) 13916/ NARA (Natio-

  nal Archives and Records Administration) M1380

  Webpages

  jayastout.com

  valor.militarytimes.com

  HISTORY

  Elwyn Righetti christened his first Mustang Katydid and used it from December 1944 to March 1945

  INFO Eduard

  15

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• Page 16

  HISTORY

  SEARCHING FOR THE LOST SHIPS

  WITH PAUL ALLEN

  Five Sullivan brothers perished on the cruiser Juneau

  Text: Miro Barič

  Main reason for the attack on Guadalcanal

  was its airfield which the Japanese started

  to build on this island. After the completion

  it would have enabled the owner to cont-

  rol the vast surrounding areas. Thanks to

  the bad weather, the American forces app-

  roached the island undetected and their

  landing on August 7, 1942, came as a to-

  tal surprise to the Japanese. They quickly

  recovered however and the hard fighting

  for Guadalcanal lasted half a year, on the

  ground, in the air and on the sea. The cam-

  paign ended on February 9, 1943, when the

  Japanese troops withdrew. There were so

  many ships sunken between Guadalcanal,

  Savo and Florida islands that the area was

  nicknamed “The Iron Bottom Sound”. The

  first big battle took place during the night

  of August 8 and 9, 1943. At Savo island the

  Japanese seriously shot up four American

  and one Australian heavy cruiser. Astoria,

  Quincy, Vincennes and Canberra were sun-

  ken, only heavily damaged cruiser Chica-

  go was rescued. The only satisfaction was

  sinking by the American submarine S-44

  of the Japanese cruiser Kako while she

  was returning on August 10 in the morning.

  More battles followed and during one of

  them the main hero of our story, AA crui-

  ser USS Juneau (CL-119), was lost. The AA

  cruisers started to be built in Britain alrea-

  dy before WWI. There were modified older

  class C vessels which 152 mm cannons

  were replaced with 102 mm caliber guns.

  In 1937 the cruiser Coventry was the first

  ship modified in this manner and during

  1938–1939 Curacao, Curlew, Cairo, Calcutta

  and Carlisle followed. During the war Bri-

  tain acquired more AA vessels of this cate-

  gory. The American Atlanta class however

  was the first cruiser group in the world

  that was from the beginning built with de-

  dicated AA weaponry. It was a paradox that

  initially they were intended as lead ships

  for the fleets of destroyers. Only later their

  value in protecting the navy fleets again-

  st the enemy aircraft became obvious and

  they continued to be deployed exclusively

  in this role.

  There were eight vessels of the Atlanta

  class. The construction of the first four

  (Atlanta, Juneau, San Diego and San Juan)

  was launched in 1940 and they entered

  service in the course of two month, from

  the end of December to the end of Februa-

  ry 1942. Further four ships – Oakland, Reno,

  Flint and Tucson entered the service during

  1943–1945 with slightly modified appearan-

  ce. The cruisers were 165 meters long and

  their full displacement was 7,400 tons. The

  first four ships were armed with 16 127 mm

  caliber cannons mounted in pairs in eight

  turrets. Three of them were one stepped

  above another on the bow and the same

  arrangement was on the stern. One turret

  was on port and starboard side. It was the

  heaviest AA weaponry out of all cruisers

  during WWII. In a minute the main battery

  Battle for Guadalcanal was the first Allied offensive and great

  victory in the Pacific. Sure, the US Navy had won the Battle of

  Midway as outlined in previous part of our series. However,

  that was the reaction to the Japanese attack. In case of Gua-

  dalcanal in the Solomon Islands they took over the strategic

  initiative and have not let it go since.

  USS Atlanta (CL-51), the lead ship of the class,

  during trials in November 1941.

  Photo: Naval History and Heritage Command

  INFO Eduard16

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• Page 17

  HISTORY

  Photo: Naval History and Heritage Command

  Photo: Naval History and Heritage Command

  of Atlanta class was able to fire 6 tons

  of the ammunition. The 127 mm caliber ca-

  nnons were supplemented by three, later

  four 28 mm caliber four-barrel cannons.

  Later these were replaced by more effi-

  cient 40 mm caliber weapons and supp-

  lemented by a larger number of 20 mm

  caliber cannons. The second four ships

  were completed with only 12 127 mm cali-

  ber cannons, the side turrets were remo-

  ved. Therefore, it is sometimes considered

  a separate Oakland class. Gradually the

  number of 40 mm caliber cannons was in-

  creased.

  .

  The AA cruisers in action

  Juneau did not survive long enough to have

  her weaponry changed. After her comple-

  tion in the summer of 1942, she was first

  deployed in patrolling duties in the nor-

  thern Atlantic and Caribbean. When on

  September 15 three torpedoes fired from

  the Japanese submarine I-19 hit USS Wasp,

  Juneau together with the destroyers re-

  scued 1910 sailors from the sinking aircraft

  carrier. On October 26, 1942, in the Battle

  of Santa Cruz, she sailed as an escort of

  the aircraft carriers Hornet and Enterpri-

  se. The American vessels shot down 38

  attacking Japanese aircraft and Juneau

  crew had a lion’s contribution in it. It was

  the ship’s first battle. She met her fate in

  the following battle though. The naval ba-

  ttle of Guadalcanal in November 1942 was

  the only encounter of the surface vessels

  where the Atlanta class cruisers took part.

  Besides Juneau it was his sister ship At-

  lanta. Both were sunk. On one side it do-

  cuments that they were not suitable for

  surface vessels’ combat. On the other

  hand, their demise was caused by torpe-

  does and stronger opponent. Not even the

  larger cruisers would have sustained such

  a damage.

  Bloody Guadalcanal

  In the beginning of 1942 Juneau was atta-

  ched to TF 67 task force escorting the ships

  carrying the reinforcements and supplies

  to Guadalcanal. The Japanese however

  thought in a similar way. They intended to

  land the troops on the island which would

  support the ground attack against the Hen-

  derson airfield. It was a half-built airport

  which the Americans captured, completed

  and named after Major Lofton Hender-

  son, VMSB-41 commander who was on

  June 4, 1942, killed in the Battle of Midway.

  The airfield was a thorn in the side for the

  Japanese. The aircraft taking off from the-

  re controlled the airspace during the whole

  day. The Japanese ships and ground troops

  could only operate undisturbed at night.

  The reinforcements were mostly brought

  to Guadalcanal by the fast destroyers and

  light cruisers so as they could return under

  the cover of darkness. The Americans gave

  them the nickname “Tokio Express”.

  The Japanese destroyers, besides un-

  loading the troops, used to fire a couple

  of “salutes” towards the Henderson air-

  field. The slower Japanese ships carrying

  heavy weapons and larger volume supp-

  lies however could not afford sailing wi-

  thin the Cactus Air Force range (Cactus

  was the Allied code name for Guadalca-

  nal). Therefore, the Japanese dispatched

  a heavy group of combat vessels which

  were tasked to destroy the airfield firing

  from the sea. The core of the group was

  formed by the battleships Hiei and Kiris-

  hima. Each of them carried eight 356 mm

  caliber guns. For this mission, instead

  of piercing shells, they were armed with

  shrapnel grenades which were to explode

  at the contact with the ground and destroy

  the American aircraft with the fragments.

  The American reinforcements reached

  Guadalcanal on November 12 and started

  to unload. On that day, while protecting the

  transport ships, Juneau shot down 6 Japa-

  nese aircraft. When the Americans found

  out that the strong Japanese fleet was

  approaching, they withdrew the transport

  vessels and dispatched their escorts into

  the night battle with the enemy. Thus, the

  American cruisers were lined up against

  two enemy battleships. Under the stan-

  dard circumstances any wise commander

  would have withdrawn but this time the-

  re was nowhere to go. They were the only

  ones to prevent the Henderson airfield

  from destruction.

  Close look at the night combat

  The American side possessed the advan-

  tage of the reliable radar while the Ja-

  panese, at that time, had none. It was

  dark, moonless night with rain showers,

  so the visibility was minimal. The Ame-

  rican commander, Rear Admiral Daniel

  Callaghan however hesitated too much

  and failed to take advantage of the early

  radar information. Once he made the de-

  The Sullivan brothers aboard the Juneau, February 14, 1942. From left, Joseph “Joe”, Francis “Frank”, Albert,

  Madison “Matt” and George.

  Landing at Guadalcanal, August 7, 1942. From the USS

  Alchiba, a Stuart Marine Corps M2A4 tank is being

  unloaded into the landing craft LCM(2).

  INFO Eduard

  17

  February 2023

• Page 18

  cision it was already too late. The Ame-

  rican and Japanese ships converged too

  close, and his orders caused more chaos.

  The encounter turned into 40 minutes long

  merciless chaotic combat at close range

  where each individual ship made her own

  decisions. Several ships even became tar-

  gets of the friendly fire. As later described

  by one of the American officers, it was like

  a bar brawl when all lights were shut down.

  The inferior American vessels however,

  thanks to the close range, were able to de-

  liver serious hits. For example, at one mo-

  ment Hiei was fired at by three American

  destroyers from extremely close range.

  One of them almost collided with her, they

  missed each other just by six meters! The

  huge Japanese ship, under normal circu-

  mstances, would have blown the destroyer

  off the water by a single salvo.

  But now she could not lower her guns

  enough and her heavy grenades were fly-

  ing above the destroyers making loud noi-

  se. The American sailors wasted no time

  and were shooting at Hiei with all they had,

  including the machine guns. They could

  not penetrate her armor, but the nume-

  rous hits were setting off fires on the su-

  perstructure and killed many officers on

  the bridge. The fleet commander, Admiral

  Hiroaki Abe himself was wounded. More

  seriously, Hiei was hit by at least two tor-

  pedoes. The Japanese force, besides the

  battleships, was also formed by a light cru-

  iser and 11 destroyers. Those engaged eight

  American destroyers and Hiei and Kirishi-

  ma could focus on five American cruisers.

  Their gun turrets however were stocked

  with the shrapnel grenades which caused

  great damage to the superstructures ho-

  wever were not able to penetrate the hull

  and turrets’ armor. Therefore, the cruisers

  maintained the ability to sail and fire. One

  of them, San Francisco, scored a lucky hit

  on Hiei, disabling her steering mechanism.

  The huge ship therefore had her maneuve-

  ring abilities restricted. Wounded Admiral

  Abe had enough and ordered the withdra-

  wal. He did not know that the only two

  undamaged American ships were between

  his fleet and Henderson airfield – cruiser

  Helena and destroyer Fletcher.

  Great losses on both sides

  During the night battle the Japanese de-

  stroyer Akatsuki was sunk as well as the

  American destroyers Laffey and Barton.

  The first rays of sunshine in the morning

  revealed eight more seriously damaged

  ships which were either motionless or

  moved very slowly. Three of them were

  Japanese and five American. The burning

  wrecks of Cushing and Monssen were

  The scene of fierce fighting, Henderson Airfield in late August 1942.

  The first Japanese battleship sunk, the Hiei. Her sister ship Kirishima followed her to the bottom two days later.

  Photo: US Navy

  Photo: Naval History and Heritage Command

  HISTORY

  INFO Eduard18

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• Page 19

  HISTORY

  abandoned by their crews and during the

  day they sank to the bottom of the ocean.

  In the evening, despite the great crew

  effort, the cruiser Atlanta sank. During the

  battle she hit three Japanese destroyers in

  a row but then a Japanese torpedo disa-

  bled her engines. The worst damage was

  caused by 19 grenades from the cruiser

  San Francisco fired at her by mistake. Rear

  Admiral Norman Scott lost his life on board

  of Atlanta. The Japanese shrapnel killed

  Rear Admiral Callaghan on San Francis-

  co. They were the only American admirals

  killed during the surface battle in the cour-

  se of the whole war.

  Unlike Atlanta, the destroyer Aaron Ward

  and heavy cruiser Portland were rescued.

  Having fired several salvos, Portland still

  managed to sink the burning wreck of the

  Japanese destroyer Yudachi. Another da-

  maged Japanese destroyer, Amatsukaze,

  managed to save herself. The battleship

  Hiei however did not escape. Cactus Air

  Force were all eager to revenge her regu-

  lar night shelling. Since the morning, tor-

  pedo Avengers’, dive bombing Dauntless

  and even heavy B-17 bombers attacks were

  concentrated on Hiei and in the evening of

  November 13, 1942, she sank. It was the

  first Japanese battleship lost during the

  conflict.

  Unlucky day

  On Friday the thirteen, Juneau met her

  fate. Still at darkness, the group of five

  American ships maintaining the ability to

  sail, withdrew. There were the cruisers

  San Francisco, Helena, destroyers Sterret

  and O’Bannon and Juneau. In the battle, the

  cruiser suffered a torpedo hit to the port

  side. Only one of his screws worked and

  the bow was deeply submerged, yet she

  maintained speed of 13 knots. The Ameri-

  cans ships however were detected by the

  Japanese submarine I-26. Her commander,

  Yokota Minoru, at 11 o’clock sharp, ordered

  launching of two torpedoes. He was tar-

  geting San Francisco but missed. One of

  the torpedoes hit Juneau, exactly at the

  same spot she was hit during the night.

  The spear of steel penetrated deeply into

  the vessel and caused the explosion of the

  ammunition dump. Juneau was covered in

  the enormous column of water, fire and

  smoke and when everything cleared the

  cruiser disappeared from the surface.

  The remaining American ships faced a

  difficult choice. It seemed no one survi-

  ved the explosion and had they stopped

  to search for castaways they could have

  become an easy target for a submarine.

  A B-17 bomber was just flying by, so they

  signaled to it to report at the headquarters

  the sinking of the cruiser as they continu-

  ed sailing. The bomber crew did not want

  to break the radio silence, so they submi-

  tted the report only after landing. That was

  buried under other documents to process

  and did not make it further soon enough.

  No one dispatched the rescue ship. The US

  Navy was busy repulsing further Japanese

  attacks. During the night of 14-15 of No-

  vember 1942, the Henderson airfield was

  again shelled by the battleship Kirishima.

  This time, two battleships, Washington and

  South Dakota, each with nine 406 mm cali-

  ber guns, opposed her. Having received nu-

  merous hits Kirishima capsized and sank.

  In the meantime, the sailors from Juneau

  fought for their lives. The conclusion that

  there were no survivors after the cruiser

  explosion, was mistaken. Approximately

  115 sailors ended up in the water, however,

  no one was looking for them. Without food

  and drinking water they were left up to the

  elements and sharks. In the following days

  most of them died a cruel death. After eight

  days, accidentally, more-less, just 10 sur-

  vivors were rescued.

  Five brothers

  687 crew members perished, including the

  Juneau launching at Kearny, New Jersey, October 25, 1941.

  Photo: Naval History and Heritage Command

  USS Juneau (CL-52) taken shortly after launching.

  Photo: Naval History and Heritage Command

  INFO Eduard

  19

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  HISTORY

  brothers Sullivan. They hailed from Wa-

  terloo in Iowa, and all enlisted in the Navy

  at the same time, on January 3, 1942. They

  presented one condition though – they

  were all to serve together. The regulations

  did not allow it but the command looked

  the other way and all of them ended up

  on Juneau. It turned out as an unfortuna-

  te decision. Frank, Joe and Matt, according

  to the witnesses’ account, perished in the

  ship’s explosion. Albert, the youngest one,

  died on the second day and the oldest bro-

  ther George held for five days. Then deli-

  rious from thirst and sorrows for his bro-

  thers he jumped off the raft and drowned.

  After the death of Sullivan brothers the

  US Department of Defense implemented

  the directive that the last surviving family

  descendant must not continue serving if all

  other siblings were killed in combat. Still

  during the wartime, a movie about Sullivan

  brothers was made. Steven Spielberg also

  mentioned them in his movie Saving Pri-

  vate Ryan.

  In 1943 the new Fletcher class destroyer

  was named after Sullivan brothers. The

  ship, USS The Sullivans (DD-537) was

  christened by their mother, Alleta Sulli-

  van. Out of her six children she was left

  with only one – daughter Genevieve. Her

  boyfriend, William Ball, perished on the

  battleship USS Arizona in the attack on

  Pearl Harbor. The wish to avenge his death

  motivated Sullivan brothers to enlist in the

  Navy. Albert was the only one married and

  had a son Jimmy who later served on the

  aforementioned destroyer The Sullivans.

  Besides WWII the ship also participated

  in the fighting in Korea and in 1961 was

  a part of the group of vessels that recove-

  red from the sea the capsule with the first

  American astronaut, Alan Shepard. Later

  the destroyer served in training duties and

  in 1961 she was struck of charge. Nowa-

  days she is a floating museum in Buffalo,

  New York state. In 1997 another destroyer

  The Sullivans (DDG-68) entered the servi-

  ce, this time in Arleigh Burke class. In 1995

  she was christened by Kelly Ann Sullivan

  Loughren, Jimmy’s daughter, and Albert

  Sullivan’s granddaughter.

  New Juneau

  By the way, the name USS Juneau re-

  appeared again. In 1944–1946 the American

  shipyards built three cruisers based on the

  Atlanta class but with the improved system

  of the waterproof bulkheads and better de-

  signed superstructures. The cruisers were

  armed with twelve 127 mm caliber guns

  in six turrets and were named Juneau,

  Spokane and Fresno.

  The whole class was named after Juneau.

  She missed WWII but took part in the Ko-

  rean war where on July 2, 1950, together

  with two British ships faced the attack

  of six Korean torpedo boats and gunbo-

  ats. They sank five of them without a loss.

  In 1955 this Juneau was struck of charge

  and later sent to the scrapyards. In 1969 the

  class Austin amphibious landing ship USS

  Juneau (LPD-10) entered the service. She

  participated in the Vietnam war and served

  as the command vessels during the battle

  against the oil leak from Exxon Valdez tan-

  ker. In 2008 she was struck of charge.

  Discovering the wreck

  The Iron Bottom Sound could not have

  escaped the attention of Microsoft co-

  -founder Paul Allen in his search for WWII

  shipwrecks. In January 2015 his ship Octo-

  pus mapped 980 sq kilometers of the oce-

  an bottom and located 29 sunken ships

  and several shot down airplanes. She also

  Juneau, New Jersey, January 5, 1942.

  Juneau photographed in New York harbor on February 11, 1942, wearing the camouflage she received shortly

  after completion.

  Photo: Naval History and Heritage CommandPhoto: Naval History and Heritage Command Photo: Naval History and Heritage Command

  INFO Eduard20

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• Page 21

  identified the wreck of USS Atlanta. June-

  au’s wreck was discovered by Allen’s new

  ship, RV Petrel, on March 17, 2018. It happe-

  ned seven months before Allen’s untimely

  death. The cruiser lies 4200 m deep broken

  up to several sections. The shipwreck was

  first located by sonars. On the following

  day, the robot was dispatched and took

  a lot of pictures and confirmed the wrec-

  k’s identity. The Allen’s company continu-

  ed searching for the shipwrecks for some

  time after his passing. RV Petrel returned

  to Guadalcanal one more time in February

  2019 to discover the wrecks of the Japane-

  se battleships Hiei and Kirishima as well

  as the American aircraft carrier USS Hor-

  net. That will be the topic of the following

  article.

  Sources:

  Hubáček, M.: Vítězství v Pacifiku. Praha 2003.

  Hrbek, I./Hrbek, J.: Námořní válka vrcholí.

  Praha 1995.

  https://www.paulallen.com

  https://www.bbc.com

  https://news.usni.org

  https://www.history.navy.mil/

  HISTORY

  The cruiser Juneau in June 1942. The hull received new camouflage, the superstructures and turrets remained

  in their original livery.

  Photo: Naval History and Heritage Command

  Photo: US Navy

  Juneau lies at a depth of 4,200 feet broken into several pieces.

  Score painted on the destroyer USS Sterret (DD-407) after the Battle of Guadalcanal.

  The silhouettes represent the sunken destroyer Yūdachi, the battleship Hiei, and five

  downed Japanese aircraft.

  Juneau’s propeller.

  One of the turrets with 127 mm guns.

  Zdroj: PaulAllen.com

  Juneau wreck (Photo: PaulAllen.com)

  INFO Eduard

  21

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  This lull in combat did not concern two

  things. The Russian drive on Bachmut

  which continued since August and, also

  the Russian air campaign against the

  Ukrainian civilian infrastructure continu-

  ed. During this period two strategic bom-

  ber bases, located deep in the Russian

  territory, were repeatedly hit. The first

  attack took place on the early morning of

  December 5. The explosions were heard

  at Engels base near Saratov and Dyagile-

  vo base near Ryazan. The first airbase is

  located nearly 500 km from the Ukrainian

  border and is a home of two squadrons

  of the 22nd Guards Division of the hea-

  vy bomber aviation. Its 184th Squadron is

  equipped with Tu-95MS and 121st Guards

  Squadron operates Tu-160M. Both units

  fly attack missions against Ukraine on the

  regular basis. According to the initial re-

  ports the strong explosion damaged two

  Tu-95 bombers and wounded two people.

  The following satellite images did not re-

  veal serious damages, but it seems that

  at least one Tu-95 was actually hit.

  At the same time the explosion took place

  at the Dyagilevo airbase which serves as

  a training center of the strategic bomber

  aviation. It is located approximately 450

  km from the Ukrainian border and only

  some 200 km from Moscow. The series

  of photographs of this incident show that

  the explosion took place behind one of the

  parked Tu-22M3 marked RF-34110. The

  tail surfaces and exhausts were damaged

  and the vehicle with ground power sour-

  ce, parked next to the airplane, was set on

  fire. Three Russian soldiers were killed.

  The Russians got lucky that the Kh-22

  missile, attached under this Tu-22 wing,

  was not hit. Its one-ton warhead would

  have caused significantly more serious

  damages.

  The Ukrainians officially did not claim this

  attack. The Russians made a bizarre claim

  that it was a terrorist attack against the

  defenseless peaceful airports. However,

  the aircraft bombing the Ukrainian cities

  take off from these bases. And the lack

  of defenses was contradicted by Russians

  themselves claiming that the attacking

  drones flying close to the ground were

  shot down by the AA fire. The damages

  were only caused by their debris. The

  greatest value of these Russian claims

  is in the information that the old Soviet

  unmanned air vehicles Tu-141 and Tu-143

  respectively, were used for these attacks.

  These are originally the reconnaissance

  jet drones modified by Ukraine to carry

  explosives. They fly the pre-program-

  med route and land by a parachute. For

  kamikaze style attack the parachute is of

  course not considered.

  On Monday, December 26, the Engels

  airbase became a target of yet another

  attack. The air raid sirens blared and the

  AA rockets’ smoke trails raised to the

  sky. Two explosions from the direction of

  the airport were heard. According to the

  Russian official statements the low flying

  drone was destroyed the AA fire. Its debris

  however fell on the airbase and killed two

  ground personnel. The information about

  a larger number of casualties and more

  aircraft destroyed could not be confirmed.

  The names of three victims are known –

  Major Andrei Voronov, 1st Lt. Maxim Anuf-

  rienko and 1st Lt. Alexander Pampukhin.

  All of them belonged to the 121st Guards

  Squadron of the heavy bomber aviation

  equipped with Tu-160M aircraft. According

  to the Russian side another attack against

  the Engels airbase was also attempted on

  Thursday, December 29.

  The incident with a Tu-141 drone carrying

  explosives did occur in the beginning of

  war on March 11, 2022. Then the unmann-

  ed air vehicle having exhausted its fuel

  crashed on the parking lot in front of the

  student dorms in Zagreb, Croatia. It flew

  over from Ukraine over Hungary. The Ru-

  ssian media ridiculed the NATO AA defen-

  Text: Miro Barič

  Air war over Ukraine

  Drones against strategic bombers

  The fighting didn’t stop on Christmas Day either. Ukrainian pilots at least

  remembered them like this.

  A Ukrainian pilot sent a Christmas greeting to the Russians in the form of two HARM

  anti-radar missiles.

  During December 1, 2022, through January 1, 2023, the opera-

  tions in Ukraine were affected by the weather. The mild win-

  ter in Europe did not allow Putin to use the energy crises for

  political pressure. On the other hand, the muddy ground in

  Ukraine did not let any large scale movements of the heavy

  weaponry take place. That allowed for the time to re-group,

  rest and re-organize the troops while the large operations

  were postponed.

  HISTORY

  INFO Eduard22

  February 2023

• Page 23

  ses which let the drone fly hundreds of

  kilometers over its territory. The Russi-

  an AA defense did not excel either. If the

  drone were shot down, as the Russians

  claim, they also had flown undisturbed

  hundreds of kilometers and regardless,

  hit the bases where they caused damage.

  And it seems that the Russians are not

  confident in their AA defenses because

  after the attack they transferred majori-

  ty of their bombers to the more remote

  bases.

  Patriots from the USA

  and Germany

  Thanks to the Allies, Ukrainians stren-

  gthen their AA defense. Having received

  various systems from several countries

  in October and November, on December

  21 the USA announced that they will de-

  liver the Patriot system battery. Germany

  joined right after and committed to deli-

  ver another battery. The American one is

  the PAC-3 version primarily designated to

  destroy the ballistic missiles. PAC-3 mi-

  ssiles feature the improved guidance and

  maneuvering capabilities with the range

  of 30 km. The modernized PAC-3 MSE

  can reach as far as 60 km. The disadvan-

  tage is the shorter range when deployed

  against the aircraft. It can be resolved by

  using the older PAC-2 missiles with 160

  km range if deployed against the airpla-

  nes. It was confirmed that the German

  version will use both PAC-2 and PAC-3

  rockets. Training of the Ukrainian soldiers

  manning Patriots supposedly started du-

  ring January in Fort Sill, Oklahoma.

  The continued Russian attacks against the

  Ukrainian civilian infrastructure requi-

  res strengthening of the AA defense. Th

  attacks took place during the holidays as

  well. Ukraine inclines to celebrate Chris-

  tmas in the European traditional period of

  time. They are off on both December 25

  and January 7, and they can choose the

  date. This year approximately 60 per cent

  of Ukrainians chose the first date. The

  Russians did not care and shelled tens of

  cities and villages in Kharkov and Zapo-

  rozhye areas. At least 13 civilians died in

  Kherson. On New Year’s Eve more than 20

  cruising missiles were fired at Kiev and

  hit a hotel and a multi-family building.

  Some of them crash

  by themselves

  The largest attack came between Chris-

  tmas and New Year’s, on Thursday, De-

  cember 29. The Russians, according to the

  initial reports, launched 100-120 missiles.

  Approximately 70 of them hit the Ukrai-

  nian territory and 54 were shot down by

  the AA defense. Several videos appeared

  showing Ukrainians destroying the cruise

  missiles with shoulder mounted portable

  rockets. Thanks to the early discovery

  of the launched rockets, they can esti-

  mate their hundred of kilometers long

  route and intercept their flight by teams

  equipped with Stinger missiles. Most

  of the time they fire several Stingers at

  the same time so as at least one of them

  hits the Russian rocket. The last of these

  teams are positioned on the house roofs

  in the suburbs of the supposed targets of

  the Russian attacks. The missiles that do

  penetrate the defenses cause massive

  damage on the energy infrastructure.

  There is an interesting discrepancy be-

  tween 100-120 Russian rockets reported

  in the morning that day, probably based on

  the Allied reconnaissance aircraft data,

  and 70 missiles that actually hit. It may

  not be a mistake, at least partially, and

  Russians indeed launched more missi-

  les than actually struck. In the following

  days at least three videos appeared cap-

  turing the wrecks of the Russian rockets

  which failed after the launch and crashed

  on their own territory. Two of them were

  lying in the fields but one hit a house and

  set it on fire. We can only guess how many

  more malfunctioning missiles crashed

  without any trace somewhere in the vast

  Russian countryside.

  Are they going to obtain

  JDAM sets?

  Besides the AA defense equipment,

  Ukraine of course receives other wea-

  pons. To list all the types of AFVs, artillery

  and recently tanks as well, would be su-

  fficient for a standalone article and mo-

  reover it is not linked to the main theme

  of this series. One new weapon which is

  being discussed lately is however directly

  associated with the air war. According to

  Washington Post the USA plan to supply

  Ukraine with JDAM sets which can trans-

  form the classic unguided bombs into

  precision guided weapons. The acronym

  means the Joint Direct Attack Munition.

  Joint means that in 1990s both USAF and

  USN cooperated on the weapon’s develo-

  pment. JDAM set consists of three parts

  – guiding system based on GPS coordi-

  nates, longitudinal fins attached to the

  bomb’s body improving its ability to gli-

  de and control surfaces installed on the

  bombs tail. The sets are manufactured in

  three sizes and USAF or USN use them on

  the bombs from 500 lbs to 2000 lbs. That

  means they should be easily adapted and

  the modifications for application on the

  Soviet-made Ukrainian bombs should not

  present any obstacle (as far as the mea-

  surements is concerned). The Washington

  Post article indicates that the USA will not

  supply the bombs, only these sets.

  A bomb with JDAM set can be deploy-

  ed in three different ways. Carried by an

  airplane which simultaneously carries

  a container for searching and aiming at

  the targets (for example Sniper or LI-

  An explosion at Diaghilevo Airbase destroyed

  a ground source and damaged a Tu-22M3 desig-

  nated RF-34110. The bomber has a Ch-22 missile

  under its wing.

  Three Russian soldiers died in the explosion and subse-

  quent fire.

  Detail of the damage to a Tu-22M3 marked RF-34110.

  HISTORY

  INFO Eduard

  23

  February 2023

• Page 24

  This Ka-52 bore a warlike drawing of an alligator on the fuselage. It was shot down in Kherson Oblast in November 2022.

  New photos of a Russian Mi-8AMTS helicopter with the fuselage number “Blue 92”

  that was destroyed by Ukrainian forces on Snake Island as recently as May 7, 2022.

  A photo of the wreckage of a Ukrainian Mi-8 helicopter was

  released on December 24 and is believed to be from the Donetsk

  region. However, there is no other debris around. It is possible that

  this is a machine destroyed earlier.

  A Ukrainian Mi-24P helicopter

  with a traditional painting from

  the village of Petrykivka in

  Dnipropetrovsk Oblast, where

  such motifs decorated houses

  and household items.

  Russian Orlan-10 reconnaissance drone shot down on December 30 in Chernihiv Oblast.

  HISTORY

  INFO Eduard24

  February 2023

• Page 25

  TENING II). The container transmits the

  coordinates to the bomb which is then

  released by a pilot. The accuracy is wi-

  thin five meters. In case GPS signal is lost

  the bomb “remembers” the target with 10

  meters accuracy. There is another option

  when a pilot manually enters the coor-

  dinates during the flight according to his

  target identification or according to the

  coordinates supplied by the ground con-

  trol. In both situations the integration of

  the aircraft’s electronic systems is nece-

  ssary.

  The third option is the easiest one. The

  target coordinates are entered into the

  bomb while it is still on the ground be-

  fore the take off and pilot only delivers it

  to the designated area. It is quite proba-

  ble that the Ukrainians will deploy JDAM

  exactly in this way. It requires the minimal

  modifications of the aircraft – just adding

  GPS and control component to release

  the bomb.

  In the preceding months the Ukrainians

  successfully adapted the HARM anti-ra-

  dar missiles for Mig-29 and Su-27 figh-

  ters. HARM is capable to actively search

  for the targets itself and so the Ukrainians

  only added GPS and a tablet to their figh-

  ters which helps to launch the HARM roc-

  ket and it locks on the enemy radar itself.

  And it seems to be working. It is possible

  that if JDAM bomb is linked to the aircraft

  tablet (for example via Bluetooth) the

  Ukrainian will be able to enter the target

  coordinates by a pilot during the mission.

  It is possible that the Ukrainians will drop

  the JDAM bombs from Su-24 and Su-25

  fighter bombers. When dropped from the

  high altitude and speed this munition can

  glide as far as 20 km. The Ukrainian air-

  craft however cannot afford flying at high

  altitudes in the vicinity of the frontline.

  Therefore Su-25 will supposedly release

  the bombs in the same way they launch

  the unguided missiles – on the ballistic

  trajectory. The airplane will fly at the ma-

  ximum airspeed close to the ground, then

  it will climb and release the bomb forward

  on the curved trajectory. As opposed to

  the unguided missiles the JDAM will be

  significantly more accurate. There is ano-

  ther detail in favor of JDAM supplies –

  a bomb equipped with this set is six times

  less expensive than the guided missile for

  the HIMARS rocket launchers.

  Helicopter losses

  During our reporting period both sides

  claimed several enemy aircraft shot down

  but visually confirmed were only couple

  of them. It is possible that more of them

  will be confirmed later as it happened du-

  ring the preceding months. All confirmed

  kills were related to the troops support

  at the frontline, mainly in Bachmut area.

  Two Ukrainian Mi-8 helicopters were lost.

  The first crashed on Sunday, December 11

  while attacking the Russian positions with

  the unguided missile near Konstantinovka

  in Donetsk area. Pilots Vladislav Levchuk

  and Maxim Fedorov were killed. Another

  loss occurred on Monday, December 19

  near the village of Tonenkov in Donetsk

  area. Two Mi-8 helicopters were flying in

  a column close to the ground. The camera

  in the rear aircraft captured the rocket hit

  on the leading helicopter. The thick black

  smoke billowed, and it crashed shortly

  afterwards.

  Despite the danger the pilots of the rear

  aircraft turned around and landed near

  the smoking wreck to try to help its crew.

  They did not manage to save two crew

  members – Lt. Col. Oleksandr Zubatch

  and Lt. Col. Vladislav Gulov perished. Two

  Russian helicopters were reportedly de-

  stroyed. They were Ka-52, a type that has

  suffered severe losses during the Ukrai-

  nian war. The first one was destroyed by

  Dnipro AA rocket brigade on Sunday, De-

  cember 4. The Russian crew made a fatal

  mistake to fly at fairly high altitude. After

  the rocket hit, they exploded and had no

  chance for survival. The kill was captured

  on video which also showed the second

  Russian helicopter which however flew

  significantly lower and therefore escaped

  the fire.

  Another Ka-52 bort number “yellow

  23” was hit on Monday, December 20. It

  supposedly fell victim to the Pancir-S1

  system’s friendly fire. In this case ho-

  wever the crew survived. Yet another vi-

  deo surfaced showing the destruction of

  the third Ka-52. It seems to date back to

  March from the vicinity of Kiev and cap-

  tured the helicopter after its emergency

  landing which the Russian soldiers blew

  up rather than let it be captured by the

  Ukrainian troops. Besides these helico-

  pter losses the aforementioned Tu-95

  and T-22M were damaged at the strategic

  bombers’ bases. On Sunday, December 4

  south of Bachmut a Su-24M, bort number

  “blue 48” and marking RF-93798 was de-

  stroyed. Both pilots, the Wagner’s Group

  mercenaries, were killed.

  The Russian Defense Ministry has published a series of photos of soldiers with the Mi-8 helicopter.

  Lieutenant Colonel Maxim Fedorov (pictured) was killed along with First Lieutenant Vladislav Levchuk on December

  11 in a Mi-8. Note the message to Putin in the window of the helicopter and the machine gun mounted in its nose.

  HISTORY

  INFO Eduard

  25

  February 2023

• Page 26

  Rabaul on New Britain in the South Pacific

  was occupied by Japanese in early 1942 and

  for the next two years it became a key base

  for naval, air and ground units during their

  campaigns in the Solomon Islands and New

  Guinea. It was so heavily defended that the

  Allies decided to neutralize it and not waste

  their forces in capturing it. At the end of 1943

  its fighter protection was provided by Zero

  pilots from Kōkūtai 201, 204 and 253.

  On November 1, 1943, the Allies began landing

  at Cape Torokina north of Empress Augusta

  Bay on the west coast of Bougainville Island.

  Their mission was to establish air bases clo

  -

  ser to Rabaul. The Japanese were prepared

  for this risk and therefore sent reinforce

  -

  ments to Rabaul in the form of cruisers and

  destroyers as well as air units from the air

  -

  craft carriers Shōkaku, Zuikaku and Zuihō.

  The Americans were first unsuccessfully

  attacked by airmen from the carrier units,

  and at night two heavy cruisers, two light

  cruisers, and six destroyers sailed to the

  island. Behind them, vessels with Japane

  -

  se reinforcements followed. A night battle

  occurred in Empress Augusta Bay in which

  several warships collided, and the Japanese

  lost one light cruiser and one destroyer, two

  cruisers were damaged, and two destroy

  -

  ers suffered heavy damage. The Americans

  came out of the battle in better shape, with

  damage to one cruiser and one destroyer.

  The Americans scheduled a raid on Rabaul

  for Tuesday, November 2, 1943. The low-alti

  -

  tude attack by 75 Mitchells from the 3rd, 38th

  and 345th BG was escorted by 70 Lightnings

  from the 8th, 49th and 475th FG. The figh

  -

  ters were commanded by Gerald Johnson of

  the 9th FS and his deputy, future America's

  most successful fighter pilot, Dick Bong. The

  Liberator crews were tasked to conduct their

  raid at the same time, but due to bad wea

  -

  ther, some heavies and part of their escort

  returned to New Guinea. While planning the

  attack, the Americans had no information

  about the reinforcements that had arrived

  in Rabaul, nor did they take into account that

  the warships would return after the night ba

  -

  ttle off Bougainville. They were thus heading

  into deadly trap.

  The bombers approached Rabaul from the

  northeast and passed over the target be

  -

  tween the volcanoes of Tovanudatir and

  Komvur. Two P-38 squadrons were the first

  to attack Lakunai airfield, but far from sur

  -

  prising the Japanese, they were instead en-

  gaged by about a hundred Zeros. The indivi-

  dual gunship squadrons attacked airfields

  and vessels at Rabaul about a minute apart.

  There the defenders were surprised, but

  gunners on shore and on ships quickly ope

  -

  ned fire. The defence was led by the heavy

  cruisers Haguro and Myoko. The Japanese

  also fired large calibres into the water to

  threaten the low-flying bombers with high

  geysers.

  All hell broke loose over the bay, the air was

  filled with flak explosions and falling ma

  -

  chines. The bombers trying to fly below the

  level of the cruisers' decks to escape their

  fire were also attempting to avoid the water

  geysers. Piotr Forkasiewicz captured this

  phase of the battle on the boxart. The aircraft

  2-163 probably belonged to Hikōtaichō of 201.

  Kōkūtai, Lt. Cdr. Shirō Kawai. However, he did

  not participate in this action and unit´s for

  -

  mation was led by Lt.(jg) Yoshio Ôba.

  Some Zeros chased the B-25s during their

  retreat, but the Japanese pilots avoided

  attacking from the front because they feared

  the gunships' armament. Some Japanese pi

  -

  lots apparently ran out of ammunition, flew

  alongside the Mitchells for a while, then sa

  -

  luted and took off.

  The Japanese lost fourteen Zeros and nine

  pilots, and six more fighters were destroy

  -

  ed in collisions during takeoff. The Japanese

  reported 119 aircraft shot down, 22 of them

  probably. The American side also inflated its

  reports, with fighters and bombers claiming

  55 Zeros shot down. The exact damage to

  Japanese vessels is still disputed, but after

  this attack the Japanese abandoned another

  naval attack on Bougainville.

  The Americans lost 11 Mitchells and 9

  Lightnings, many more were damaged.

  Most of the P-38s were shot down in fighter

  engagements, while a large number of B-25s

  was shot down by flak. Due to these losses,

  November 2, 1943, was nicknamed “Black

  Tuesday”. Major Raynold H. Wilkins of the

  8th BS, 3rd BG was posthumously awarded

  the Medal of Honor for his attack on one of

  the cruisers and his courage in leading his

  formation.

  BOXART STORY #82214

  Text: Jan Bobek

  Illustration: Piotr Forkasiewicz

  Black Tuesday

  INFO Eduard26

  February 2023

• Page 27

  #84154

  BOXART STORY

  Squadron Leader Henry Maxwell Gibbes

  DSO, DFC & BAR and OAM was one of Austra

  -

  lia's top fighter pilots. Due to his stout build,

  Bobby Gibbes was known as “the barrel that

  walks”. As commander of No. 3 Sq RAAF he

  achieved 10.25 victories in MTO. His oppo

  -

  nents included not only German and Italian

  pilots, but a Vichy France’s pilot. who fought

  for Vichy France. He left his command post in

  April 1943 after completing 274 combat sor

  -

  ties. Gibbes was eager to pilot the Mosquito

  and flew 25 hours, because he was to be

  -

  come commander of the RAAF's night fighter

  No. 464 Sq. Instead, however, he was trans

  -

  ferred to Australia as Chief Flying Instructor

  to No. 2 OTU. He returned to combat service

  in October 1944 as deputy of legendary Clive

  Caldwell, commander of No. 80 Wing RAAF.

  At that time the Wing consisted of No. 452

  and 457 Sq RAAF both armed with Spitfires

  Mk.VIII. In December 1944, parts of the Wing

  were gradually moved to the island of Moro

  -

  tai in the northern part of present-day Indo-

  nesia. Gibbes did not take part in this trans-

  fer, having suffered burns in an emergency

  landing at Sattler airfield on 5 December. But

  every cloud has its silver lining, at the hospi

  -

  tal he met a nurse he courted for two weeks,

  and their wedding took place at the end of

  January 1945

  Morotai Island was important to the Allied

  advance into the Philippines. Therefore, in

  mid-September 1944, American and Aus

  -

  tralian troops had made a landing there. The

  small Japanese garrison, outnumbered 1:100,

  was pushed into the less important parts of

  the island. Work began immediately on the

  two main airfields, which were completed in

  October. The Japanese, however, would not

  surrender and the fighting didn’t stop before

  the end of the war. In the months following

  the landings, Japanese airmen conducted

  a series of night raids on the island, for which

  Allied fighter units found virtually no effecti

  -

  ve defence. Japanese bombers destroyed or

  damaged over 70 aircraft.

  Caldwell's Spitfires at Morotai encountered

  enemy aircraft only once. The pilots had to

  attack insignificant ground targets on the su

  -

  rrounding islands. As a result, in the attack

  on the Philippines, the Australian airmen

  remained aside from the main war zone,

  and it led to their growing frustration. They

  were not happy with the deployment of their

  high-altitude Spitfires in the role of strafer.

  Nevertheless, they tried to suggest modi

  -

  fications that would make this role easier.

  However, some of these were rejected.

  Work to prepare facilities for Australi

  -

  an troops on Morotai Island was not go-

  ing ideally either. American engineer units

  were in charge, but the pace was very slow.

  So, Caldwell and Gibbes decided to speed

  up the work with illegal supplies of alcohol.

  However, they were denounced and both

  officers were court-martialed and reduced

  in rank.

  Gibbes rejoined the unit in March 1945

  after recovering and flew 44 combat sorties

  against isolated Japanese positions. During

  one of these, on 4 April, he was wounded in

  an attack on Ternate Island. Anti-aircraft gun

  fire hit the Spitfire's starboard radiator, ma

  -

  chine-gun hits damaged the port wing and

  several splinters struck Gibbs' right thigh.

  Gibbes later recalled that he saw no purpose

  in these combat operations. He even stopped

  seeing the point of continuing to serve in the

  Air Force. He especially disliked shooting at

  cattle. He had previously worked on a farm

  and shooting at animals with a Spitfire lite

  -

  rally made him sick.

  He was not alone with these feelings on Mo

  -

  rotai and so he joined Caldwell and six other

  officers in an unprecedented move in RAAF

  history. Together they submitted their re

  -

  signations with a postponement until after

  the fighting was over. The command tried to

  sweep the matter under the carpet, not wi

  -

  lling to address the issues, and wanted to

  persuade the officers to withdraw their re

  -

  signations. This motivated the mutineers to

  change the validity of the resignations to im

  -

  mediate. Eventually, this led to an inspection

  from Australia. This resulted in the replace

  -

  ment of part of the 1st Tactical Air Force com-

  mand, the correction of problems, and a gra-

  dual improvement in morale. Bobby Gibbes

  was later reinstated to the rank of Squadron

  Leader and left RAAF in 1946. His civilian air

  life was no less colourful than his wartime

  service. In 1994, he published a biographical

  book, You Live But Once.

  Text: Jan Bobek

  Illustration: Antonis Karydis

  Morotai Mutiny

  INFO Eduard

  27

  February 2023

• Page 28

  BOXART STORY #7467

  In the first half of 1944, the Luftwaffe com-

  mand decided to reinforce fighter units in

  Western Europe. The number of Staffeln in

  a particular fighter Gruppe was increased

  from three to four. Therefore, some fighter

  Gruppen in other theatres had to select one

  Staffel and send it to the West. Hence I./JG 51

  “Mölders”, fighting on the Eastern Front with

  Bf 109 Gs, had to send its 2. Staffel, which thus

  came under the command of IV. Sturm/JG 3

  “Udet”in June 1944. The commander of this unit

  was Major Wilhelm Moritz. It was one of the

  three Sturmgruppen in the Defense of the Re-

  ich, designed to attack bomber formations at

  close range. For this purpose, it was rearmed

  in May from Messerschmitt Bf 109s to heavily

  armoured Fw 190 A-8/R2s (and a few A-7s).

  At the same time one of its three Staffeln

  was disbanded and replaced by Sturmstaffel

  1, which specialized in such attacks. Its newly

  added Staffel, 2./JG 51, was getting familiar

  with Focke-Wulfs throughout June. In August,

  it was formally redesignated 16. Sturm/JG 3.

  For the first time, IV. Sturm/JG 3 entered com-

  bat as Sturmjäger unit on July 7, 1944. With 44

  aircraft from Stab and four Staffeln, the unit

  managed to attack an unescorted Liberator

  formation at Oschersleben, shooting down 19

  of them during the three-minute battle. As a

  result of this engagement, the 492nd BG had

  to be disbanded.

  Moritz and his four Staffeln with 45 armou-

  red machines made a similar attack over

  Starnberger See on July 18, 1944. Top co-

  ver was to be provided by Focke-Wulfs from

  2./JG 51 under Oblt. Haase. The Germans were

  able to attack a B-17 formation from the 483rd

  BG that was also unescorted. In the ensuing

  fight, 14 bombers were shot down. The Ameri-

  can unit received a Distinguished Unit Citation

  for its valiant defense. Oblt. Haase, however,

  disobeyed Moritz's order and instead of pro-

  tecting his colleagues, ordered his 2./JG 51

  to attack the bombers as well. The Mustangs

  that arrived at the scene of the bloody en-

  counter punished this mistake severely and

  the result was 12 Focke-Wulfs shot down and

  an equal number of pilots killed or wounded.

  In the following weeks the number of aircraft

  that IV. Sturm/JG 3 deployed into combat was

  reduced in most cases to between 10 and 20.

  Similar events happened on August 23, 1944,

  when 17 fighter planes took off under Mori-

  tz´s command from Schongau airfield against

  bombers of the 15th Air Force targeting fuel

  production plants in Blechhammer (Bla-

  chownia Śląska) and Odertal (Zdzieszowice),

  as well as aviation and industrial plants in

  and around Vienna. In total the Germans sent

  96 fighters against that raid, but only 50 of

  them made contact with the enemy. The allied

  escort fighters shot down seven Focke-Wulfs

  from II. Sturm/JG 300 and the only significant

  success was scored by Moritz's Sturmgruppe.

  At first his unit joined the JG 300 formation,

  which drew attention of the US fighters. But

  IV. Sturm/JG 3 then avoided the escort and

  south-west of Vienna it attacked 24 Libera-

  tors of the 451st BG, which were flying, wit-

  hout escort, a north-westerly course to their

  target, Markersdorf airfield. The bombers took

  up a tight formation to make it dangerous for

  the Germans to attack at close range. A deadly

  struggle ensued, taking place at an altitude of

  6000 mètres on a route of sixty kilometres

  approximately between the towns of Nass-

  wald and Kilb. Moritz and his fighters claimed

  the downing of nine bombers within three mi-

  nutes, and nine actually crashed. The others

  were badly damaged. The commander of the

  American unit, Col. Robert E. L. Eaton repor-

  ted that about forty fighters attacked them

  extremely aggressively, making expert use

  of the dense cloud cover before the attacks.

  The Germans attacked in groups of six to ten

  machines in a very aggressive, almost suici-

  dal manner. Some of the Liberators were so

  badly hit that they disintegrated in mid-air. The

  picture of the burning Liberator “Extra Joker”

  just before its explosion is one of the most fa-

  mous photographs in aviation history. Its co-

  mmander, 1st Lt Kenneth A Whiting, was killed

  with his entire crew.

  Sixteen 451st BG aircraft got over the target

  and managed to hit Markersdorf airfield. For

  this action the unit received a Unit Citation

  from the commander of the 15th Air Force,

  Maj. Gen. Twinning, stating among other facts

  that the gunners shot down or damaged 29

  enemy aircraft. Certainly, five pilots of the 15.

  and 16. Sturm/JG 3 were shot down, killed or

  remained missing, to which must probably be

  added three other machines that were da-

  maged. During the fighting over Europe, the

  451st BG lost 112 crews over enemy territo-

  ry. The fight over the foothills of the Alps on

  August 23, 1944, was one of the heaviest.

  Text: Jan Bobek

  Illustration: Piotr Forkasiewicz

  Markersdorf Raid

  INFO Eduard28

  February 2023

• Page 29

  BOXART STORY

  #8136

  He’s still in bed when the phone rings. “Sir,

  north of the forest at Villers-Cotterets,

  a French Breguet is directing enemy artillery

  fire. Its effects are devastating!” He quickly

  notes the area on the map and then replies

  curtly into the phone, “We’ll be there in a mi

  -

  nute!”

  Off duty, he should have been allowed to sle

  -

  ep, but needs must. He looks at his watch.

  It’s not even 0730! But all the other pilots

  have left for the morning patrol, so it’s up

  to him. In five minutes, he’s ready. The me

  -

  chanic is fluttering about his new Fokker

  D.VII. Jasta 4, which he leads now, was the

  last of the whole JG I to get these beasts on

  June 13, just a fortnight ago. He picked one

  of them, had its fuselage, upper wing and

  elevator painted red, while the nose was

  painted black and, following the example of

  Kirschstein’s Fokker Dr.I, which he also used

  for a short time, the upper wing was decora

  -

  ted with white stripes. After the letters “Lo”,

  accompanied by an exclamation mark, had

  been painted on the sides of the fuselage as

  usual, the work was almost complete. But

  something was still missing. A short me

  -

  ssage to anyone who might want to get him

  down. He had already made up his mind and

  the words “Du doch nicht!!” were added on

  the elevator.

  He jumps into the cockpit, settles in, sprays

  fuel, turns on the magneto, moves the stick

  to check the controls clearance. The me

  -

  chanic turns the propeller twice, and by the

  third time the whole plane shakes with the

  first revs of the nose engine. A minute later,

  he takes off.

  He heads for the front, his eyes searching for

  the enemy. It doesn’t take long. There it is!

  North of the forest, about 600 meters up. He

  doesn’t waste time and immediately attacks

  from behind. He’s got to be careful, the twin

  machine-guns of the Breguet could really

  mess him up. He’s keeping level and sits ri

  -

  ght behind. The French observer would sho-

  ot his own rudder off if he tried anything! He

  pulls the breeches of his machine guns and

  fires a short burst. The head behind the ma

  -

  chine guns disappears. Did he hit him? Looks

  like it. But the French pilot is not about to

  give his skin cheap and maneuvers violently.

  He takes a sharp descend turn and tries to

  escape towards friendly territory.

  Now, he’s attacking from the side, which

  would normally be risky. But now there’s no

  -

  body behind the Breguet’s guns. He is perha-

  ps only twenty meters from the French air-

  craft when suddenly the observer reappears

  behind them! And it’s bad! The first flashes

  come from the guns, and he can literally feel

  the projectiles passing close by. Then his

  Fokker jolts upwards and there is an abrupt

  drop in the feedback of the control stick.

  The rods, leading to the elevator, were cut

  by enemy shots and the aircraft gets out of

  control within second. Worse still, the rudder

  was also hit and badly damaged! The Fokker

  turns and circles while the Breguet escapes.

  The combat took him over the enemy positi

  -

  ons. He must make it back to friendly terri-

  tory! But how? An idea emerges. Whenever

  the nose begins to turn in the direction of fri

  -

  endly positions, he pushes the throttle. More

  power widens the turn and that takes him

  a little bit further in the desired direction.

  He repeats this over and over again. The pro-

  gress is slow, but he keeps it. The German

  positions are within reach already, when

  suddenly the Fokker banks sharply and goes

  violently into a dive. There’s no time to lose!

  He crouches, pushes his feet on the edge

  of the seat and hurls himself from the

  cockpit.

  A blast of air hits him in the chest and throws

  him straight into the damaged rudder, which

  catches on a loose strap of the parachute

  harness. He is trapped in the wildest ride of

  his life! He’s trying to get rid of the half-shot

  rudder, but in vain, the ground is closing. His

  beloved Lo in tears flashes through his mind

  ... Snap! The rudder loosens and the strap

  slips from its grasp. “It’s too late,” he thinks.

  But then something jerks him upwards.

  The parachute has opened! A second flies

  by, maybe two, and he hits the ground hard.

  Pain shoots from ankle of Ernst Udet to his

  entire leg. He lies there, breathing deeply.

  Artillery fire rumbles around him and one

  shell explodes so close that a lump of dirt

  falls on him. He must get out! Struggling for

  a moment with the pile of white silk, he is

  finally free. His heart skipping, he makes

  his way to the nearby firing positions of the

  German artillery. It’s not over, he’s escaped

  death again. Du doch nicht!!!

  Text: Richard Plos

  Illustration: Adam Tooby

  You won’t get me!

  INFO Eduard

  29

  February 2023

• Page 30

  BOXART STORY #8203

  Zerstörergeschwader 1, known as Wespen

  (wasps) or Wespengeschwader due to the

  painting on the bows of its Messerschmitt

  Bf 110s, derived its origins from the pre-war

  JG 132 “Richthofen”. The Richthofen tradi-

  tion was maintained by the unit, although

  its designation was gradually changed to

  ZG 141, ZG 1 and later to SKG 210.

  ZG 1 was re-established in Lechfeld in Ja-

  nuary 1942. At that time, Stab, I. and II./SKG

  210 specialized in the deployment of Bf 110s

  as fighter-bombers. At the same time, the

  newly established III./ZG 1 was armed with

  Messerschmitt Bf 109 E.

  The entire Geschwader moved to Belgorod,

  Russia at the end of May 1942 as part of VIII.

  Fliegerkorps, commanded by Gen. Feldm.

  Wolfram Freiherr von Richthofen, a cousin

  of the well-known Manfred. ZG 1 was not

  involved in the fighting in the Crimea, but

  was deployed in the direction of Taganrog,

  Rostov and Krasnodar. The main task of

  its airmen was to support ground troops.

  It attacked supply columns, bridges, flak

  and field artillery positions and attacked in-

  fantry groups and armoured vehicles at the

  front. In doing so, Bf 110 crews used power-

  ful nose armament and bombs, most of-

  ten of 250 and 50 kg caliber. The preferred

  method of bombing was the steep descent,

  which the crews called Sturzflug (dive fli-

  ght). The 110s came to be known as "flying

  artillery". Between June and August 1942,

  the worst enemy of the ZG 1 pilots was the

  Soviet anti-aircraft defences. During this

  period, I./ZG 1 lost 19 machines to their guns

  and II./ZG 1 lost as many as 52. Many of the

  damaged aircraft managed to return over

  their own territory with one engine.

  In aerial combat, the Bf 110 pilots tried to

  take advantage of the high speed and strong

  armament in the nose. But sometimes

  Bf 110 crews also used the so-called defen-

  sive ring, which they had already used in the

  Battle of Britain. However, there were also

  losses in combat with Soviet airmen. And

  one Bf 110 was even shot down by a tank.

  The combat deployment of the Wasps was

  extremely intense on some days. An exam-

  ple is August 25, 1942, during which I./ZG 1

  was deployed in the Kotluban area. From

  quarter to four in the morning until six

  thirty in the evening (German time), Bf 110

  crews carried out 25 missions with a total

  of 134 deployed aircraft. They dropped 79.6

  tons of bombs on enemy positions and de-

  stroyed one tank, four guns (three others

  were disabled), three tractors and sixteen

  trucks, and damaged dozen of others. They

  also destroyed four towed vehicles and two

  sleds. A train was hit as well, and bombs

  severed the tracks in six places. One Bf 110

  was shot down by flak, its crew being killed.

  A boxart created years ago by our late fri-

  end Martin Novotný shows a crew from

  6./ZG 1 in combat with Polikarpov I-16. Du-

  ring June 1942 this Staffel lost two com-

  manders. First it was Hptm. Götz Baumann,

  who was wounded in a combat flight on

  9 June. His successor, Oblt. Albert Heilma-

  yer was shot down by flak just two days

  later. The new commander was Oblt. Egon

  Albrecht (25 v., KC), a German born in

  Brazil.

  However, ZG 1 did not fight only the Red

  Army. Surprisingly, its jealous rival was von

  Richthofen, the commander of VIII. Flieger-

  korps. His HQ often found itself in a situati-

  on of a dynamic battlefield where it did not

  have the information to deploy units effecti-

  vely. But the improvising ZG 1 was able to

  support very effectively the ground troops.

  The officers of ZG 1 also tried to get the

  command to scientifically prepare a so-

  lution for calibrating compasses in areas

  with large quantities of iron ore. Due to this

  anomaly, navigation errors and aircraft lo-

  sses were occurring. The unwillingness of

  the command to address this problem led

  Kommodore Diesing to contact scientific

  services by himself and resolve the pro-

  blem at the unit level.

  Von Richthofen decided to disband the two

  Gruppen of ZG 1 in June 1942, but the ZG 1

  command discreetly contacted Göring, who

  wanted to maintain Richthofen Geschwader

  unit's tradition. An exasperated Wolfram

  von Richthofen began to complicate the lo-

  gistics and delivery of new equipment to ZG

  1, but at the end of June he was transferred

  to command Luftflotte 4 and the situation

  gradually calmed down. This problem is

  discussed in detail by John J. Vasco in the

  second volume of Ian Allan Publishing's

  Zerstörer.

  Text: Jan Bobek

  Illustration: Martin Novotný

  Hot wasp summer

  INFO Eduard30

  February 2023

• Page 31

  12. ročník modelářské soutěže

  PANTHERS CUP

  Hlavní téma: KDYŽ HVĚZDY TANČÍ

  Kdy: 25. 3. 2023

  Kde: Novoborská 2, Praha 9

  Další informace: www.pantherscup.cz

  ať je tou vaší hvìzda smrti,

  britney spears nebo

  insignie amerického

  letectva...

  pøijïte nám dokázat,

  že ta vaše je ta nejzáøivìjší!

  téma letošního

  Pantherscupu je

  když hvìzdy tanèí.

• Page 32

  #82214

  A6M3 Zero Type 22

  1/48

  ProfiPACK edition kit of Japanese WWII naval fighter

  plane A6M3 Zero Type 22 in 1/48 scale. Kit represents

  A6M3 Zero Type 22 and 22a versions.

  plastic parts: Eduard

  marking options: 5

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  Product page

  KITS 02/2023

  INFO Eduard32

  February 2023

• Page 33

  Lt. Cdr. Shirō Kawai, Kōkūtai 201, Rabaul air base, New Britain, September 1943

  c/n 3257, Kōkūtai 252, Wake Island, November 1943

  Lt. Usaburō Suzuki, Kōkūtai 582, Buin airfield, Ballale Island, April 1943

  This aircraft, with commander’s markings and factory

  green paint, was filmed for a Japanese newsreel pub-

  lished in October 1943. Some Japanese sources attribute

  this machine to Lt. Cdr. Kawai, who was serving as Hi-

  kōtaichō at Kōkūtai 201 at the time. In the second half of

  1943, the markings of fighter units at Rabaul changed, and

  numerals ranging from 1 to 9 began to be used, the assign-

  ment of which to individual units has not yet been reliably

  determined. Aircraft with these markings are unofficially

  assigned to a combat group called Rabauru Kōkūbuntai

  (Rabaul Air Force). One of the theories assumes the nu-

  merical codes identified parts of the fighter units opera-

  ting in Rabaul at the time. These were Kōkūtai 201 (code

  designations 1 to 3), Kōkūtai 204 (4 to 6) and Kōkūtai 253

  (7 to 9). Shirō Kawai graduated from the Naval Academy in

  March 1937 and was a veteran of 12. Kōkūtai from fighting

  in China. His most successful period was in 1942 as leader

  of part of 4. Kōkūtai and later Tainan Kōkūtai. He served

  with Kōkūtai 201 from early 1943. The unit was deployed

  to Bougainville and Rabaul from July, but Kawai flew very

  few combat sorties. In October 1944 he was assigned to

  Hikōtai 308 as part of Kōkūtai 221. He remained missing

  after aerial combat on December 24 near Clark Field, Phi-

  lippines. He bailed out in mountains but was apparently

  killed by guerrillas. After WWII it was revealed that Kawai

  gave order to execute Allied prisoners in February 1942 at

  Manus Island.

  The wreckage of this aircraft was found on Wake Island

  when it was captured by American forces in September

  1945. This base fell into Japanese hands in December 1941

  after valiant resistance by the defenders. Kōkūtai 252

  was formed in late 1942 from the Genzan Kōkūtai fighter

  squadron and participated in the fighting over Guadal-

  canal. In February 1943, it moved to Micronesia and the

  part of it based at Wake Island was under the command

  of Lt. Yūzō Tsukamoto and later Lt. Suhō. Their pilots were

  involved in sporadic engagements with American B-24

  bombers, but the unit suffered heavy losses on October 5,

  1943 during the Task Force 14 attack on Wake Atoll. Ame-

  ricans were engaged by 26 Zeroes, but 16 were lost with

  their pilots. The Japanese claimed ten victories and the

  American side lost six aircraft. According to Kōkūtai 252

  records, c/n 3257 was to be redesignated from tail code

  Y2-157 to 52-150 in early November 1943. Photographs,

  however, indicate that only the individual aircraft num-

  ber was changed. By mid-November, this Zero no longer

  appears on the Kōkūtai 252 equipment list. The unit was

  destroyed in early 1944 during the fighting in the Marshall

  Islands. The air raid on October 5 caused considerable da-

  mage to the technical facilities and aircraft at Wake base.

  A Japanese naval officer, fearing an anticipated landing,

  ordered the execution of the remaining 98 prisoners. After

  the war, he and his subordinate were sentenced to death.

  This originally grey machine was partially repainted in field

  conditions with dark green paint. The pilot of this machine

  is said to have been Lieutenant Suzuki. The aircraft is shown

  in a photograph taken at the airfield during Operation I-gō.

  Unfortunately, the tail number was retouched by the censor.

  The numbers 191 and 182 are only hypothetical variants and

  are derived from the principle of dividing the unit into for-

  mations of nine machines. The machine with two chevrons

  with a photographic evidence of the tail code bore the num-

  ber 173. Kōkūtai 582 was a mixed unit, armed with both A6M

  fighters and D3A Val bombers. Usaburō Suzuki graduated

  from the Naval Academy in August 1940. Two years later he

  was assigned to the 3. Kōkūtai (later Kōkūtai 202) and saw

  combat over New Guinea and Guadalcanal. With Kōkūtai 582

  as Buntaichō of its fighter squadron, he led pilots in a series

  of battles in mid 1943 during the defence of Bougainville.

  He also commanded in the last action, on July 12, after

  which Kōkūtai 582's fighter squadron was disbanded and

  Suzuki was transferred to Kōkūtai 204. In November 1943 he

  became Hikōtaichō in Kōkūtai 265, which had been deploy-

  ed in the Marianas area since the spring of 1944 and was

  disbanded in July after heavy losses. He then became com-

  mander of Hikōtai 301 within Kōkūtai 201 (II) and was killed

  in action off Taiwan on October 13, 1944.

  KITS 02/2023

  INFO Eduard

  33

  February 2023

• Page 34

  Iwakuni Kōkūtai, Iwakuni airbase, Japan, 1944

  Kōkūtai 261 (Tora), Kagoshima airbase, Japan, 1944

  This machine was manufactured with factory applied dark

  green color on upper surfaces. The markings of this trai-

  ning unit are the Katakana characters "I" and "Ha". The

  Iwakuni Kōkūtai was established in July 1940 and was

  used to train pilots for naval units operating from land

  bases until August 1944. It was then disbanded and re-

  -established in March 1945. Fighter aces Akio Matsuba (18

  victories), Momoto Matsumura (13 v.) or veteran of the air-

  craft carrier veteran Sōryū Ki-ichi Oda (9 v.) passed throu-

  gh its ranks as instructors. Hiroshi Shibagaki came throu-

  gh the unit as a student pilot, achieving thirteen victories

  in Rabaul with Kōkūtai 201 and 204. Another successful

  graduate became a Lt.(jg) Kagemitsu Matsu-o. In August

  1943, he was assigned to Rabaul to Kōkūtai 253 and, with

  more than ten kills to his credit, became the only Naval

  Reserve officer to achieve ace status.

  The machine was manufactured with factory painted dark

  green paint on the upper surfaces. Kōkūtai 261 was esta-

  blished in June 1943 at Kagoshima Air Base, Japan, and

  was given the battle name Tora (Tiger) and was also refe-

  rred to as Tora Butai. The identifying feature of its aircraft

  was the numerical code 61, or Kanji character for tiger.

  Its design varied from machine to machine. At the end

  of February 1944 unit moved to Iwo Jima and later went

  through heavy combat with US Navy airmen, primarily in

  Central Pacific. Unit also operated briefly from Biak Island

  north of New Guinea. By May 1944, its aircraft strength

  was already reduced to half, and in July the unit had to

  be disbanded due to high casualties. Some of the remai-

  ning members of the unit were killed in ground combat or

  aboard a submarine during the evacuation. The position of

  Hikōtaichō was held by Lieutenant Masanobu Ibusuki, who

  participated in the attack on Pearl Harbor and the Battle

  of Midway on the aircraft carrier Akagi and served on the

  aircraft carrier Shōkaku during the fighting in the South

  Pacific. It is possible that Ibusuki achieved 25 to 30 aerial

  victories during the war. After the war, he became the first

  JSDAF unit commander with F-86 Sabre jets, reaching the

  rank of Lieutenant Colonel, but was killed in January 1957

  in a collision with another F-86.

  KITS 02/2023

  INFO Eduard34

  February 2023

• Page 35

  Recommended:

  for A6M3 Zero Type 22 1/48

  481091 A6M3 Zero landing flaps (PE

  -

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  481092 A6M3 Zero (PE

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  644185 A6M3 LööK (Brassin)

  644189 A6M3 Zero LööKplus (Brassin)

  648695 A6M undercarriage legs BRONZE (Brassin)

  648786 A6M3 seat PRINT (Brassin)

  648787 A6M3 tailwheel PRINT (Brassin)

  648788 A6M3 cannon barrels & cockpit guns PRINT (Brassin)

  648799 A6M3 wheels (Brassin)

  648800 A6M3 cockpit PRINT (Brassin)

  648801 A6M3 exhausts PRINT (Brassin)

  648806 A6M3 Type 22 folding wingtips PRINT (Brassin)

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  KITS 02/2023

  INFO Eduard

  35

  February 2023

• Page 36

  HIND E

  Limited edition kit of Soviet attack helicopter Mil Mi-24V

  and Mi-35 in 1/48 scale. Focused on aircraft used

  by Czechoslovak and Czech Air Forces.

  plastic parts: Zvezda

  marking options: 8

  decals: Eduard

  PE parts: yes, pre-painted

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  resin parts: yes, wheels, flares dispensers, GPS antennae

  extra: a pictorial book about Mi-24V and Mi-35 service

  in the Czechoslovak and Czech Air Forces

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  KITS 02/2023

  INFO Eduard36

  February 2023

• Page 37

  Mi-24V, 7353, kpt. Tomáš Brom, npor. Hynčica, prap. Tisoň, 221 Squadron, 22 Helicopter Base, Náměšť nad Oslavou,

  The Last Flight of the „Night Tiger“, May 27, 2015

  Mi-24V, 0834, mjr. Bohuslav Dvořák, kpt. Jan Jiřík, pprap. Viliam Švacho, 2 Squadron,

  11 Helicopter Regiment, Líně airfield, CIAF Hradec Králové, July 17, 1993

  Mi-24V, 0815, kpt. Rudolf Straka, npor. Martin Vaniš, kpt. Ondřej Pospíšil, 331 Attack Helicopter

  Squadron, 33 Helicopter Base, Přerov, NATO Tiger Meet, Beja, Portugal, Jun 28 – July 9, 2002

  KITS 02/2023

  INFO Eduard

  37

  February 2023

• Page 38

  Mi-35, 3370, 221 Helicopter Squadron, 22 Helicopter Base, Náměšť nad Oslavou,

  RIAT Fairford, United Kingdom, July 14–16, 2015

  Mi-24V 0786, mjr. Bohuslav Dvořák, kpt. Richard Plos, nrtm. Petr Vavrík, 2 Squadron,

  11 Helicopter Regiment, Plzeň-Bory airfield, CSIAF Bratislava, Slovakia, September 5, 1992

  Mi-24V, 0837, pplk. Jaroslav Špaček, npor. Pavel Heřman, kpt. Radek Spáčil, 231 Attack Helicopter

  Squadron, 23 Helicopter Base, Přerov, the last flight, route Přerov–Želátovice, December 12, 2005

  KITS 02/2023

  INFO Eduard38

  February 2023

• Page 39

  Mi-24V 0786, mjr. Bohuslav Dvořák, kpt. Richard Plos, nrtm. Petr Vavrík, 2 Squadron,

  11 Helicopter Regiment, Plzeň-Bory airfield, CSIAF Bratislava, Slovakia, September 5, 1992

  Mi-35, 3361, 221 Helicopter Squadron, 22 Helicopter Base, Náměšť nad Oslavou,

  NATO Tiger Meet, Cambrai-Épinoy, France, May 9–20, 2011

  Mi-24V, 0835, 331 Attack Helicopter Squadron, 33 Helicopter Base, Přerov, March, 2002

  DECAL detail

  KITS 02/2023

  INFO Eduard

  39

  February 2023

• Page 40

  BOOK

  KITS 02/2023

  INFO Eduard40

  February 2023

• Page 41

  Recommended:

  for HIND E 1/48

  FE1098 Mi-24V seatbelts STEEL (PE

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  644059 Mi-24V LööK (Brassin)

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  648126 OFAB-100 Soviet bombs (Brassin)

  648574 UB-32A-24 rocket launcher (Brassin)

  648585 Mi-24V/VP Pitot tubes (Brassin)

  648587 Mi-24V 9A624 machine gun (Brassin)

  648696 Mi-24V cockpit (Brassin)

  ER48001 Mi-24V positive rivets & surface details (Eddie The Riveter)

  3DL48001 Mi-24V SPACE (3D Decal Set)

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  KITS 02/2023

  INFO Eduard

  41

  February 2023

• Page 42

  Spitfire Mk.VIII

  Weekend edition kit of British WWII fighter plane Spitfire

  Mk.VIII in 1/48 scale. The kit is focused on on Spitfires fighting

  over Italy, Burma and in RAAF over New Guinea.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  #84154

  1/48

  Product page

  KITS 02/2023

  INFO Eduard42

  February 2023

• Page 43

  MT775, S/Ldr Neville F. Duke, No. 145 Squadron, Loreto, Italy, July–September 1944

  1Lt. Leland P. Molland, 308th FS, 31st FG, Castel Volturno, Italy, December 1943–February 1944

  MT507, F/O Len A. Smith, No. 152 Squadron, Sinthe, Burma, March 1945

  Neville Frederik Duke, native of Turnbridge in Kent,

  joined RAF in June 1940 when he was eighteen years

  old. After he completed his pilot training in Februa

  -

  ry 1941, he was assigned to No. 92 Squadron where

  he scored his first two kills. Frequently he flew as

  a wingman to famous “Sailor“ Malan, commander

  of the Biggin Hill’s Wing. In October 1941 Duke was

  dispatched to North Afrika to No. 122 Squadron flying

  Tomahawks and Kittyhawks where he scored another

  four kills. He started his second tour of duty again

  with No. 92 Squadron which was transferred to the

  African continent and received “tropical“ Spitfires

  Mk.Vb. In the course of several months Duke score

  further fourteen victories. In March 1944 he assumed

  command of No. 145 Squadron equipped with Spitfires

  Mk.VIII and till the end of September he was credi

  -

  ted with another six victories. In the role of No. 145

  Squadron commander Duke flew three personal Spit

  -

  fires Mk.VIII. Their serial numbers were JG241, JG953

  and MT775. All those three Spitfires carried ZX

  -

  J

  codes painted in Deep Sky outlined in white. His last

  Spitfire s/n MT775 carried No. 145 Squadron insignia

  on both sides of the engine cowling. Unfortunatelly

  photograph of the starboard side has not known yet

  but most likely, same as on his previous Spitfires, the

  victory markings were painted on the port side under

  the windshield. Neville Duke finished the conflict

  with 28 kills and became the most successful MTO

  pilot. After his return to Europe he continued flying as

  a chief test pilot for the Hawker company.

  Leland Phillips “Tommy“ Molland was born on May 7, 1919

  in Chaffie, North Dakota. He completed his pilot training

  at Moore Field in Texas and on July 5, 1943 was attached

  to 31st FG. He achieved his first success as a fighter pilot

  on January 16, 1944, when he managed to shoot down

  one Bf 109 in cooperation. Another two kills quickly fo

  -

  llowed. On February 22, 1944 he became an ace having

  shot down two Bf 109. At the same time he became one

  of the most successful Spitfire Mk.VIII pilots. When in the

  end of March 1944 the 31st FG converted to P-51 Mus

  -

  tangs he continued flying combat missions and shot

  down another six enemy aircraft. After the war Molland

  remaind in the Air Force service and was promoted to

  Lt. Colonel. But on May 16, 1951 he tragically lost his life

  in Korea. Flying T-33 under the marginal weather

  conditions he struck terrain returning from the

  meteorological reconnaissance over the enemy terri-

  tory.

  In 1943 Len Smith served as a sargeant with No. 152

  Squadron operating over Tunisia, Sicily and Southern

  Italy. He scored four kills for which he was awarded

  DFM. Before his squadron’s transfer to Burmese front

  in November he was promoted to Flying Officer. In the

  end of 1944 he was credited with a confirmed kill of

  Ki-43 and became an ace. His kill was one of only

  three Japanese aircraft destroyed credited to No. 152

  Squadron during the fighting in the Burmese theater.

  In the spring of 1945 Smith completed his tour of duty

  with this unit and returned to the Great Britain. Sadly,

  shortly afterwards he was killed in a flying accident.

  His Spitfire, which he flew in the beginning of 1945,

  sported the fuselage nose painted white contrary to

  the regulations on SEAC aircraft white quick recogni

  -

  tion markings. The propeller spinner was decorated

  with black chevrons painted at the propeller blades‘

  bases. The unit insignia, leaping black panther, was

  painted on the fuselage port side.

  KITS 02/2023

  INFO Eduard

  43

  February 2023

• Page 44

  A58-602, W/Cdr Robert H. M. Gibbes, No. 80 Wing, Sattler airfield,

  Australia, December 1944–April 1945

  Bobby Gibbes, nicknamed “A Walking Barrel“ by his

  fellow pilots due to his short body complexion, was

  one of the most renowned Australian pilots and achie

  -

  ved one unusual sussess by shooting down aircraft

  of three different Axis nations i.e. German, Italy Vichy

  France. He scored 12 victories in total. Gibbes‘ Spitfi

  -

  re Mk.VIII A58-602 retained the factory camouflage,

  the Australian national insignia were complemented

  by RG

  -

  V codes and Grey Nurse inscription. Both were

  painted in Sky Blue. It was a very light blue color used

  by RAAF. Its application on the code letters was intro

  -

  duced in January 1943. Originally white tail surfaces

  were overpainted with Foliage Green on the top and

  sides, the undersides were painted Sky Blue. Ace of

  Spades on Gibbes aircraft’s rudder was painted upside

  down. Kill markings, depicting Gibbes‘ victories scored

  in MTO flying with No. 3 Squadron RAAF, were painted

  below the canopy. The quick recognition markings –

  white wing leading edge – appeared on the Austra

  -

  lian Spitfires for the first time in the middle of 1943

  and No. 80 Fighter Wing adopted the practice. During

  its service Gibbes‘ Spitfire carried two different shark

  mouths. Later version, with wide mouth is portrayed

  in this profile.

  Recommended:

  for Spitfire Mk.VIII 1/48

  49708 Spitfire Mk.VIII (PE

  -

  Set)

  FE746 Spitfire Mk.VIII Weekend (PE

  -

  Set)

  648099 Spitfire exhaust stacks fishtail (Brassin)

  648115 Spitfire wheels - 4 spoke (Brassin)

  648118 Spitfire wheels - 4 spoke w/pattern (Brassin)

  648120 Spitfire - radio compartment (Brassin)

  648199 Spitfire Mk.VIII cockpit (Brassin)

  648200 Spitfire Mk.VIII engine (Brassin)

  648201 Spitfire Mk.VIII gun bays (Brassin)

  648338 Spitfire Mk.VIII top cowl (Brassin)

  648380 Spitfire Mk.VIII / IX cockpit door (Brassin)

  3DL48039 Spifire Mk.VIII SPACE (3D Decal Set)

  D48048 Spitfire Mk.VIII over Europe (Decal Set)

  D48049 Spitfire Mk.VIII over Pacific (Decal Set)

  Cat. No. 648199

  Cat. No. 648115

  Cat. No. 648338

  Cat. No. 648200

  KITS 02/2023

  INFO Eduard44

  February 2023

• Page 45

  Fw 190A-8/R2 1/72

  Weekend edition kit of German WWII fighter aircraft

  Fw 190A-8/R2 in 1/72 scale. The kit offers Sturmbocks

  served in JG 3, JG 4 and JG 300..

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  #7467

  Product page

  KITS 02/2023

  INFO Eduard

  45

  February 2023

• Page 46

  WNr. 681382, Hptm. Wilhelm Moritz, Stab IV./JG 3, Schongau, Germany, August 1944

  WNr. 680747, Oblt. Hans Weik, CO of 10.(Sturm)/JG 3, Memmingen, Germany, June 1944

  Hptm. Gerhard Schröder, CO of II.(Sturm)/JG 4, Welzow, Germany, September 1944

  Wilhelm Moritz was born on June 29, 1913, in Hamburg

  and joined the German army in 1933. He was assigned

  to the air force and went through fighter pilot training.

  The beginning of the war found him flying the twin

  -

  -engine Bf 110 with II./ZG 1. In the summer of 1940 he

  was reassigned to 6./JG 77 and in April 1942, he served

  as CO of 11./JG 1. In September 1942, he was transfe

  -

  rred to JG 51 on the Eastern Front where he would

  go on to shoot down twenty-five aircraft. On October

  19, 1943, he was made Staffelkapitän of 6./JG 3. JG 3

  was a component of the fighter network tasked with

  the defense of the Reich (Reichsverteidigung) and on

  April 18, 1944, Wilhelm Moritz became the CO of its IV.

  Gruppe. The Gruppe specialized in the use of heavily

  armed and armored single-engine fighters against

  Allied four-engine bombers. He was relieved of his co

  -

  mmand of IV. Gruppe on December 5, 1944, following

  a nervous breakdown. After convalescence he took

  over command of the Luftwaffe replacement training

  unit IV./EJG 1. He found his way back to a combat unit

  before the war ended, becoming CO of II./JG 4 on April

  18, 1945, a post he held till the end of the war. He is

  credited with the downing of 44 enemy aircraft in to

  -

  tal. He was awarded the Knight’s Cross on July 18, 1944.

  Hans Weik was born on July 6, 1922, in Heilbronn and joi-

  ned the Luftwaffe in October 1941. After completing trai-

  ning, he was assigned to JG 3 on February 21, 1943, and

  sent to the Eastern front where he shot down ten Soviet

  aircraft. From May to November he served as an instruc-

  tor at 4./JGr Ost and there he gained his first kill of a B-17

  bomber. He was subsequently transferred to 9./JG 3 and

  on February 10, 1944, he was promoted to Commanding

  Officer position of 10. Staffel JG 3, where he achieved 23

  kills. Twenty of them were four-engine heavy bombers.

  He was awarded the Knight’s Cross for his achievements

  on July 27, 1944. In April 1945 he was assigned to III./EJG

  2, where he was retrained for Me 262. After the war, Hans

  Weik studied architecture and was responsible for the

  design of many structures. During retirement years he

  dedicated his time to ship modelling and died on June 5,

  2001, in Heidenheim an der Brenz. The aircraft flown by

  Weik carried the markings of IV. Gruppe JG 3, i.e., a black

  engine cowl and a stylized Adlerflügel on the sides of the

  fuselage. The rear fuselage sports a white fuselage band

  that was common to JG 3 aircraft within the structure

  of the Defense of the Reich units. On these aircraft, the

  wave sign denoted the IV. Gruppe. The rudder carries vic-

  tory markings up to June 1944.

  The death of Obstlt. Hans-Günther von Kornatzki allowed

  8. Staffel CO Hptm. Gerhard Schröder to take command

  of II./JG 4 on September 12, 1944. Kornatzki died in a fai-

  led emergency landing attempt that ended in high voltage

  transmission lines. Schröder was thirty-two years old at

  the time and remained Gruppe commander until the begi-

  nning of March 1945, when he was replaced by the cured

  Maj. Wilhelm Moritz. He held the post until the end of the

  World War II. Historians generally assert that the reason for

  the change of the II. Gruppe command was the poor showing

  of the unit during Operation Bodenplatte. The aircraft was

  camouflaged in the standard colors of RLM 74/75/76 and

  carried the JG 4 emblem on the nose and JG 4’s Defense of

  the Reich identifier in the form of black-white-black fuse-

  lage bands ahead of the tail surfaces.

  KITS 02/2023

  INFO Eduard46

  February 2023

• Page 47

  72611 Fw 190A-8 (PE

  -

  Set)

  72612 Fw 190A-8 landing flaps (PE

  -

  Set)

  SS557 Fw 190A-8/R2 Weekend (PE

  -

  Set)

  672080 Fw 190A wheels late (Brassin)

  672081 Fw 190A-8 cockpit (Brassin)

  672085 Fw 190A exhaust stacks (Brassin)

  672086 Fw 190A propeller (Brassin)

  D72018 Fw 190A-8/R2 national insignia (Decal Set)

  Fw. Adalbert Koch, 6./JG 300, Löbnitz, Germany, fall 1944

  JG 300 was initially tasked with nighttime interception

  of Allied bombers headed to targets in occupied Europe

  as was the case with her sister unit JG 301 as well. Ho-

  wever, at the beginning of 1944, attention shifted to day-

  light operations. The II. Gruppe of the unit was formed in

  July 1943 and equipped with heavily armed and armored

  Fw 190A-8/R2s or R8s in the summer of 1944. It was also

  designated as a Sturmgruppe. One of the unit’s pilots was

  Fw. Adalbert Koch, who in the fall of 1944 flew an aircraft

  with the “yellow 15” code. The armor plating on the si-

  des of the fuselage carried the inscription “Titi Wau Wau”.

  The Defense of the Reich marking for JG 300 consisted of

  a red fuselage band. By this time, very few of these air-

  craft retained their armored glass on the sliding portion

  of the canopy. The pilots generally had these removed be-

  cause of condensation, which formed between the glass

  surfaces at high altitude, compromising visibility of the

  pilot.

  Recommended:

  for Fw 190A-8/R2 1/72

  Cat. No. 672081

  Cat. No. 672086

  Cat. No. 672085

  KITS 02/2023

  INFO Eduard

  47

  February 2023

• Page 48

  #BFC114

  Weekend edition kit of German WWII fighter aircraft

  Fw 190A-8/R2 in 1/72 scale. The kit offers Sturmbocks

  which served in JG 3, JG 4 and JG 300. Bonus decals are

  for captured Sturmbock (ex 5./JG 4) from 404th FG, 9th AF.

  plastic parts: Eduard

  marking options: 4+1

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  extra: sprue H

  Product page

  CaptuRED Sturmbock

  1/72

  WNr. 681497, Lt. Col. Leo C. Moon, 404th FG, 9th AF, Sint-Truiden, Belgium, January 1945

  Operation Bodenplatte of January 1, 1945 was the

  last hard blow to the collapsing Luftwaffe. A group of

  Sturmbocks from II.(Sturm)/JG 4 attacked St. Trond

  airfield after failing to reach their own target. After

  sustaining flak damage, the Fw 190A-8/R2 "White 11"

  flown by Gefr. Walter Wagner crashlanded close to

  the St. Trond airfield. Subsequently, USAAF techni

  -

  cians attempted to bring the aircraft back into flying

  condition using available spare parts.

  Under the care of the 404th Fighter Group ground

  crews, the weapons and some other unimportant

  components were removed. The original camouf

  -

  lage was oversprayed by the all-red paint. Only the

  emblem of JG 4 was retained on the left side of the

  engine cowling. The aircraft was given the US in

  -

  signia and code OO

  -

  L. The paint was a fulfillment of

  the unit CO, Lt. Col. Leo C. Moon wishes "to have his

  own red aircraft". His first name also appeared in the

  aircraft individual letter. The numbers painted on the

  vertical stabilizer reflect the date when this a/c en

  -

  tered the U.S. "inventory." The propeller and prop hub

  were painted black (with yellow prop blades tips).

  The same applies for the upper wing root walkwa

  -

  ys and the stripes behind the exhausts, reminiscing

  the Adlerflügel. The fan blades at the engine mouth

  were painted yellow. Apart from the missing position

  lights at the wing tips, the aircraft showed no serious

  signs of damage after the American modifications.

  Although successful engine and taxi tests were de

  -

  monstrated, it never got into the air again.

  KITS 02/2023

  INFO Eduard48

  February 2023

• Page 49

  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

• Page 50

  #8136

  ProfiPACK edition kit of German WWI fighter plane

  Fokker D.VII in 1/48 scale. Kit offers planes aircraft

  built by OAW (Ostdeutsche Albatros Werke GmbH)

  factory in Johannisthall.

  plastic parts: Eduard

  marking options: 6

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  Product page

  Fokker D.VII (OAW)

  1/48

  KITS 02/2023

  INFO Eduard50

  February 2023

• Page 51

  Lt. Ernst Udet, Jasta 4, Beugneux-Cramoiselles Airfield, France, June 1918

  VzFlgMstr. Franz Mayer, MFJ III, Jabbeke, Belgium, September 1918

  Lt. Walter Blume, Jasta 9, Sissone, France, September 1918

  Jasta 4 received the new Fokkers D.VII on June 13, 1918. All these

  were license-built OAW aircraft. Immediately, a new unit marking,

  consisting of black-painted noses, wheel covers and struts, was

  introduced. This marking was certainly inspired by the black fu-

  selages of Jasta 37. Udet was named the acting commander of

  Jagdgeschwader “Von Richthofen” on June 18, and although he only

  held this position for one day, it was probably enough to mark his

  plane in a more recognizable style. The fuselage was supposedly

  fully painted red, possibly as a reference to Udet’s previous service

  with Jasta 11. The wings were striped in red and white. The num-

  ber of stripes is usually thought to be higher than we portray here,

  but the famous photo of this plane is heavily retouched. Close in-

  spection reveals that only the stripe going through the right-wing

  cross is original. By comparison with another photo, shown in a TV

  documentary, we have our interpretation of the upper wing stripes

  layout. The aircraft did not survive long, as it was lost on June 29.

  At 7:40 a.m. over the village of Cutry Udet attacked a French Bregu-

  et, but the observer returned fire and managed to rip the steering

  lines of Udet’s Fokker with his fire and Udet had to bail out from

  the uncontrollable aircraft. The nose and wheel covers may have

  retained the black Jasta 4 unit colour or they were painted red as

  well. Available photos leave the possibility of both these options.

  Franz Mayer was credited with three or four victories during WWI,

  depending on the source and flew with the marine unit MFJ III

  (formed from the personnel of MFJ I and MFJ II on June 23, 1918).

  Mayer’s Fokker D.VII from the OAW production was of early-mid

  batch and sported attractive paint scheme of white fuselage with

  yellow nose and diagonal black stripes on both sides. The inte-

  resting feature is the fuselage cross. On well-known and good

  quality photo of the plane it is quite clear the cross was of the

  same color as the front of the fuselage, i.e. yellow. There is no-

  thing known about the reasoning behind this unusual approach,

  the yellow color was probably used to make the cross better vi-

  sible within the fuselage black stripes. Both wings were left in

  four-color version of the printed Flugzeugstoff, the elevator was

  yellow with three black stripes denoting the MFJ III unit.

  Walter Blume was very interesting person not only as a WWI figh-

  ter, but also as the post-war aircraft designer. Born in Hirschberg

  (Jelenia Góra, Poland today) he was just 18 at the outbreak of

  WWI and, as a member of the Jaeger battalion, was wounded

  early. He decided to become a pilot afterwards and after the

  training he joined the Fliegertruppe in June 1915. After the spell

  with two-seaters, he was assigned to the Jasta 26 in January

  1917 and started his tally of 28 aerial victories there on May 10,

  1917, downing an D.H.9. He had been wounded on November 29,

  1917, and spent three months in hospital. Returning to the action

  he was appointed CO of Jasta 9 on March 5, 1918. On October 2,

  1918, he was awarded Pour le Mérite and the same day he scored

  his penultimate 27th victory. After the war he became successful

  aircraft designer working for Albatros and Arado and was a force

  behind the early German jets. Blume flew several D.VIIs with simi-

  lar marking of the black fuselage with stylized B letter. This one

  D.VII from early-mid production batch had half-white top wing

  and the white strip on the bottom of the lower wing as the marks

  of his CO status.

  KITS 02/2023

  INFO Eduard

  51

  February 2023

• Page 52

  Lt. d. R. Kurt Monnington, Jasta 18, Montoy-Flanville, France, August 1918

  Uffz. Alfred Bäder, Jasta 65, Tichémont, France, November 1918

  Lt. d. R. Hans Besser, Jasta 12, Chéry-les-Pouilly, France, August 1918

  Kurt Monnington is well known pilot today thanks to his personal

  symbol, the detailed skull, he had painted on his aircraft. He kept it

  also after receiving the D.VII, complementing the Jasta 18 symbol, the

  black raven with it. Monnington had served with FA 62 before he was

  posted to Jasta 15 in 1917. The famous Berthold´s swap of personnel

  between Jastas 15 and 18 meant that Monnington became member of

  the new Jasta 18 in March 1918 as well as all his other comrades from

  former Jasta 15. He scored his first victory on May 11, 1918, downing

  the S.E.5a, which stayed as his only victory over enemy fighter. All the

  other victims were to be double seaters. The most interesting of his

  score of nine kills is the double-victory on August 13, 1918. Monning

  -

  ton declared pair of D.H.9s as his 5th and 6th victories, but in fact

  they were victims of flak fire and consequent crash. Monnington´s

  D.VII (OAW) was painted in the famous scheme of “new” Jasta 18 with

  red nose and white fuselage. Rims of the rudder and elevator had

  a black outline, also on the edges of the fuselage were neat black

  stripes painted. Both wings were red, at least from the upper side. It is

  not certain, whether the red color was applied to the bottom as well,

  so it is up to modeler to decide, whether to paint them, or leave them

  in the Flugzeugstoff (Lozenge) fabric.

  Alfred Bäder was born on September 20, 1893, in Tübingen, Wurt-

  emburg. After an injury sustained in summer 1916 with Infanterie

  Regiment Nr. 180, he went through pilot training and subsequent

  fighter pilot training at Jastaschule II, being finally assigned to

  Jasta 65 on August 31, 1918. Less than a week later he was shot

  down by a Salmson 2A2 of 91st Aero Squadron flown by 1Lt Vic-

  tor H. Strahm and Capt. James E. Wallis near Rembercourt. He

  eventually shot down two USAAC Salmsons in a kind of revenge.

  The first one belonged to 99th Aero Squadron and was shot down

  on October 2. The second one was from 91st Aero Squadron and

  Bäder sent it down on November 8, 1918. His wartime Fokker D.VII

  from early OAW production sported a very colorful and complex

  illustration of Seven Schwabians, the group of villagers from

  a medieval fairy tale collected by the Grimm brothers. The sto-

  ry makes fun of the people from the then Duchy of Swabia, the

  villagers portrayed in the tale are foolish and so they all die fi-

  nally. The illustration was painted on both sides of the fuselage

  and differed from each other. Bäder sent a photograph of this

  aircraft as a postcard to his injured colleague Wilhelm Scheutzel,

  to whom this aircraft was wrongly attributed for many years.

  Hans Besser was a member of Jasta 12 by the first half of July 1918,

  and he stayed with them till the end of the war. It is not known when

  exactly he joined the unit, nor details about his previous service.

  Besser was credited with two victories over American DH.4s, which

  he achieved on September 18 and 26, 1918. During the second en-

  counter, Besser hit the bombs of his opponent with his first burst,

  causing the massive explosion of the aircraft of No. 20 Aero Squad-

  ron at an altitude of 15,000 ft (4,500 m). The blast killed 2/Lt. D. B.

  Harris and 2/Lt. E. Forbes, while Besser barely avoided it. No details

  about his post-war life are available. Besser flew at least three

  Fokkers D.VII with his personal broom marking. “Besen ist Besser”

  (meaning “broom is better”) was the saying used for his planes by

  his comrades in Jasta 12. The fuselage was painted in blue with

  white nose. The wings were left in the Flugzeugstoff (Lozenge) prin-

  ted fabric of four-color pattern on both upper and bottom sides.

  Although the early batch of the OAW production, the aircraft was

  already fitted with later version of the exhaust manifold, called the

  “saxophone” because of its shape.

  KITS 02/2023

  INFO Eduard52

  February 2023

• Page 53

  OVERTREES

  OVERLEPT

  #8136X

  Fokker D.VII (OAW early/mid)

  1/48

  #8136-LEPT

  Fokker D.VII (OAW)

  1/48

  Product page

  Product page

  The drawing from 2021, which was published in the British Scale Aircraft Modelling magazine.

  KITS 02/2023

  INFO Eduard

  53

  February 2023

• Page 54

  #8203

  Bf 110E

  1/48

  ProfiPACK edition kit of German WWII twin-engine

  heavy fighter aircraft Messerschmitt Bf 110E in 1/48 scale.

  plastic parts: Eduard

  marking options: 5

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  Product page

  Re-release

  KITS 02/2023

  INFO Eduard54

  February 2023

• Page 55

  6./ZG 1, Russia, Summer 1942

  4./NJG 1, Sint-Truiden, Belgium, February 1942

  Lt. Felix-Maria Brandis, 1.(Z)/JG 77, Malmi, Finland, 1942

  The wasp emblem (Wespe in German) was designed in the

  autumn of 1939 by Lt. Richard Malchfelder, a technical

  officer of one of the Zerstörergruppe (II./ZG 1). It was origi-

  nally composed of three small wasps and was utilized by

  the same Gruppe of heavy fighters that went through se-

  veral designation changes (including II./SKG 210). Finally,

  in early 1942, it ended up as II./ZG 1. Soon, other Gruppe of

  Zerstörergeschwader 1 came to use the wasp emblem and

  their Geschwader carried the operational name of “Wes-

  pen”. This aircraft sported the RLM 74/75/76 camouflage

  pattern.

  NJG 1 was the oldest night fighter Luftwaffe unit and was

  founded by the legendary Oberst Wolfgang Falck. At the be-

  ginning of 1942, the unit’s II. Gruppe was led by Major Walter

  Ehle, who kept the commanding position for over next three

  years. In 1942, the well-known night fighter Wilhelm Herget,

  for example, also served within the ranks of 4. Staffel II./NJG

  1. This “G9+JM” is interesting not only for the shark mouth

  marking, but also for the temporary application of a “naval”

  RLM 72 green on the upper surfaces, as this plane took part in

  patrol flights for Operation Donnerkeil. A quick identification

  mark came in the form of a yellow fuselage band. During the

  operation, the Germans managed to navigate the battleships

  Scharnhorst and Gneisenau as well as the heavy cruiser Prinz

  Eugen through the English Channel from Brest (Bretagne,

  France) to northern Germany. The Luftwaffe ensured uninter-

  rupted patrols over the formation between February 11 and 13,

  1942, with II./NJG 1 and II./NJG 3 tasked with cover duty during

  twilight and overnight hours. On the second day of operations,

  elements of both night fighter units relocated to Lister airba-

  se in Norway, from which the last segment of the fleet’s cruise

  was covered. The unit’s detachment stayed in Norway through

  to the end of February. All air to air victories during Operation

  Donnerkeil were achieved by day fighters of the Luftwaffe.

  One of the aircraft of 1.(Z)/JG 77 commander Leutnant

  Felix-Maria Brandis while stationed on the Eastern

  Front. His credit count tallied 14 victories of which

  five victims were British aircraft (including a pair of

  Fairey Albacores) and nine Soviet ones. Lt. Brandis

  died on February 2, 1942, when flying Bf 110E-2 (WNr.

  2546) LN+AR at Olang. He crashed on the return leg

  of a combat sortie in bad weather conditions. By that

  time, his unit had been redesignated as 6.(Z)/JG 5

  (January 25, 1942). The designation of the unit pro-

  gressively changed from 1.(Z)/JG 77 to 6.(Z)/JG 5,

  10.(Z)/JG 5 and 13.(Z)/JG 5. On the nose of the aircraft,

  there was the emblem of a dachshund with a Rata

  (Polikarpov I-16) in its mouth. It was a typical mar

  -

  king of this unit, as a number of these dogs were

  mascots of the “Dackelstaffel” through its existence,

  irrespective of the unit designation carried at any

  particular time. Some sources even say each crew

  had their own dog. The wiener dogs even occasio

  -

  nally flew on combat missions with the crews. The

  unit opposed British aircraft as well as Soviet ones

  in northern Europe. This aircraft, flown by Lt. Harry

  Kripphal, fell a victim of anti-aircraft fire 30 km west

  of Murmansk on June 18, 1942.

  KITS 02/2023

  INFO Eduard

  55

  February 2023

• Page 56

  4./ZG 76, Sonderkommando Junck, Mosul Air Base, Iraq, May 1941

  Lt. Herbert Kutscha, 5./ZG 1, Soviet Union, 1942

  After the outbreak of the Anglo-Iraqi War, which

  lasted from April 18 to May 30, 1941, the Italians and

  Germans gave their military support to the Iraqis.

  The Luftwaffe opposed the RAF with the unit named

  Sonderkommando Junck, which had Messerschmitt

  Bf 110 fighters, Heinkel He 111 bombers, and Junkers

  Ju 52 transport planes in its inventory. The unit was

  commanded by Oberst Werner Junck, who, during the

  course of the First World War with Jasta 8, gained five

  aerial victories. Between the wars, he was a well

  -

  -known sport pilot. The Messerschmitts Bf 110 carried

  Iraqi national insignia but were manned by German

  crews. In fact, the aircraft in question came from

  ZG 76 and ZG 26. The only unit’s victory during this

  episode was achieved on May 20, 1941 by Lt. Martin

  Drewes (a future night fighter ace) of II./ZG 76, when

  he shot down a Gloster Gladiator flown by Sgt. Smith

  of A Squadron of Habbaniya Strike Force over Fallujah.

  Herbert Kutscha served with II./JG 77 at the beginning

  of the war, but he was soon transferred to 5./ZG 1 equi

  -

  pped with Messerschmitts Bf 110. During the Battle of

  France, he shot down a number of aircraft, including

  a Bf 109 of the air force of neutral Switzerland. Later,

  he also gained much success on the Eastern Front as

  a ground attack pilot, partially due to II./ZG 1 trans

  -

  formation into II./SKG 210. Kutscha’s II. Gruppe, under

  the command of Hptm. Rolf Kaldrack, was specialized

  in ground attack operations, especially in low level

  bombing. The Bf 110 was able to move faster over the

  enemy territory than other bombers. Here it is where

  the term “fast bombardment wing” (SKG; Schnellkam

  -

  pfgeschwader) was coined. Kutscha was awarded the

  Knight’s Cross after his 22nd victory. At that time there

  were 41 aircraft destroyed on the ground, 41 tanks, 15

  locomotives, 11 anti-aircraft guns and 157 transport

  vehicles added to his tally. In June 1943 he took co

  -

  mmand of 15. Staffel JG 3 “Udet”, utilizing single en-

  gine fighters. In the summer of 1944, he took control

  of II./JG 3 in Normandy and by the end of the year he

  changed the unit to lead II./JG 27. From February 1945

  he commanded III./JG 1 on the Eastern Front. All in all,

  he flew over 900 sorties and achieved 47 kills, six of

  which were four-engine heavy bombers and 22 of his

  kills he achieved behind controls of Bf 110. German

  Geschwader was much bigger unit than RAF or USAAF

  Squadron. In fact, it was corresponding to USAAF Wing,

  while Gruppe was equal to USAAF Group and Staffel

  was similar unit as the USAAF squadron.

  KITS 02/2023

  INFO Eduard56

  February 2023

• Page 57

  OVERTREES

  OVERLEPT

  #8204X

  Bf 110E

  1/48

  #8203-LEPT

  Bf 110E

  1/48

  Product page

  Product page

  Recommended:

  for Bf 110E 1/48

  648055 Bf 110E/F/G main undercarriage wheels (Brassin)

  648085 MG 15 gun (2 pcs) (Brassin)

  648161 SC 250 German bombs (Brassin)

  648264 SC 50 German WWII bombs (Brassin)

  648607 Bf 110C/D/E exhaust stacks (Brassin)

  Cat. No. 648055

  Cat. No. 648161

  Cat. No. 648607

  KITS 02/2023

  INFO Eduard

  57

  February 2023

• Page 58

  BRASSIN

  Fw 190A8/R2

  1/48 Eduard

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Bf 109G-4 in 1/32 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Revell

  Set contains:

  - resin: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  634030

  Bf 109G-4 LööK

  1/32 Revell

  644198

  Buccaneer S.2C/D LööK

  1/48 Airfix

  Product page

  Product page

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Buccaneer S.2C/D

  in 1/48 scale. Easy to assemble, replaces

  plastic parts. Recommended kit: Airfix

  Set contains:

  - resin: 5 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  INFO Eduard58

  February 2023

• Page 59

  BRASSIN

  Collection of 3 sets for F-35B in 1/48 scale.

  Recommended kit: Italeri

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

  - TFace painting mask

  - undercarriage wheels

  644195

  F-35B LööKplus

  1/48 Italeri

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for P-39Q in 1/72 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Arma Hobby

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  674002

  P-39Q LööK

  1/72 Arma Hobby

  Product page

  Product page

  INFO Eduard

  59

  February 2023

• Page 60

  BRASSIN

  1/48 Eduard

  Collection of 4 sets for Yak-9D in 1/48 scale.

  Recommended kit: Zvezda

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

  - TFace painting mask

  - exhaust stacks

  - undercarriage wheels

  644196

  Yak-9D LööKplus

  1/48 Zvezda

  Brassin set - the undercarriage wheels for Bf 109G-2

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

  and a tailwheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Revell

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  632186

  Bf 109G-2 wheels

  1/32 Revell

  Product page

  Product page

  INFO Eduard60

  February 2023

• Page 61

  BRASSIN

  Brassin set - NOTEK rear lights for German WWII AFV

  in 1/35 scale. The set consists of 3 types of NOTEK

  (6 pcs of each). Made by direct 3D printing.

  Set contains:

  - 3D print: 18 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  653022

  WWII German NOTEK rear lights PRINT

  1/35

  Brassin set - seat for Sopwith Camel

  in 1/32 scale. Made by direct 3D printing.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Wingnut Wings / Academy

  Set contains:

  - 3D print: 1 part

  - decals: no

  - photo-etched details: yes, pre-peinted

  - painting mask: no

  632187

  Sopwith Camel seat PRINT

  1/32 WNW/Academy

  Product page

  Product page

  INFO Eduard

  61

  February 2023

• Page 62

  BRASSIN

  Fw 190A8/R2

  1/48 Eduard

  Brassin set - the engine for F4F-3 in 1/48 scale.

  The cowling are included. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 29 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  648792

  F4F-3 engine early PRINT

  1/48 Eduard

  Brassin set - the ejection seats for Buccaneer S.2C/D

  in 1/48 scale. The set consists of 2 seats. Made by direct

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

  Recommended kit: Airfix

  Set contains:

  - 3D print: 10 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  648823

  Buccaneer S.2C/D ejection seats PRINT

  1/48 Airfix

  Product page

  Product page

  INFO Eduard62

  February 2023

• Page 63

  BRASSIN

  Brassin set - the airbrakes for F-16 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Kinetic

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648831

  F-16 airbrakes PRINT

  1/48 Kinetic

  Brassin set - the undercarriage wheels for Beaufort

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

  and a tailwheel. Easy to assemble, replaces plastic

  parts. Recommended kit: ICM

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  648830

  Beaufort Mk.I wheels

  1/48 Airfix

  Product page

  Product page

  INFO Eduard

  63

  February 2023

• Page 64

  BRASSIN

  Fw 190A8/R2

  1/48 Eduard

  Brassin set - the undercarriage wheels for F-16C

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

  and a nosewheel. Easy to assemble, replaces

  plastic parts. Recommended kit: Kinetic

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  648832

  F-16C wheels early

  1/48 Kinetic

  Brassin set - the undercarriage wheels for F-16C

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

  and a nosewheel. Easy to assemble, replaces

  plastic parts. Recommended kit: Kinetic

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  648833

  F-16C wheels late

  1/48 Kinetic

  Product page

  Product page

  INFO Eduard64

  February 2023

• Page 65

  BRASSIN

  Brassin set - balsa lifeboats in 1/350 scale.

  The set consists of 20 rafts.

  Made by direct 3D printing.

  Set contains:

  - 3D print: 20 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  653017

  Balsa life raft PRINT

  1/350

  Brassin set - pre-painted upper handles for Martin Baker

  ejection seats in 1/48 scale. The set consists of the

  5 handles. Made by direct 3D printing.

  Set contains:

  - 3D print: 5 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648834

  MB Mk.6 ejection seat upper handles PRINT

  1/48

  Product page

  Product page

  INFO Eduard

  65

  February 2023

• Page 66

  Fw 190A8/R2

  1/48 Eduard

  BRASSIN

  Brassin set - the undercarriage wheels for P-39Q

  in 1/72 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

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  672303

  P-39Q wheels PRINT

  1/72 Arma Hobby

  Brassin set - the undercarriage wheels for P-39Q

  in 1/72 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

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  672304

  P-39Q wheels w/rims PRINT

  1/72 Arma Hobby

  Product page

  Product page

  INFO Eduard66

  February 2023

• Page 67

  Brassin set - seat for P-39Q in 1/72 scale. Made

  by direct 3D printing. Easy to assemble, replaces

  plastic parts. Recommended kit: Arma Hobby

  Set contains:

  - 3D print: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  672306

  P-39Q seat PRINT

  1/72 Arma Hobby

  BRASSIN

  Brassin set - the exhaust stacks for P-39Q in 1/72 scale.

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

  plastic parts. Recommended kit: Arma Hobby

  Set contains:

  - 3D print: 2 parts,

  - decals: no,

  - photo-etched details: no,

  - painting mask: no.

  672305

  P-39Q exhaust stacks PRINT

  1/72 Arma Hobby

  Product page

  Product page

  INFO Eduard

  67

  February 2023

• Page 68

  BRASSIN

  Brassin set - gun barrels for P-39Q in 1/72 scale.

  Made by direct 3D printing. Easy to assemble,

  replaces plastic parts.

  Recommended kit: Arma Hobby

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  672307

  P-39Q gun barrels PRINT

  1/72 Arma Hobby

  Product page

  E

  -

  BUNNY SQUAT

  INFO Eduard68

  February 2023

• Page 69

  BRASSIN

  Collection of 3 sets for P-38J in 1/48 scale.

  Recommended kit: Tamiya

  - cockpit PRINT

  - wheels,

  - undercarriage legs BRONZE

  All sets included in this BIG SIN are available separately,

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

  SIN64899

  P-38J ESSENTIAL

  1/48 Tamiya

  Product page

  cockpit PRINT

  wheels

  undercarriage

  legs BRONZE

  INFO Eduard

  69

  February 2023

• Page 70

  3DL32011 Tornado IDS SPACE 1/32 Italeri

  Product page

  easy

  application

  INFO Eduard70

  February 2023

• Page 71

  3DL48103 Anson Mk.I SPACE 1/48 Airfix

  3DL48104

  F-16C Block 25 SPACE 1/48 Kinetic

  SPACE

  Product page

  Product page

  INFO Eduard

  71

  February 2023

• Page 72

  SPACE

  3DL48105 F-16C Block 42 till 2005 SPACE 1/48 Kinetic

  3DL48106 F-16C Block 42 from 2006 SPACE 1/48 Kinetic

  Product page

  Product page

  INFO Eduard72

  February 2023

• Page 73

  SPACE

  3DL72011 Meteor F.8 SPACE 1/72 Airfix

  3DL72012

  P-39Q SPACE 1/72 Arma Hobby

  Product page

  Product page

  INFO Eduard

  73

  February 2023

• Page 74

• Page 75

  DECAL SET

  D32020

  Mosquito FB Mk.II stencils

  1/32 Tamiya

  D32021

  Mosquito B Mk.IV stencils

  1/32 HKM

  D48109

  Mosquito FB Mk.II stencils

  1/48 Tamiya

  Product page

  Product page

  Product page

  INFO Eduard

  75

  February 2023

• Page 76

  PHOTO

  -

  ETCHED

  FEBRUARY 2022

  A34 Comet

  1/35 Tamiya

  36495

  INFO Eduard76

  February 2023

• Page 77

  BRASSIN 02/2022BRASSIN 02/2022

  PHOTO

  -

  ETCHED

  36496

  Jagdpanther Ausf. G1

  schurzen

  Jagdpanther Ausf. G1

  1/35 Academy

  36497

  INFO Eduard

  77

  February 2023

• Page 78

  481099

  481100

  Anson Mk.I

  landing flaps

  Anson Mk.I

  bomb bays

  1/48 Airfix

  1/48 Airfix

  PHOTO

  -

  ETCHED

  INFO Eduard78

  February 2023

• Page 79

  491326

  PHOTO

  -

  ETCHED

  Anson Mk.I

  1/48 Airfix

  FE1326

  FE1327

  Anson Mk.I

  seatbelts

  STEEL

  INFO Eduard

  79

  February 2023

• Page 80

  BIG ED

  All sets included in this BIG ED are available separately,

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

  BIG33147 F-35C 1/32 Trumpeter

  BIG49356

  F4U-1A 1/48 Hobby Boss

  32886 Remove Before Flight STEEL

  321001 F-35C

  33336 F-35C seatbelts STEEL

  JX297 F-35C

  491314 F4U-1A

  FE1315 F4U-1A seatbelts STEEL

  EX902 F4U-1A

  Product page

  Product page

  INFO Eduard80

  February 2023

• Page 81

  BIG49358 Buccaneer S.2C/D 1/48 Airfix

  49051 Remove before flight UK

  491316 Buccaneer S.2C/D

  FE1317 Buccaneer S.2C/D seatbelts STEEL

  EX906 Buccaneer S.2C/D

  Product page

  All sets included in this BIG ED are available separately,

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

  BIG ED

  BIG49357 F-35B 1/48 Italeri

  49103 Remove Before Flight STEEL

  491312 F-35B

  FE1313 F-35B seatbelts STEEL

  EX900 F-35B

  Product page

  INFO Eduard

  81

  February 2023

• Page 82

  MASKS

  IT FITS!

  EX919 F-16C Block 25/42

  1/48 Kinetic

  EX920 F-16C Block 25/42 TFace

  1/48 Kinetic

  EX921 F-35A

  1/48 Tamiya

  EX922 F-35A TFace

  1/48 Tamiya

  EX923 Spitfire Mk.VIII TFace

  1/48 Eduard

  EX924 F-35A RAM coating late

  1/48 Tamiya

  CX642 Fw 190A-8/R2

  1/72 Eduard

  EX921 F-35A

  EX921 F-35A

  EX922 F-35A TFace

  EX922 F-35A TFace

  EX920 F-16C Block 25/42 TFace EX920 F-16C Block 25/42 TFace

  EX920 F-16C Block 25/42 TFace

  EX919 F-16C Block 25/42

  EX920 F-16C Block 25/42 TFace

  EX919 F-16C Block 25/42

  INFO Eduard82

  February 2023

• Page 83

  EX922 F-35A TFace

  EX923 Spitfire Mk.VIII TFace

  EX923 Spitfire Mk.VIII TFace

  EX923 Spitfire Mk.VIII TFace

  EX923 Spitfire Mk.VIII TFace

  EX922 F-35A TFace

  MASKS

  INFO Eduard

  83

  February 2023

• Page 84

  RELEASES

  FEBRUARY 2023

  BIG-EDBIG-ED

  KITS

  PE

  -

  SETS

  ZOOMS

  MASKS

  82214 A6M3 Zero Type 22 1/48 ProfiPACK

  11163 HIND E 1/48 Limited

  84154 Spitfire Mk.VIII 1/48 Weekend edition

  7467 Fw 190A-8/R2 1/72 Weekend edition

  8136 Fokker D.VII (OAW) 1/48 ProfiPACK

  8203 Bf 110E Reedice 1/48 ProfiPACK

  53290 USS Alaska CB-1 part 2 1/350 Hobby Boss

  36495 A34 Comet 1/35 Tamiya

  36496 Jagdpanther Ausf. G1 1/35 Academy

  36497 Jagdpanther Ausf. G1 schurzen 1/35 Academy

  481099 Anson Mk.I landing flaps 1/48 Airfix

  481100 Anson Mk.I bomb bays 1/48 Airfix

  491326 Anson Mk.I 1/48 Airfix

  491328 F-16C Block 25 1/48 Kinetic

  491329 F-16C Block 42 till 2005 1/48 Kinetic

  491330 F-16C Block 42 from 2006 1/48 Kinetic

  72727 Bf 110E 1/72 Eduard

  73791 Meteor F.8 1/72 Airfix

  73792 F6F-3 1/72 Eduard

  73793 F6F-5 1/72 Eduard

  FE1326 Anson Mk.I 1/48 Airfix

  FE1327 Anson Mk.I seatbelts STEEL 1/48 Airfix

  FE1328 F-16C Block 25 1/48 Kinetic

  FE1329 F-16C Block 42 till 2005 1/48 Kinetic

  FE1330 F-16C Block 42 from 2006 1/48 Kinetic

  FE1331 F-16C Block 25/42 seatbelts STEEL 1/48 Kinetic

  FE1332 F-35A 1/48 Tamiya

  FE1333 F-35A seatbelts STEEL 1/48 Tamiya

  SS791 Meteor F.8 1/72 Airfix

  EX919 F-16C Block 25/42 1/48 Kinetic

  EX920 F-16C Block 25/42 TFace 1/48 Kinetic

  EX921 F-35A 1/48 Tamiya

  EX922 F-35A TFace 1/48 Tamiya

  EX923 Spitfire Mk.VIII TFace 1/48 Eduard

  EX924 F-35A RAM coating late 1/48 Tamiya

  CX642 Fw 190A-8/R2 1/72 Eduard

  BIG ED SETS

  BIG33147 F-35C 1/32 Trumpeter

  BIG49356 F4U-1A 1/48 Hobby Boss

  BIG49357 F-35B 1/48 Italeri

  BIG49358 Buccaneer S.2C/D 1/48 Airfix

  INFO Eduard84

  February 2023

• Page 85

  RELEASES

  BRASSIN

  LöökPLUS

  BIG SIN

  SPACE

  DECAL SETS

  634030 Bf 109G-4 LööK 1/32 Revell

  644198 Buccaneer S.2C/D LööK 1/48 Airfix

  674002 P-39Q LööK 1/72 Arma Hobby

  632186 Bf 109G-2 wheels 1/32 Revell

  632187 Sopwith Camel seat PRINT 1/32 WNW/Academy

  635022 WWII German NOTEK rear lights PRINT 1/35

  648792 F4F-3 engine early PRINT 1/48 Eduard

  648823 Buccaneer S.2C/D ejection seats PRINT 1/48 Airfix

  648830 Beaufort Mk.I wheels 1/48 ICM

  648831 F-16 airbrakes PRINT 1/48 Kinetic

  648832 F-16C wheels early 1/48 Kinetic

  648833 F-16C wheels late 1/48 Kinetic

  648834 MB Mk.6

  ejection seat upper handles PRINT 1/48

  653017 Balsa life raft PRINT 1/350

  672303 P-39Q wheels PRINT 1/72 Arma Hobby

  672304 P-39Q wheels w/rims PRINT 1/72 Arma Hobby

  672305 P-39Q exhaust stacks PRINT 1/72 Arma Hobby

  672306 P-39Q seat PRINT 1/72 Arma Hobby

  672307 P-39Q gun barrels PRINT 1/72 Arma Hobby

  644195 F-35B LööKplus 1/48 Italeri

  644196 Yak-9D LööKplus 1/48 Zvezda

  SIN64899 P-38J ESSENTIAL 1/48 Tamiya

  3DL32011 Tornado IDS SPACE 1/32 Italeri

  3DL48103 Anson Mk.I SPACE 1/48 Airfix

  3DL48104 F-16C Block 25 SPACE 1/48 Kinetic

  3DL48105 F-16C Block 42 till 2005 SPACE 1/48 Kinetic

  3DL48106 F-16C Block 42 from 2006 SPACE 1/48 Kinetic

  3DL72011 Meteor F.8 SPACE 1/72 Airfix

  3DL72012 P-39Q SPACE 1/72 Arma Hobby

  D32020 Mosquito FB Mk.II stencils 1/32 Tamiya

  D32021 Mosquito B Mk.IV stencils 1/32 HKM

  D48109 Mosquito FB Mk.II stencils 1/48 Tamiya

  FEBRUARY 2023

  INFO Eduard

  85

  February 2023

• Page 86

  BUILT

  Fokker D.VII (OAW)

  1/48

  Cat. No. 8136

  marking A

  built by Martin Jirkal

  Product page

  INFO Eduard86

  February 2023

• Page 87

  BUILT

  Lt. Ernst Udet, Jasta 4, Beugneux-Cramoiselles Airfield, France, June 1918

  Jasta 4 received the new Fokkers D.VII on June

  13, 1918. All these were license-built OAW aircraft.

  Immediately, a new unit marking, consisting of

  black-painted noses, wheel covers and struts,

  was introduced. This marking was certainly inspi-

  red by the black fuselages of Jasta 37. Udet was

  named the acting commander of Jagdgeschwa-

  der “Von Richthofen” on June 18, and although he

  only held this position for one day, it was probably

  enough to mark his plane in a more recognizable

  style. The fuselage was supposedly fully painted

  red, possibly as a reference to Udet’s previous

  service with Jasta 11. The wings were striped in

  red and white. The number of stripes is usually

  thought to be higher than we portray here, but the

  famous photo of this plane is heavily retouched.

  Close inspection reveals that only the stripe going

  through the right-wing cross is original. By com-

  parison with another photo, shown in a TV docu-

  mentary, we have our interpretation of the upper

  wing stripes layout. The aircraft did not survive

  long, as it was lost on June 29. At 7:40 a.m. over

  the village of Cutry Udet attacked a French Bre-

  guet, but the observer returned fire and managed

  to rip the steering lines of Udet’s Fokker with his

  fire and Udet had to bail out from the uncontro-

  llable aircraft. The nose and wheel covers may

  have retained the black Jasta 4 unit colour or they

  were painted red as well. Available photos leave

  the possibility of both these options.

  INFO Eduard

  87

  February 2023

• Page 88

  SE.5a

  1/48 Dual Combo

  Accessories used:

  648299 SE.5a guns (Brassin)

  648318 propeller four-blade (hub only) (Brassin)

  648319 SE.5a radiator - Hispano Suiza for 4blade prop (Brassin)

  648333 SE.5a wheels (Brassin)

  Cat. No. R0015

  Marking is masked and painted.

  Built by Frank Barkhofen

  BUILT

  INFO Eduard88

  February 2023

• Page 89

  BUILT

  BEST BRASS AROUNDBEST BRASS AROUND

  F-104GF-104G

  HASEGAWA 1/48

  Built by Angelo Lodetti

  Accessories used:

  648174 F-104 exhaust nozzle early (Brassin)

  648181 F-104 undercarriage wheels late (Brassin)

  648525 F-104 C2 ejection seat (Brassin)

  INFO Eduard

  89

  February 2023

• Page 90

  1/48

  A6M2 Zero Type 21

  BUILT

  Cat. No. 82212

  marking D

  Built by Ignat Pomazkov

  Accessories used:Accessories used:

  481076 A6M2 landing flaps (PE

  -

  Set)

  Cat. No. 481076

  A6M2 landing flaps

  1/48 (PE

  -

  Set)

  INFO Eduard90

  February 2023

• Page 91

  BUILT

  Lt. Kunio Kanzaki, CO of Hikōtai 311 of Kōkūtai 381, Kendari airfield, Celebes island, May 1944

  Kōkūtai 381 was established in October 1943 at

  Kendari Base on the island of Celebes. It was

  a mixed Kōkūtai with 48 fighter-bombers (Hikōtai

  602), 24 night fighters (Hikōtai 902) and 48 fighter

  aircraft in Hikōtai 311, the latter commanded by Lt.

  Kanzaki. During the 1944 he operated from bases

  on islands in Indonesia and the Philippines. Their

  most frequent opponents were U.S. Army aircraft.

  Kanzaki's unit used special phosphorus anti-air-

  craft bombs to attack enemy bombers. Kanzaki's

  aircraft, manufactured by the Nakajima company,

  has been reconstructed in the past with various

  color markings. It is assumed that the vertical

  tail surfaces and part of the upper wing surfaces

  were painted the same color like lower surfaces.

  The front part of the engine may also have been

  painted grey or yellow. It is not entirely clear from

  the photograph of the aircraft whether the white

  stripes on the lower fuselage are joined. It may

  have been designed to improve the mutual iden-

  tification of Army and Navy aircraft when fighting

  Allied fighters. Another reason for this camouf-

  lage may have been for easier identification du-

  ring night fighter flights. For example, Lt. Kanzaki

  and his wingman shot down a B-24 of the 380th

  BG over Balikpapan on the night of January 12-13,

  1944. Some aircraft of Kōkūtai 331 were also pain-

  ted in the same upper and tailplane camouflage.

  Both units operated in one tactical group during

  part of 1944.

  Cat. No. 481076

  A6M2 landing flaps

  1/48 (PE

  -

  Set)

  Product page

  INFO Eduard

  91

  February 2023

• Page 92

  BUILT

  BEST BRASS AROUNDBEST BRASS AROUND

  Built by Paolo Portuesi

  PP

  --

  38F38FPP

  --

  38F38F

  Accessories used:

  648515 P-38F/G wheels (Brassin)

  648519 P-38F/G superchargers(Brassin)

  648521 P-38F/G undercarriage legs BRONZE (Brassin)

  648533 P-38F/G nose gun bay (Brassin)

  648544 P-38F cockpit (Brassin)

  EX667 P-38F/G TFace (Mask)

  INFO Eduard92

  February 2023

• Page 93

  DKO Jihlava Tolstého 2, Jihlava

  29 soutěžních kategorií

  19 speciálních cen

  Modelářský workshop

  Historické přednášky

  prodej modelů a modelářských potřeb

  více než 500 modelů

  www.kpmjihlava.estranky.cz

  18. 03. 2023

  10 - 15:00 hodin

  P O Z O R

  ZMĚNA MÍSTA KONÁNÍ

  KPM Jihlava

  si Vás dovoluje pozvat na modelářskou soutěž

• Page 94

  ON APPROACH

  MARCH 2023

  644201

  Mi-24V black (Mi-35) LööK

  1/48 Zvezda

  644202

  Anson Mk.I Löök

  1/48 Airfix

  648203

  F-35A LööK

  1/48 Tamiya

  635023

  WWII German NOTEK headlights PRINT

  1/35

  BIG33148 Bf 109G-2/4 1/32 Revell

  BIG33149 Yak-9K 1/32 ICM

  BIG49359 Mi-4 1/48 Trumpeter

  BIG49360 Beaufort Mk.I PART I 1/48 ICM

  644201 Mi-24V black (Mi-35) LööK 1/48 Eduard/Zvezda

  644202 Anson Mk.I Löök 1/48 Airfix

  644203 F-35A LööK 1/48 Tamiya

  635023 WWII German NOTEK headlights PRINT 1/35

  635025 WWII German shovels PRINT 1/35

  648828 F4F-4 engine PRINT 1/48 Eduard

  648829 F4F-4 wheel bay PRINT 1/48 Eduard

  648835 Anson Mk.I wheels 1/48 Airfix

  648836 ACES II ejection seat lower handles PRINT 1/48

  648837 F-16 ejection seat PRINT 1/48 Kinetic

  648838 Mi-24V

  cockpit black (Mi-35) PRINT & SPACE 1/48 Eduard/Zvezda

  648839 F-35A wheels 1/48 Tamiya

  648840 Beaufort Mk.I guns PRINT 1/48 ICM

  648841 Anson Mk.I radiators PRINT 1/48 Airfix

  672308 P-39Q 500lb bomb PRINT 1/72 Arma Hobby

  672309 P-39Q 75gal drop tank PRINT 1/72 Arma Hobby

  634031 Bf 109G-2 LööKplus 1/32 Revell

  644197 Z-326 LööKplus 1/48 Eduard

  644199 Buccaneer S.2C/D LööKplus 1/48 Airfix

  644200 Beaufort Mk.I LööKplus 1/48 ICM

  SIN648100 F-35A armament 1/48 Tamiya

  SIN648101 Fw 190A-8 ESSENTIAL 1/48 Eduard

  BIG ED (March)

  BRASSIN (March)

  LöökPlus (March)

  BIGSIN (March)

  LööK set - Brassin pre-painted dashboards and STEEL

  seatbelts for Mi-24V w/ black-painted interior (Mi-35)

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

  Recommended kit: Eduard / Zvezda

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Anson Mk.I in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Airfix

  Set contains:

  - resin: 1 part

  - 3D print: 2 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for F-35A in 1/48 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

  Brassin set - NOTEK headlights for German WWII AFV

  in 1/35 scale. The set consists of 12 pcs of NOTEK

  headlights. Made by direct 3D printing.

  Set contains:

  - 3D print: 12 parts

  - decals: no

  - photo-etched details:

  yes

  - painting mask: no

  INFO Eduard94

  February 2023

• Page 95

  635025

  WWII German shovels PRINT

  1/35

  ON APPROACH

  Brassin set - showels for German WWII AFV in 1/35 scale.

  The set consists of 3 showels. Made by direct 3D printing.

  Set contains:

  - 3D print: 3 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  648828

  F4F-4 engine PRINT

  1/48 Eduard

  648829

  F4F-4 wheel bay PRINT

  1/48 Eduard

  Brassin set - the engine for F4F-4 in 1/48 scale.

  The cowling are included. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 35 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  Brassin set - the wheel bay for F4F-4

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

  Recommended kit: Eduard

  Set contains:

  - 3D print: 10 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  INFO Eduard

  95

  February 2023

• Page 96

  ON APPROACH

  MARCH 2023

  648835

  Anson Mk.I wheels

  1/48 Airfix

  648836

  ACES II ejection seat lower handles PRINT

  1/48 ICM

  648837

  F-16 ejection seat PRINT

  1/48 Kinetic

  Brassin set - the undercarriage wheels for Anson Mk.I

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

  a tailwheel. Easy to assemble, replaces plastic parts.

  Recommended kit: Airfix

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  Brassin set - pre-painted lower handles for ACES II ejection

  seats in 1/48 scale. The set consists of the 5 handles.

  Made by direct 3D printing.

  Set contains:

  - 3D print: 5 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - ejection seat for F-16 in 1/48 scale.

  Made by direct 3D printing.

  Recommended kit: Kinetic

  Set contains:

  - 3D print: 5 parts

  - decals: yes

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  INFO Eduard96

  February 2023

• Page 97

  ON APPROACHMARCH 2023

  648838

  Mi-24V cockpit black (Mi-35) PRINT

  1/48 Eduard/Zvezda

  648839

  F-35A wheels

  1/48 Tamiya

  648840

  Beaufort Mk.I guns PRINT

  1/48 ICM

  Brassin set - black-painted cockpit for Mi-24V

  (Mi-35) in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Eduard / Zvezda

  Set contains:

  - 3D print: 10 parts

  - resin: 46 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  - SPACE 3D decals: yes

  Brassin set - the undercarriage wheels for F-35A

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

  and a nose wheel. Easy to assemble, replaces

  plastic parts. Recommended kit: Tamiya

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  Brassin set - guns for Beaufort Mk.I in 1/48 scale.

  Made by direct 3D printing. Easy to assemble,

  replaces plastic parts. Recommended kit: ICM

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  INFO Eduard

  97

  February 2023

• Page 98

  ON APPROACH

  648841

  Anson Mk.I radiators PRINT

  1/48 Airfix

  672308

  P-39Q 500lb bomb PRINT

  1/72 Arma Hobby

  672309

  P-39Q 75gal drop tank PRINT

  1/72 Arma Hobby

  Brassin set - radiators for Anson Mk.I in 1/48 scale.

  The set consists of two radiators. Made by direct 3D

  printing. Easy to assemble, replaces plastic parts.

  Recommended kit: Airfix

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - the 500lb bomb and a bomb rack for

  P-39Q in 1/72 scale. Made by direct 3D printing.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Arma Hobby

  Set contains:

  - 3D print: 2 parts

  - decals: eys

  - photo-etched details: yes

  - painting mask: no

  Brassin set - 75gal drop tank and a rack for

  P-39Q in 1/72 scale. Made by direct 3D printing.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Arma Hobby

  Set contains:

  - 3D print: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  MARCH 2023

  INFO Eduard98

  February 2023

• Page 99

  ON APPROACH

  634031

  Bf 109G-2 LööKplus

  1/32 Revell

  Collection of 4 sets for Bf 109G-2 in 1/32 scale.

  Recommended kit: Revell

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

  - TFace painting mask

  - exhaust stacks

  - undercarriage wheels

  644197

  Z-326 LööKplus

  1/48 Eduard

  Collection of 3 sets for Z-326 in 1/48 scale.

  Recommended kit: eduard

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

  - TFace painting mask

  - undercarriage wheels

  MARCH 2023

  INFO Eduard

  99

  February 2023

• Page 100

  ON APPROACH

  644199

  Buccaneer S.2C/D LööKplus

  1/48 Airfix

  Collection of 4 sets for Buccaneer S.2C/D in 1/48 scale.

  Recommended kit: Airfix

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

  - TFace painting mask

  - ejection seats

  - undercarriage wheels

  MARCH 2023

  INFO Eduard100

  February 2023

• Page 101

  ON APPROACH

  644200

  Beaufort Mk.I LööKplus

  1/48 ICM

  Collection of 3 sets for Beaufort Mk.I in 1/48 scale.

  Recommended kit: ICM

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

  - TFace painting mask

  - undercarriage wheels

  MARCH 2023

  INFO Eduard

  101

  February 2023

• Page 102

  SIN648100

  F-35A armament

  1/48 Tamiya

  Collection of 6 sets for F-35A in 1/48 scale.

  Recommended kit: Tamiya

  - AIM-120C AMRAAM (2 sets)

  - AIM-9X

  - AIM-132 ASRAAM

  - GBU-12 bomb

  - GBU-31(V)1/B JDAM

  All sets included in this BIG SIN are available separately,

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

  ON APPROACH

  MARCH 2023

  INFO Eduard102

  February 2023

• Page 103

  SIN648101

  Fw 190A-8 ESSENTIAL

  1/48 Eduard

  Collection of 4 sets for Fw 190A-8 in 1/48 scale.

  Recommended kit: Eduard

  - undercarriage wheels

  - undercarriage legs BRONZE

  - landing flaps PRINT

  - cockpit PRINT

  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 APPROACHMARCH 2023

  INFO Eduard

  103

  February 2023

• Page 104

  PE

  -

  SETS

  53291 USS Alaska CB-1 part 3 1/350 Hobby Boss

  23036 Spitfire Mk.IXc 1/24 Airfix

  23037 Spitfire Mk.IXc 1/24 Airfix

  32481 Hurricane Mk.IIb landing flaps 1/32 Revell

  321006 Hurricane Mk.IIb 1/32 Revell

  481101 B-25J bomb bay 1/48 HKM

  481102 B-24D exterior 1/48 Revell

  481103 MiG-21bis exterior 1/48 Eduard

  491332 F-35A 1/48 Tamiya

  491334 F-16A MLU 1/48 Kinetic

  491336 B-25J glazed nose 1/48 HKM

  491338 B-24D cockpit 1/48 Revell

  491339 B-24D nose interior 1/48 Revell

  72728 C-130J exterior 1/72 Zvezda

  72729 Bf 110G-2 1/72 Eduard

  73794 C-130J interior 1/72 Zvezda

  73795 C-130J cargo floor 1/72 Zvezda

  73796 C-130J cargo seatbelts 1/72 Zvezda

  73797 C-130J cargo interior 1/72 Zvezda

  ZOOMS

  33343 Hurricane Mk.IIb 1/32 Revell

  33344 Hurricane Mk.IIb seatbelts STEEL 1/32 Revell

  FE1334 F-16A MLU 1/48 Kinetic

  FE1335 F-16A MLU seatbelts STEEL 1/48 Kinetic

  FE1336 B-25J glazed nose 1/48 HKM

  FE1337 B-25J glazed nose seatbelts STEEL 1/48 HKM

  FE1338 B-24D 1/48 Revell

  FE1339 B-24D seatbelts STEEL 1/48 Revell

  SS794 C-130J 1/72 Zvezda

  SS798 Bf 110G-2 Weekend 1/72 Eduard

  MASKS

  LX007 Spitfire Mk.IXc 1/24 Airfix

  LX008 Spitfire Mk.IXc TFace 1/24 Airfix

  JX305 Hurricane Mk.IIb 1/32 Revell

  JX306 Hurricane Mk.IIb TFace 1/32 Revell

  EX925 B-25J glazed nose 1/48 HKM

  EX926 B-25J glazed nose TFace 1/48 HKM

  EX927 B-24D TFace 1/48 Revell

  EX928 B.534 IV. serie TFace 1/48 Eduard

  EX929 F-16A MLU 1/48 Kinetic

  EX930 F-16A MLU TFace 1/48 Kinetic

  EX931 F-35A RAM coating early 1/48 Tamiya

  EX932 Mi-8MT 1/48 Zvezda

  EX933 Mi-8MT TFace 1/48 Zvezda

  CX643 C-130J 1/72 Zvezda

  CX644 Bf 110G-2 1/72 Eduard

  SPACE

  3DL32012 Hurricane Mk.IIb SPACE 1/32 Revell

  3DL32013 Spitfire Mk.IXc SPACE 1/24 Airfix

  3DL48107 F-16A MLU SPACE 1/48 Kinetic

  3DL48108 B.534 IV. serie SPACE 1/48 Eduard

  3DL48109 F-35A SPACE 1/48 Tamiya

  3DL48110 B-24D SPACE 1/48 Revell

  3DL48111 B-25J glazed nose SPACE 1/48 HKM

  3DL48112 Mi-8MT SPACE 1/48 Zvezda

  DECAL SET

  D48110 B-25J stencils 1/48 HKM

  D48111 Su-25 Russian stencils 1/48 Zvezda

  ON APPROACH

  MARCH 2023

  INFO Eduard104

  February 2023

• Page 105

  ON APPROACH

  Spitfire Mk.Vc TROP #82126 1/48

  BR301, Sgt. George F. Beurling,

  No. 249 Squadron, RAF Hal Far, Malta,

  July 1942

  JG959, Lt. McClellan E. S. Robinson,

  No. 1 Squadron SAAF, Ben Gardane,

  Tunis, April 1943

  MH592, S/Ldr Hinko Šoić, NOVJ No. 352

  (Yugoslav) Squadron, Vis, Yugoslav,

  January–February 1945

  BR476, S/Ldr Jefferson H. Wedgwood,

  No. 92 Squadron, RAF LG. 173, Egypt,

  August–October 1942

  Lt. Luis T. Zendegui, 2nd FS, 52nd FG, 12th AF,

  La Sabala, Tunis, Winter 1942–1943

  A58-137 (EE835), F/Lt David H. Hopton,

  No. 79 Squadron RAAF, Kiriwina,

  Trobriand Islands, October 1943

  MARCH 2023

  INFO Eduard

  105

  February 2023

• Page 106

  ON APPROACH

  Bf 109E-4 1/72#7033

  WNr. 5819, Obstlt. Adolf Galland, CO of JG 26,

  Audembert, France, October–December 1940

  WNr. 5587, Ofw. Fritz Beeck, 6./ JG 51, Wissant,

  France, August 1940

  Lt. Josef Eberle, 9./JG 54,

  The Netherlands, August 1940

  WNr. 1559, Hptm. Wilhelm Balthasar,

  CO of 7./JG 27, Carquebut, France, July 1940

  WNr. 5901, Oblt. Walter Fiel, CO of 8./JG 53,

  Le Touquet-Etaples, France, September 1940

  WNr. 2060, Lt. Hans Guse, 2.(J)/LG 2, Tudora,

  Soviet Union (Republic of Moldova today), July 1941

  MARCH 2023

  INFO Eduard106

  February 2023

• Page 107

  GUADALCANAL #11170 1/48

  ON APPROACH

  Dual Combo

  MARCH 2023

  INFO Eduard

  107

  February 2023

• Page 108

  ON APPROACH

  Bf 110G-2 1/72#7468

  Bf 110G-2/R7/M2, 6./ZG 1, Brest, France, August 1943

  Bf 110G-2/R3/M1/M5, 7./ZG 26, Fels am Wagram,

  Austria, May 1944

  Bf 110G-2/M1/R7, 5./NJG 200, Nikolajew,

  Soviet Union, September 1943

  Bf 110G-2/R1/M5, 4./ZG 76, Wertheim, Germany, October 1943

  MARCH 2023

  INFO Eduard108

  February 2023

• Page 109

  ON APPROACH

  B.534.208, 36th Fighter Squadron,

  Air Regiment 2, Olomouc Airfield,

  Czechoslovakia, Fall 1937

  B.534.239, 45th Fighter Squadron,

  Air Regiment 3, Piešťany Airfield,

  Czechoslovakia, July 1938

  B.534.217, Combined Squadron of Slovak National

  Uprising, Tri Duby Airfield, Slovakia, September 1944

  B.534.186, 34th Fighter Squadron,

  Air Regiment 4, Hradec Králové Airfield,

  Czechoslovakia, Summer 1937

  Avia B.534 IV. serie

  Re-release

  1/48 #8192

  MARCH 2023

  INFO Eduard

  109

  February 2023

• Page 110

  ON APPROACH

  MiG-21bis

  Re-release

  1/48 #8232

  MiG-21BIS, c/n 75084300, HävLLv 31,

  Kuopio airbase, Finland, 1980 – 1981

  MiG-21bis, c/n 75080880, 1. Pucki DLMW, Lotnictwo

  Marynarki Wojennej, Gdynia-Babie Doły, Poland,

  late 1997

  MiG-21bis, Tactics & Air Combat Development Establishment,

  Jamnagar airbase, India, September 1986

  MiG-21bis, 3rd Air Base, Graf Ignatevo,

  Bulgaria, from 2002

  MiG-21bis, c/n 75061874, 47. Pápa Harcászati Repülő Ezred,

  Pápa airbase, Hungary, 1991

  MiG-21bisD, c/n 75002075, 22. eskadrila lovačkih zrakoplova,

  Pula airbase, Croatia, 2008

  MARCH 2023

  INFO Eduard110

  February 2023

• Page 111

  COMPROMISES

  An aircraft is usually the result of a design

  process that is a compromise between the

  aircraft’s purpose, the available engine, the

  current level of aerodynamic knowledge and

  other factors. Over more than a century of

  aircraft development, the knowledge of air-

  craft designers has continually improved,

  and aircraft designs have naturally evolved

  with the level of technical knowledge at the

  time of their creation. I use the word “usua-

  lly” because there have been highly unortho-

  dox aircraft designs in which aerodynamics

  did not play a significant role. In these cases,

  the engine power prevailed.

  Making a faithful scale model of an aeroplane

  isn’t also an easy engineering discipline.

  I understand modellers who want their

  model to match the original as perfectly as

  possible. The problem is what exactly is an

  original.

  When my colleagues prepare a new aircraft

  kit, they ideally work with the original pro-

  duction documentation, good quality photo-

  graphs and, for verification, a 3D scan of the

  actual machine. The historic aircraft we scan

  are carefully selected. In museums, we look

  for pieces in as historically faithful a conditi-

  on as possible. For instance, concerning the

  L-13 Blaník glider that we’re going to make in

  1/48 scale, it’s quite easy, we just drive the

  scanner to our nearby airport.

  However sometimes museums’ aircraft need

  some repairs or are missing parts. And in

  some cases, the newly fitted parts aren’t

  exact replacements of the original parts.

  Of course, we don't want to include some-

  thing like that in a 3D design. This is not to

  suggest that museum technicians have done

  a bad job. They are often in a difficult situa-

  tion because original parts are scarce and

  documentation for a given part of the aircraft

  might be missing, and the complicated cur-

  ved shape of any specific part is sometimes

  hard to deduce from historical photographs.

  We are also in the same difficult situation if

  the production documentation or the aircraft

  in its original condition is not available or is

  only available in partial form. In this case

  we study historical photographs, wreckage

  images, surviving aircraft parts and dra-

  wings prepared by aviation researchers. The

  result is our best interpretation, which is ba-

  sed on the current state of knowledge.

  This is a demanding discipline. The quality

  of the documents, including publication dra-

  wings, changes over time. If someone was

  preparing a kit for a particular aircraft, say,

  thirty years ago, they had different documen-

  tation than we would have in our hands today

  while working on said aircraft. And in ano-

  ther ten or twenty years, knowledge of the

  type will probably be a little more improved.

  It is therefore important to approach kits

  produced in the past with a certain toleran-

  ce and detachment. They can usually be used

  to build a beautiful model. Last week I saw

  a very nicely built ARII 1/48 Ki-61 Tony. This

  kit was produced in 1972 and has a beauti-

  fully riveted surface. Some of my favourite

  pieces from this period include the Ki-43 or

  Ki-45 from Nichimo. In the half century since

  their creation, new information about these

  aircraft has probably come to light and today

  the designers of these kits would possibly

  design some parts in a different way. But

  I don't think that's important. They are just

  beautiful pieces.

  But it’s a bit of a digression from my consi-

  deration of the progression of knowledge

  over time. I would like to mention the rela-

  tivity of the validity of the research materi-

  als. They often contradict each other to some

  extent. The production documentation may

  not correspond exactly to the condition in

  which the aircraft left the factory. The point

  is that there may have been changes during

  the manufacturing process. Manufacturing

  jigs may have been modified, some details of

  the aircraft may have been changed and the

  original documentation no longer reflects

  the production details. Even a 3D scan of an

  aircraft that is preserved in its original sta-

  te may not be completely accurate. If it is an

  aircraft that has been in service for a long

  time, it has usually been through a lot. I'm

  thinking of hard landings, small accidents or

  even crashes and subsequent repairs. The

  plane is not made of diamond, but of metal,

  possibly even wood and canvas. A hard lan-

  ding can cause deformations, for instance

  the rear half of the fuselage to be moved up

  a few degrees from the longitudinal axis of

  the machine. Nothing special for the pilot.

  An extra worry for the kit designer.

  So, even with ideal research materials for kit

  design, there are situations where they con-

  tradict each other. So ,a kit at a certain scale

  is not only a scaled down version, but almost

  always the result of various compromises.

  If we have to make them, we try to make them

  as best as we can.

  As colleagues from previous generations

  did before us and, hopefully, as some others

  from the next generation will do after us.

  Jan Bobek

  INFO Eduard

  111

  February 2023

• Tail End Charlie

  
  

  Compromises 

  An aircraft is usually the result of a design process that is a compromise between the aircraft’s purpose, the available engine, the current level of aerodynamic knowledge and other factors. Over more than a century of aircraft development, the knowledge of aircraft designers has continually improved, and aircraft designs have naturally evolved with the level of technical knowledge at the time of their creation. I use the word “usually” because there have been highly unorthodox aircraft designs in which aerodynamics did not play a significant role. In these cases, the engine power prevailed.

  Making a faithful scale model of an aeroplane isn’t also an easy engineering discipline. 

  I understand   modellers who want their model to match the original as perfectly as possible. The problem is what exactly is an original. 

  When my colleagues prepare a new aircraft kit, they ideally work with the original production documentation, good quality photographs and, for verification, a 3D scan of the actual machine. The historic aircraft we scan are carefully selected. In museums, we look for pieces in as historically faithful a condition as possible.  For instance, concerning the L-13 Blaník glider that we’re going to make in 1/48 scale, it’s quite easy, we just drive the scanner to our nearby airport.  

  However sometimes museums’ aircraft need some repairs or are missing parts. And in some cases, the newly fitted parts aren’t exact replacements of the original parts. Of course, we don't want to include something like that in a 3D design. This is not to suggest that museum technicians have done a bad job. They are often in a difficult situation because original parts are scarce and documentation for a given part of the aircraft might be missing, and the complicated curved shape of any specific part is sometimes hard to deduce from historical photographs. 

  We are also in the same difficult situation if the production documentation or the aircraft in its original condition is not available or is only available in partial form. In this case we study historical photographs, wreckage images, surviving aircraft parts and drawings prepared by aviation researchers. The result is our best interpretation, which is based on the current state of knowledge.

  This is a demanding discipline. The quality of the documents, including publication drawings, changes over time. If someone was preparing a kit for a particular aircraft, say, thirty years ago, they had different documentation than we would have in our hands today while working on said aircraft. And in another ten or twenty years, knowledge of the type will probably be a little more improved. 

  It is therefore important to approach kits produced in the past with a certain tolerance and detachment. They can usually be used to build a beautiful model. Last week I saw a very nicely built ARII 1/48 Ki-61 Tony. This kit was produced in 1972 and has a beautifully riveted surface. Some of my favourite pieces from this period include the Ki-43 or Ki-45 from Nichimo. In the half century since their creation, new information about these aircraft has probably come to light and today the designers of these kits would possibly design some parts in a different way. But I don't think that's important. They are just beautiful pieces.

  But it’s a bit of a digression from my consideration of the progression of knowledge over time. I would like to mention the relativity of the validity of the research materials. They often contradict each other to some extent. The production documentation may not correspond exactly to the condition in which the aircraft left the factory. The point is that there may have been changes during the manufacturing process. Manufacturing jigs may have been modified, some details of the aircraft may have been changed and the original documentation no longer reflects the production details. Even a 3D scan of an aircraft that is preserved in its original state may not be completely accurate. If it is an aircraft that has been in service for a long time, it has usually been through a lot. I'm thinking of hard landings, small accidents or even crashes and subsequent repairs. The plane is not made of diamond, but of metal, possibly even wood and canvas. A hard landing can cause deformations, for instance the rear half of the fuselage to be moved up a few degrees from the longitudinal axis of the machine. Nothing special for the pilot. An extra worry for the kit designer. 

  So, even with ideal research materials for kit design, there are situations where they contradict each other. So ,a kit at a certain scale is not only a scaled down version, but almost always the result of various compromises. If we have to make them, we try to make them as best as we can. 

  As colleagues from previous generations did before us and, hopefully, as some others from the next generation will do after us. 

  Jan Bobek

  
  

• Editorial

  
  

  Dear Friends, Welcome to the February Newsletter! 

  The Nuremberg Toy Fair started yesterday. After a two year hiatus, we are coming back to Nuremberg, and as hard as it may be to believe, we have no idea of what to expect. It’s like going back in time thirty-two years, to the beginning of the nineties, when we set out on our first such trip with six bags of photoetched sets with the belief that we would conquer the modelling world with them. As it tends to be with such conquerors, the beginning ended up not particularly dazzling. No one much talked to us at the other stalls and we were often politely shown the door. With two notable exceptions.  Mr. Ono of the Japanese firm Beaver, and Chuck Harransky with Jerry Campbell from the Texas based Squadron Signal, all of which gave us several hours of their attention and patiently worked towards an agreement with us. To this day, I am extremely grateful for their efforts and long term friendships, and I acknowledge the fact that without these fine gentlemen and their attitude towards us, Eduard would not have become what Eduard now is. We left the exhibition hall quite a bit of time after it had actually closed with the feeling that the long trip and the expended effort was for something instead of a waste of time and that success was an attainable concept. As you can well guess, the road was not a smooth one, and at times the dejection was intense and incredibly discouraging, but ultimately, the success began to manifest itself, slowly but surely. Over all of the years that followed, we attended the fair annually and we grew, as did the Fair and its venue, and experiences grew along with them.

  In 1993, we brought home the Model of the Year award, which neither I nor Karel Padar had any idea we were getting. It was thanks to the efforts of Mr. Lacina , the long-term editor of Modellfan magazine, who made the effort back then to locate us in that massive labyrinth of stalls. He took us aside and presented us with the award in all its glory. This was in front of the Squadron Signal table where two years prior we were able to secure our first international agreement and become the first of the former Eastern Bloc countries to receive a Model of the Year award from Modellfan. It was by a bit of a miracle that I got it home at all. I almost lost it among the toilets in the basement of the exhibition hall, when its case fell from my toilet roll tray. After hitting the floor, it opened for a fraction of a second and a bronze medal came out through the opening, bouncing and pinging between the toilet to end its journey in the only occupied stall between the shoes of a gentleman sitting there, who evidently had no intention of leaving anytime soon. It was probably a shock for him, I don't know what I would do if a mysterious white box landed between my feet at that particular moment. I lay in wait for him behind the entrance to the toilets for a good fifteen minutes, after which his head appeared, looked around both sides of the corridor, and a man with a medal in his hand emerged. I stopped him with the question ‘Is that yours?’, and after a surprised ‘No, it's not’ , I replied ‘So it's mine’. The medal was returned to its rightful owner. But the war was not yet won. At the bend above Ohří river just before the village of Damice, for the first and hopefully the last time, I spun out in a Škoda pickup, which, after leaving the road, jumped over a fence of a cow pasture, only to roll back onto its wheels after hitting the roof and, breaking an axle, coming to rest just before a forest. There were no mobile phones then, so Karel and I took the medal, stopped a passing car and went to get help. When we returned, we found the car had been broken into and stripped of its wheels. Well, the nineties in the Czech Republic were rough. At that time, the Czech Republic was barely a month old, and the disintegration of Czechoslovakia was accepted by many of its citizens with embarrassment and uncertainty as to what they could expect from further developments. After thirty years, I dare say that the result are looking very promising for both Eduard and the Czech Republic. 

  In any case, we were at the Fair for some very important historical events. The birth of the Czech Republic for one, her entry into the Schengen Group and the elimination of border crossings, which has really served to ease our lives. I will never forget the tragedy of the Space Shuttle Columbia, which occurred exactly twenty years ago on February 1st, 2003. I was coming home from Nuremberg that day and the goodbyes with our American friends are seared into my memory and will be til the end of my days. There were happier days, like when we all wore some form of motif in support of the presidential bid for Karel Schwarzenberg, although it apparently didn’t help much, and the following ten years were spent under the extravagant government of Milos Zeman, and today, shortly after the last presidential election, we leave for Nuremberg with the belief that better times lay ahead with a better and more respectable president.
  

  In 1995, we finally had our own table at Nuremberg, the first Czech model company to do so since the old Kovozavody Prostejov. We were on a waiting list, and the challenge was to be able to react to the phone call we got on the morning of the first day of the fair by coming to the event and setting up a table by evening. Our spot was in the improvised inflatable exhibition hall full of Chinese vendors, the way to which was a temporary wooden sidewalk over a muddy construction site, and no one even knew we were there. But Mr. Ono found us nevertheless, just as he had done in 1991. We were introducing our Tempest and Yak-3 at the time, our first World War Two kits following a series of WWI subjects, eventually leading us to the quality of our current crop of releases. A year later, we had our table in the new Hall 7A, and were not absent until covid in 2020 when the gates of the Nuremberg Toy Fair remained closed for the first time since the Second World War.

  This year, in a way, it’s a new beginning. Among other things, I expect this year to have a painfully low number of attendees, at least in our field. For some years, it was different, and there were a growing number of Czech, Polish, Russian and Ukrainian firms. Somewhere around 2015, the trend began to reverse itself. Perhaps, this could be partially blamed on the expansion of the fair from four to six days, which, under the pressure of protests from attending companies, was reduced in a compromise to five. Certainly, there will also be the factor of the greater expense required to cover a longer event and the rise in the costs of basic fees and services that have crossed into uncomfortable levels.  In the noted timeframe to 2019, our expenses for attending Nuremberg every year rose to some $50,000US, and that’s a price you begin to take into consideration irrespective of good memories and the belief of its positive effects on your business. A silver 25th participation medal will have no effect. It’s much like a display Pour le Merite , but if you have the sense that something is wrong, it won’t bring you much pleasure. And then, when you conduct a bit of research amongst retailers and journalists and learn that two-thirds of the regulars won’t be coming, you start to look for a way out. We ended up coming to an agreement with our colleagues at Special Hobby regarding the sharing of a table. It will be a third smaller than our pre-covid table. We are also reducing our staff, and we are rotating them such that the largest concentration of people at our table will be from Thursday to Saturday. Even so, we will do our best to be of interest to our visitors. The Special Hobby table, like ours, has for many years been a traditional meeting place and we have always endeavored to provide optimum conditions for negotiating. If you come by, you can count on our traditional hospitality, friendliness and willingness to share information. I believe that the same can be said of all five of the other manufacturers that will attend the Toy Fair, waving the banner of our field!

  February New Releases

  I had already touched on the February releases in January’s newsletter. So, just to quickly reiterate, the main item of interest is the Limited Edition kit of the Hind E in 1:48th scale with a Jaroslav Spacek publication. Also interesting will be the ProfiPACK Fokker D.VII (OAW), as will be the A6M3 Model 22 Zero, and both February Weekend kits, the 1:48th Spitfire Mk.VIII and 1:72nd scale Fw 190A-8/R2 Sturmbock. In February, the Bf 110E in 1:48th scale also makes a long awaited return to our range.

  Among accessory sets, I would like to point your attention to the 3D printed F4F-3 Wildcat engine (Eduard 1:48th) and the elegant wicker seat for the 1:32nd Sopwith Camel in the Brassin line. Among photoetched sets, I’d point out the sets for the Airfix Anson and the Kinetic F-16C (both 1:48th). In the case of the F-16, we are also offering two mask sets, one classic and the other two-sided T-Face. Among the masks, you’ll also note the first set for masking the RAM panels on the F-35A. This set diverts a little from our usual mask assortments, and masks for treating surfaces have not been offered by us in some time. This set is also made from a different material, which is not a cost-saving measure, but rather because this black material is better suited for this purpose. This set is designed for seven aircraft derived from the marking options in the Tamiya kit, and covers newer aircraft with a simpler structure of these panels. In March, a similar release will be available, but with a significantly more complex set of RAM panels of the older variety, suitable for Japanese and American aircraft that are covered in the kit. Among today’s releases, we also have two classic canopy mask sets. I think it is also worth pointing out the sets for 1:35th scale tanks, one for the A-34 Comet by Tamiya and two sets for the Jagdpanther Ausf G1 from Academy. Other news, including those covering seven new Space sets, can be seen described amongst February releases below.

  Articles

  In today’s issue of the newsletter, you will find an excerpt from the publication on the Hind E by Jaroslav Spacek and an article about Elwyn Righetti by Richard Plos. The search for sunken ships continues this month with Paul Allen and from Mira Baric, we have his article about shipwrecks around Guadalcanal and also his 11th installment reporting on the air war over Ukraine covering drone usage against bombers. After a short pause, we have Jozef Blazek describing another class of aircraft. Four of the five Boxart Stories are written by Jan Bobek, and they cover the boxart for the A6M3 Model 22 Zero, the Bf 110E, the Fw 190A-8/R2 and the Spitfire Mk.VIII kits. The fifth Boxart Story was also written by Richard Plos and covers the Fokker D.VII (OAW). Richard prepared this kit for production. I consider the marking option in it, which also is Richard Plos’s work, as is the story itself, to be very impressive from a modelling, design and historical perspective. I think you will agree!

  As long as nothing unexpected comes up, today’s newsletter is being published using Triobo. Perhaps some will think this is something odd and non-conformist, as new things are often seen, and if someone should find themselves feeling that way, I would ask for your understanding, patience and leniency. Give it some time, and I think you’ll find Triobo to your liking and that it brings more pluses than it presents minuses. And that’s a good attitude in today’s stormy times that goes well beyond the reading of a newsletter.

  Happy modelling 

  Vladimír Šulc

• Black Tuesday

  
  

  Text: Jan Bobek 

  Illustration: Piotr Forkasiewicz

  Cat. No. 82214

  
  

  Rabaul on New Britain in the South Pacific was occupied by Japanese in early 1942 and for the next two years it became a key base for naval, air and ground units during their campaigns in the Solomon Islands and New Guinea. It was so heavily defended that the Allies decided to neutralize it and not waste their forces in capturing it. At the end of 1943 its fighter protection was provided by Zero pilots from Kōkūtai 201, 204 and 253. 

  On November 1, 1943, the Allies began landing at Cape Torokina north of Empress Augusta Bay on the west coast of Bougainville Island. Their mission was to establish air bases closer to Rabaul. The Japanese were prepared for this risk and therefore sent reinforcements to Rabaul in the form of cruisers and destroyers as well as air units from the aircraft carriers Shōkaku, Zuikaku and Zuihō. 

  The Americans were first unsuccessfully attacked by airmen from the carrier units, and at night two heavy cruisers, two light cruisers, and six destroyers sailed to the island. Behind them, vessels with Japanese reinforcements followed. A night battle occurred in Empress Augusta Bay in which several warships collided, and the Japanese lost one light cruiser and one destroyer, two cruisers were damaged, and two destroyers suffered heavy damage. The Americans came out of the battle in better shape, with damage to one cruiser and one destroyer. 

  The Americans scheduled a raid on Rabaul for Tuesday, November 2, 1943. The low-altitude attack by 75 Mitchells from the 3rd, 38th and 345th BG was escorted by 70 Lightnings from the 8th, 49th and 475th FG. The fighters were commanded by Gerald Johnson of the 9th FS and his deputy, future America's most successful fighter pilot, Dick Bong. The Liberator crews were tasked to conduct their raid at the same time, but due to bad weather, some heavies and part of their escort returned to New Guinea.  While planning the attack, the Americans had no information about the reinforcements that had arrived in Rabaul, nor did they take into account that the warships would return after the night battle off Bougainville. They were thus heading into deadly trap. 

  The bombers approached Rabaul from the northeast and passed over the target between the volcanoes of Tovanudatir and Komvur. Two P-38 squadrons were the first to attack Lakunai airfield, but far from   surprising the Japanese, they were instead engaged by about a hundred Zeros. The individual gunship squadrons attacked airfields and vessels at Rabaul about a minute apart. There the defenders were surprised, but gunners on shore and on ships quickly opened fire. The defence was led by the heavy cruisers Haguro and Myoko. The Japanese also fired large calibres into the water to threaten the low-flying bombers with high geysers. 

  All hell broke loose over the bay, the air was filled with flak explosions and falling machines. The bombers trying to fly below the level of the cruisers' decks to escape their fire were also attempting to avoid the water geysers. Piotr Forkasiewicz captured this phase of the battle on the boxart. The aircraft 2-163 probably belonged to Hikōtaichō of 201. Kōkūtai, Lt. Cdr. Shirō Kawai. However, he did not participate in this action and unit´s formation was led by Lt.(jg) Yoshio Ôba. 

  Some Zeros chased the B-25s during their retreat, but the Japanese pilots avoided attacking from the front because they feared the gunships' armament. Some Japanese pilots apparently ran out of ammunition, flew alongside the Mitchells for a while, then saluted and took off.

  The Japanese lost fourteen Zeros and nine pilots, and six more fighters were destroyed in collisions during takeoff. The Japanese reported 119 aircraft shot down, 22 of them probably. The American side also inflated its reports, with fighters and bombers claiming 55 Zeros shot down. The exact damage to Japanese vessels is still disputed, but after this attack the Japanese abandoned another naval attack on Bougainville. 

  The Americans lost 11 Mitchells and 9 Lightnings, many more were damaged. Most of the P-38s were shot down in fighter engagements, while a large number of B-25s was shot down by flak. Due to these losses, November 2, 1943, was nicknamed “Black Tuesday”. Major Raynold H. Wilkins of the 8th BS, 3rd BG was posthumously awarded the Medal of Honor for his attack on one of the cruisers and his courage in leading his formation. 

  
  

• Morotai Mutiny

  
  

  Text: Jan Bobek

  Illustration: Antonis Karydis

  Cat. No. 84154

  
  

  Squadron Leader Henry Maxwell Gibbes DSO, DFC & BAR and OAM was one of Australia's top fighter pilots. Due to his stout build, Bobby Gibbes was known as “the barrel that walks”. As commander of No. 3 Sq RAAF he achieved 10.25 victories in MTO. His opponents included not only German and Italian pilots, but a Vichy France’s pilot. who fought for Vichy France. He left his command post in April 1943 after completing 274 combat sorties. Gibbes was eager to pilot the Mosquito and flew 25 hours, because he was to become commander of the RAAF's night fighter No. 464 Sq. Instead, however, he was transferred to Australia as Chief Flying Instructor to No. 2 OTU. He returned to combat service in October 1944 as deputy of legendary Clive Caldwell, commander of No. 80 Wing RAAF. At that time the Wing consisted of No. 452 and 457 Sq RAAF both armed with Spitfires Mk.VIII. In December 1944, parts of the Wing were gradually moved to the island of Morotai in the northern part of present-day Indonesia. Gibbes did not take part in this transfer, having suffered burns in an emergency landing at Sattler airfield on 5 December. But every cloud has its silver lining, at the hospital he met a nurse he courted for two weeks, and their wedding took place at the end of January 1945

  Morotai Island was important to the Allied advance into the Philippines. Therefore, in mid-September 1944, American and Australian troops had made a landing there. The small Japanese garrison, outnumbered 1:100, was pushed into the less important parts of the island. Work began immediately on the two main airfields, which were completed in October. The Japanese, however, would not surrender and the fighting didn’t stop before the end of the war. In the months following the landings, Japanese airmen conducted a series of night raids on the island, for which Allied fighter units found virtually no effective defence. Japanese bombers destroyed or damaged over 70 aircraft.

  Caldwell's Spitfires at Morotai encountered enemy aircraft only once. The pilots had to attack insignificant ground targets on the surrounding islands. As a result, in the attack on the Philippines, the Australian airmen remained aside from the main war zone, and it led to their growing frustration. They were not happy with the deployment of their high-altitude Spitfires in the role of strafer. Nevertheless, they tried to suggest modifications that would make this role easier. However, some of these were rejected. 

  Work to prepare facilities for Australian troops on Morotai Island was not going ideally either. American engineer units were in charge, but the pace was very slow. So, Caldwell and Gibbes decided to speed up the work with illegal supplies of alcohol. However, they were denounced and both officers were court-martialed and reduced in rank.

  Gibbes rejoined the unit in March 1945 after recovering and flew 44 combat sorties against isolated Japanese positions. During one of these, on 4 April, he was wounded in an attack on Ternate Island. Anti-aircraft gun fire hit the Spitfire's starboard radiator, machine-gun hits damaged the port wing and several splinters struck Gibbs' right thigh. 

  Gibbes later recalled that he saw no purpose in these combat operations. He even stopped seeing the point of continuing to serve in the Air Force. He especially disliked shooting at cattle. He had previously worked on a farm and shooting at animals with a Spitfire literally made him sick.  

  He was not alone with these feelings on Morotai and so he joined Caldwell and six other officers in an unprecedented move in RAAF history. Together they submitted their resignations with a postponement until after the fighting was over. The command tried to sweep the matter under the carpet, not willing to address the issues, and wanted to persuade the officers to withdraw their resignations. This motivated the mutineers to change the validity of the resignations to immediate. Eventually, this led to an inspection from Australia. This resulted in the replacement of part of the 1st Tactical Air Force command, the correction of problems, and a gradual improvement in morale. Bobby Gibbes was later reinstated to the rank of Squadron Leader and left RAAF in 1946. His civilian air life was no less colourful than his wartime service. In 1994, he published a biographical book, You Live But Once.

• Markersdorf Raid

  
  

  Text: Jan Bobek

  Illustration by Piotr Forkasiewicz 

  Cat. No. 7467

  
  

  In the first half of 1944, the Luftwaffe command decided to reinforce fighter units in Western Europe. The number of Staffeln in a particular fighter Gruppe was increased from three to four. Therefore, some fighter Gruppen in other theatres had to select one Staffel and send it to the West. Hence I./JG 51 “Mölders”, fighting on the Eastern Front with Bf 109 Gs, had to send its 2. Staffel, which thus came under the command of IV. Sturm/JG 3 “Udet”in June 1944. The commander of this unit was Major Wilhelm Moritz. It was one of the three Sturmgruppen in the Defense of the Reich, designed to attack bomber formations at close range. For this purpose, it was rearmed in May from Messerschmitt Bf 109s to heavily armoured Fw 190 A-8/R2s (and a few A-7s). At the same time one of its three Staffeln was disbanded and replaced by Sturmstaffel 1, which specialized in such attacks. Its newly added Staffel, 2./JG 51, was getting familiar with Focke-Wulfs throughout June. In August, it was formally redesignated 16. Sturm/JG 3.  

  For the first time, IV. Sturm/JG 3 entered combat as Sturmjäger unit on July 7, 1944. With 44 aircraft from Stab and four Staffeln, the unit managed to attack an unescorted Liberator formation at Oschersleben, shooting down 19 of them during the three-minute battle. As a result of this engagement, the 492nd BG had to be disbanded. 

  Moritz and his four Staffeln with 45 armoured machines made a similar attack over Starnberger See on July 18, 1944. Top cover was to be provided by Focke-Wulfs from 2./JG 51 under Oblt. Haase. The Germans were able to attack a B-17 formation from the 483rd BG that was also unescorted. In the ensuing fight, 14 bombers were shot down. The American unit received a Distinguished Unit Citation for its valiant defense. Oblt. Haase, however, disobeyed Moritz's order and instead of protecting his colleagues, ordered his 2./JG 51 to attack the bombers as well. The Mustangs that arrived at the scene of the bloody encounter punished this mistake severely and the result was 12 Focke-Wulfs shot down and an equal number of pilots killed or wounded. In the following weeks the number of aircraft that IV. Sturm/JG 3 deployed into combat was reduced in most cases to between 10 and 20. 

   Similar events happened on August 23, 1944, when 17 fighter planes took off under Moritz´s command from Schongau airfield against bombers of the 15th Air Force targeting fuel production plants in Blechhammer (Blachownia Śląska) and Odertal (Zdzieszowice), as well as aviation and industrial plants in and around Vienna. In total the Germans sent 96 fighters against that raid, but only 50 of them made contact with the enemy. The allied escort fighters shot down seven Focke-Wulfs from II. Sturm/JG 300 and the only significant success was scored by Moritz's Sturmgruppe. At first his unit joined the JG 300 formation, which drew attention of the US fighters. But IV. Sturm/JG 3 then avoided the escort and south-west of Vienna it attacked 24 Liberators of the 451st BG, which were flying, without escort, a north-westerly course to their target, Markersdorf airfield. The bombers took up a tight formation to make it dangerous for the Germans to attack at close range. A deadly struggle ensued, taking place at an altitude of 6000 mètres on a route of sixty kilometres approximately between the towns of Nasswald and Kilb. Moritz and his fighters claimed the downing of nine bombers within three minutes, and nine actually crashed. The others were badly damaged. The commander of the American unit, Col. Robert E. L. Eaton reported that about forty fighters attacked them extremely aggressively, making expert use of the dense cloud cover before the attacks. The Germans attacked in groups of six to ten machines in a very aggressive, almost suicidal manner. Some of the Liberators were so badly hit that they disintegrated in mid-air. The picture of the burning Liberator “Extra Joker” just before its explosion is one of the most famous photographs in aviation history. Its commander, 1st Lt Kenneth A Whiting, was killed with his entire crew.

  Sixteen 451st BG aircraft got over the target and managed to hit Markersdorf airfield. For this action the unit received a Unit Citation from the commander of the 15th Air Force, Maj. Gen. Twinning, stating among other facts that the gunners shot down or damaged 29 enemy aircraft. Certainly, five pilots of the 15. and 16. Sturm/JG 3 were shot down, killed or remained missing, to which must probably be added three other machines that were damaged. During the fighting over Europe, the 451st BG lost 112 crews over enemy territory. The fight over the foothills of the Alps on August 23, 1944, was one of the heaviest. 

• You won’t get me!

  
  

  Text: Richard Plos

  Illustration: Adam Tooby

  Cat. No. 8136

  
  

  He’s still in bed when the phone rings. “Sir, north of the forest at Villers-Cotterets , a French Breguet is directing enemy artillery fire. Its effects are devastating!” He quickly notes the area on the map and then replies curtly into the phone, “We’ll be there in a minute!” 

  Off duty, he should have been allowed to sleep, but needs must. He looks at his watch. It’s not even 0730! But all the other pilots have left for the morning patrol, so it’s up to him. In five minutes, he’s ready. The mechanic is fluttering about his new Fokker D.VII. Jasta 4, which he leads now, was the last of the whole JG I to get these beasts on June 13, just a fortnight ago. He picked one of them, had its fuselage, upper wing and elevator painted red, while the nose was painted black and, following the example of Kirschstein’s Fokker Dr.I, which he also used for a short time, the upper wing was decorated with white stripes. After the letters “Lo”, accompanied by an exclamation mark, had been painted on the sides of the fuselage as usual, the work was almost complete. But something was still missing. A short message to anyone who might want to get him down. He had already made up his mind and the words “Du doch nicht!!” were added on the elevator. 

  He jumps into the cockpit, settles in, sprays fuel, turns on the magneto, moves the stick to check the controls clearance. The mechanic turns the propeller twice, and by the third time the whole plane shakes with the first revs of the nose engine. A minute later, he takes off. 

  He heads for the front, his eyes searching for the enemy. It doesn’t take long. There it is! North of the forest, about 600 meters up. He doesn’t waste time and immediately attacks from behind. He’s got to be careful, the twin machine-guns of the Breguet could really mess him up. He’s keeping level and sits right behind.  The French observer would shoot his own rudder off if he tried anything! He pulls the breeches of his machine guns and fires a short burst. The head behind the machine guns disappears. Did he hit him? Looks like it. But the French pilot is not about to give his skin cheap and maneuvers violently. He takes a sharp descend turn and tries to escape towards friendly territory. 

  Now, he’s attacking from the side, which would normally be risky. But now there’s nobody behind the Breguet’s guns. He is perhaps only twenty meters from the French aircraft when suddenly the observer reappears behind them! And it’s bad! The first flashes come from the guns, and he can literally feel the   projectiles passing close by. Then his Fokker jolts upwards and there is an abrupt drop in the feedback of the control stick. The rods, leading to the elevator, were cut by enemy shots and the aircraft gets out of control within second. Worse still, the rudder was also hit and badly damaged! The Fokker turns and circles while the Breguet escapes. 

  The combat took him over the enemy positions. He must make it back to friendly territory! But how? An idea emerges. Whenever the nose begins to turn in the direction of friendly positions, he pushes the throttle. More power widens the turn and that takes him a little bit further in the desired direction. He repeats this over and over again. The progress is slow, but he keeps it. The German positions are within reach already, when suddenly the Fokker banks sharply and goes violently into a dive. There’s no time to lose! He crouches, pushes his feet on the edge of the seat and hurls himself from the cockpit. 

  A blast of air hits him in the chest and throws him straight into the damaged rudder, which catches on a loose strap of the parachute harness. He is trapped in the wildest ride of his life! He’s trying to get rid of the half-shot rudder, but in vain, the ground is closing. His beloved Lo in tears flashes through his mind ... Snap! The rudder loosens and the strap slips from its grasp. “It’s too late,” he thinks. But then something jerks him upwards. The parachute has opened! A second flies by, maybe two, and he hits the ground hard. 

  Pain shoots from ankle of Ernst Udet to his entire leg. He lies there, breathing deeply. Artillery fire rumbles around him and one shell explodes so close that a lump of dirt falls on him. He must get out! Struggling for a moment with the pile of white silk, he is finally free. His heart skipping, he makes his way to the nearby firing positions of the German artillery. It’s not over, he’s escaped death again. Du doch nicht!!!

• Hot wasp summer

  
  

  Text: Jan Bobek

  Illustration: Martin Novotný

  Cat. No. 8203

  
  

  Zerstörergeschwader 1, known as Wespen (wasps) or Wespengeschwader due to the painting on the bows of its Messerschmitt Bf 110s, derived its origins from the pre-war JG 132 “Richthofen”. The Richthofen tradition was maintained by the unit, although its designation was gradually changed to ZG 141, ZG 1 and later to SKG 210.  

  ZG 1 was re-established in Lechfeld in January 1942. At that time, Stab, I. and II./SKG 210 specialized in the deployment of Bf 110s as fighter-bombers. At the same time, the newly established III./ZG 1 was armed with Messerschmitt Bf 109 E. 

  The entire Geschwader moved to Belgorod, Russia at the end of May 1942 as part of VIII. Fliegerkorps, commanded by Gen. Feldm. Wolfram Freiherr von Richthofen, a cousin of the well-known Manfred. ZG 1 was not involved in the fighting in the Crimea, but was deployed in the direction of Taganrog, Rostov and Krasnodar. The main task of its airmen was to support ground troops. It attacked supply columns, bridges, flak and field artillery positions and attacked infantry groups and armoured vehicles at the front. In doing so, Bf 110 crews used powerful nose armament and bombs, most often of 250 and 50 kg caliber. The preferred method of bombing was the steep descent, which the crews called Sturzflug (dive flight). The 110s came to be known as "flying artillery". Between June and August 1942, the worst enemy of the ZG 1 pilots was the Soviet anti-aircraft defences. During this period, I./ZG 1 lost 19 machines to their guns and II./ZG 1 lost as many as 52. Many of the damaged aircraft managed to return over their own territory with one engine. 

  In aerial combat, the Bf 110 pilots tried to take advantage of the high speed and strong armament in the nose. But sometimes Bf 110 crews also used the so-called defensive ring, which they had already used in the Battle of Britain.  However, there were also losses in combat with Soviet airmen. And one Bf 110 was even shot down by a tank. 

  The combat deployment of the Wasps was extremely intense on some days. An example is August 25, 1942, during which I./ZG 1 was deployed in the Kotluban area. From quarter to four in the morning until six thirty in the evening (German time), Bf 110 crews carried out 25 missions with a total of 134 deployed aircraft. They dropped 79.6 tons of bombs on enemy positions and destroyed one tank, four guns (three others were disabled), three tractors and sixteen trucks, and damaged dozen of others. They also destroyed four towed vehicles and two sleds. A train was hit as well, and bombs severed the tracks in six places. One Bf 110 was shot down by flak, its crew being killed.

  A boxart created years ago by our late friend Martin Novotný shows a crew from 6./ZG 1 in combat with Polikarpov I-16. During June 1942 this Staffel lost two commanders. First it was Hptm. Götz Baumann, who was wounded in a combat flight on 9 June. His successor, Oblt. Albert Heilmayer was shot down by flak just two days later. The new commander was Oblt. Egon Albrecht (25 v., KC), a German born in Brazil. 

  However, ZG 1 did not fight only the Red Army. Surprisingly, its jealous rival was von Richthofen, the commander of VIII. Fliegerkorps. His HQ often found itself in a situation of a dynamic battlefield where it did not have the information to deploy units effectively. But the improvising ZG 1 was able to support very effectively the ground troops.

  The officers of ZG 1 also tried to get the command to scientifically prepare a solution for calibrating compasses in areas with large quantities of iron ore. Due to this anomaly, navigation errors and aircraft losses were occurring. The unwillingness of the command to address this problem led Kommodore Diesing to contact scientific services by himself and resolve the problem at the unit level.

  Von Richthofen decided to disband the two Gruppen of ZG 1 in June 1942, but the ZG 1 command discreetly contacted Göring, who wanted to maintain Richthofen Geschwader unit's tradition. An exasperated Wolfram von Richthofen began to complicate the logistics and delivery of new equipment to ZG 1, but at the end of June he was transferred to command Luftflotte 4 and the situation gradually calmed down. This problem is discussed in detail by John J. Vasco in the second volume of Ian Allan Publishing's Zerstörer.

• Markings for A6M3 Zero Type 22 1/48

  Lt. Cdr. Shirō Kawai, Kōkūtai 201, Rabaul air base, New Britain, September 1943 

  This aircraft, with commander’s markings and factory green paint, was filmed for a Japanese newsreel published in October 1943. Some Japanese sources attribute this machine to Lt. Cdr. Kawai, who was serving as Hikōtaichō at Kōkūtai 201 at the time. In the second half of 1943, the markings of fighter units at Rabaul changed, and numerals ranging from 1 to 9 began to be used, the assignment of which to individual units has not yet been reliably determined. Aircraft with these markings are unofficially assigned to a combat group called Rabauru Kōkūbuntai (Rabaul Air Force). One of the theories assumes the numerical codes identified parts of the fighter units operating in Rabaul at the time. These were Kōkūtai 201 (code designations 1 to 3), Kōkūtai 204 (4 to 6) and Kōkūtai 253 (7 to 9). Shirō Kawai graduated from the Naval Academy in March 1937 and was a veteran of 12. Kōkūtai from fighting in China. His most successful period was in 1942 as leader of part of 4. Kōkūtai and later Tainan Kōkūtai. He served with Kōkūtai 201 from early 1943. The unit was deployed to Bougainville and Rabaul from July, but Kawai flew very few combat sorties. In October 1944 he was assigned to Hikōtai 308 as part of Kōkūtai 221. He remained missing after aerial combat on December 24 near Clark Field, Philippines. He bailed out in mountains but was apparently killed by guerrillas. After WWII it was revealed that Kawai gave order to execute Allied prisoners in February 1942 at Manus Island. 

  
  

  c/n 3257, Kōkūtai 252, Wake Island, November 1943

  The wreckage of this aircraft was found on Wake Island when it was captured by American forces in September 1945. This base fell into Japanese hands in December 1941 after valiant resistance by the defenders. Kōkūtai 252 was formed in late 1942 from the Genzan Kōkūtai fighter squadron and participated in the fighting over Guadalcanal. In February 1943, it moved to Micronesia and the part of it based at Wake Island was under the command of Lt. Yūzō Tsukamoto and later Lt. Suhō. Their pilots were involved in sporadic engagements with American B-24 bombers, but the unit suffered heavy losses on October 5, 1943 during the Task Force 14 attack on Wake Atoll. Americans were engaged by 26 Zeroes, but 16 were lost with their pilots. The Japanese claimed ten victories and the American side lost six aircraft. According to Kōkūtai 252 records, c/n 3257 was to be redesignated from tail code Y2-157 to 52-150 in early November 1943. Photographs, however, indicate that only the individual aircraft number was changed. By mid-November, this Zero no longer appears on the Kōkūtai 252 equipment list. The unit was destroyed in early 1944 during the fighting in the Marshall Islands. The air raid on October 5 caused considerable damage to the technical facilities and aircraft at Wake base. A Japanese naval officer, fearing an anticipated landing, ordered the execution of the remaining 98 prisoners. After the war, he and his subordinate were sentenced to death.

  
  

  Lt. Usaburō Suzuki, Kōkūtai 582, Buin airfield, Ballale Island, April 1943

  This originally grey machine was partially repainted in field conditions with dark green paint. The pilot of this machine is said to have been Lieutenant Suzuki. The aircraft is shown in a photograph taken at the airfield during Operation I-gō. Unfortunately, the tail number was retouched by the censor. The numbers 191 and 182 are only hypothetical variants and are derived from the principle of dividing the unit into formations of nine machines. The machine with two chevrons with a photographic evidence of the tail code bore the number 173. Kōkūtai 582 was a mixed unit, armed with both A6M fighters and D3A Val bombers. Usaburō Suzuki graduated from the Naval Academy in August 1940. Two years later he was assigned to the 3. Kōkūtai (later Kōkūtai 202) and saw combat over New Guinea and Guadalcanal. With Kōkūtai 582 as Buntaichō of its fighter squadron, he led pilots in a series of battles in mid 1943 during the defence of Bougainville. He also commanded in the last action, on July 12, after which Kōkūtai 582's fighter squadron was disbanded and Suzuki was transferred to Kōkūtai 204. In November 1943 he became Hikōtaichō in Kōkūtai 265, which had been deployed in the Marianas area since the spring of 1944 and was disbanded in July after heavy losses. He then became commander of Hikōtai 301 within Kōkūtai 201 (II) and was killed in action off Taiwan on October 13, 1944. 

  
  

  Iwakuni Kōkūtai, Iwakuni airbase, Japan, 1944

  This machine was manufactured with factory applied dark green color on upper surfaces. The markings of this training unit are the Katakana characters "I" and "Ha". The Iwakuni Kōkūtai was established in July 1940 and was used to train pilots for naval units operating from land bases until August 1944. It was then disbanded and re-established in March 1945. Fighter aces Akio Matsuba (18 victories), Momoto Matsumura (13 v.) or veteran of the aircraft carrier veteran Sōryū Ki-ichi Oda (9 v.) passed through its ranks as instructors. Hiroshi Shibagaki came through the unit as a student pilot, achieving thirteen victories in Rabaul with Kōkūtai 201 and 204. Another successful graduate became a Lt.(jg) Kagemitsu Matsu-o. In August 1943, he was assigned to Rabaul to Kōkūtai 253 and, with more than ten kills to his credit, became the only Naval Reserve officer to achieve ace status.

  
  

  Kōkūtai 261 (Tora), Kagoshima airbase, Japan, 1944

  The machine was manufactured with factory painted dark green paint on the upper surfaces. Kōkūtai 261 was established in June 1943 at Kagoshima Air Base, Japan, and was given the battle name Tora (Tiger) and was also referred to as Tora Butai. The identifying feature of its aircraft was the numerical code 61, or Kanji character for tiger. Its design varied from machine to machine. At the end of February 1944 unit moved to Iwo Jima and later went through heavy combat with US Navy airmen, primarily in Central Pacific. Unit also operated briefly from Biak Island north of New Guinea.  By May 1944, its aircraft strength was already reduced to half, and in July the unit had to be disbanded due to high casualties. Some of the remaining members of the unit were killed in ground combat or aboard a submarine during the evacuation. The position of Hikōtaichō was held by Lieutenant Masanobu Ibusuki, who participated in the attack on Pearl Harbor and the Battle of Midway on the aircraft carrier Akagi and served on the aircraft carrier Shōkaku during the fighting in the South Pacific. It is possible that Ibusuki achieved 25 to 30 aerial victories during the war. After the war, he became the first JSDAF unit commander with F-86 Sabre jets, reaching the rank of Lieutenant Colonel, but was killed in January 1957 in a collision with another F-86. 

  
  

• Markings for HIND E 1/48

  Mi-24V, 7353, kpt. Tomáš Brom, npor. Hynčica, prap. Tisoň, 221 Squadron, 22 Helicopter Base, Náměšť nad Oslavou, The Last Flight of the „Night Tiger“, May 27, 2015

  
  

  Mi-24V, 0834, mjr. Bohuslav Dvořák, kpt. Jan Jiřík, pprap. Viliam Švacho, 2 Squadron, 11 Helicopter Regiment, Líně airfield, CIAF Hradec Králové, July 17, 1993

  
  

  Mi-24V, 0815, kpt. Rudolf Straka, npor. Martin Vaniš, kpt. Ondřej Pospíšil, 331 Attack Helicopter Squadron, 33 Helicopter Base, Přerov, NATO Tiger Meet, Beja, Portugal, Jun 28 – July 9, 2002
  

  
  

  Mi-35, 3370, 221 Helicopter Squadron, 22 Helicopter Base, Náměšť nad Oslavou, RIAT Fairford, United Kingdom, July 14–16, 2015

  
  

  Mi-24V 0786, mjr. Bohuslav Dvořák, kpt. Richard Plos, nrtm. Petr Vavrík, 2 Squadron, 11 Helicopter Regiment, Plzeň-Bory airfield, CSIAF Bratislava, Slovakia, September 5, 1992

  
  

  Mi-24V, 0837, pplk. Jaroslav Špaček, npor. Pavel Heřman, kpt. Radek Spáčil, 231 Attack Helicopter Squadron, 23 Helicopter Base, Přerov, the last flight, route Přerov–Želátovice, December 12, 2005

  
  

  Mi-35, 3361, 221 Helicopter Squadron, 22 Helicopter Base, Náměšť nad Oslavou, NATO Tiger Meet, Cambrai-Épinoy, France, May 9–20, 2011

  
  

  Mi-24V, 0835, 331 Attack Helicopter Squadron, 33 Helicopter Base, Přerov, March, 2002

  
  

• Markings for Spitfire Mk.VIII 1/48

  MT775, S/Ldr Neville F. Duke, No. 145 Squadron, Loreto, Italy, July–September 1944

  Neville Frederik Duke, native of Turnbridge in Kent, joined RAF in June 1940 when he was eighteen years old. After he completed his pilot training in February 1941, he was assigned to No. 92 Squadron where he scored his first two kills. Frequently he flew as a wingman to famous “Sailor“ Malan, commander of the Biggin Hill’s Wing. In October 1941 Duke was dispatched to North Afrika to No. 122 Squadron flying Tomahawks and Kittyhawks where he scored another four kills. He started his second tour of duty again with No. 92 Squadron which was transferred to the African continent and received “tropical“ Spitfires Mk.Vb. In the course of several months Duke score further fourteen victories. In March 1944 he assumed command of No. 145 Squadron equipped with Spitfires Mk.VIII and till the end of September he was credited with another six victories. In the role of No. 145 Squadron commander Duke flew three personal Spitfires Mk.VIII. Their serial numbers were JG241, JG953 and MT775. All those three Spitfires carried  ZX-J codes painted in Deep Sky outlined in white. His last Spitfire s/n MT775 carried No. 145 Squadron insignia on both sides of the engine cowling. Unfortunatelly photograph of the starboard side has not known yet but most likely, same as on his previous Spitfires, the victory markings were painted on the port side under the windshield. Neville Duke finished the conflict with 28 kills and became the most successful MTO pilot. After his return to Europe he continued flying as a chief test pilot for the Hawker company.

  
  

  1Lt. Leland P. Molland, 308th FS, 31st FG, Castel Volturno, Italy, December 1943–February 1944

  Leland Phillips “Tommy“ Molland was born on May 7, 1919 in Chaffie, North Dakota. He completed his pilot training at Moore Field in Texas and on July 5, 1943 was attached to 31st FG. He achieved his first success as a fighter pilot on January 16, 1944, when he managed to shoot down one Bf 109 in cooperation. Another two kills quickly followed. On February 22, 1944 he became an ace having shot down two Bf 109. At the same time he became one of the most successful Spitfire Mk.VIII pilots. When in the end of March 1944 the 31st FG converted to P-51 Mustangs he continued flying combat missions and shot down another six enemy aircraft. After the war Molland remaind in the Air Force service and was promoted to Lt. Colonel. But on May 16, 1951 he tragically lost his life in Korea. Flying T-33 under the marginal weather conditions he struck terrain returning from the meteorological reconnaissance over the enemy territory.

  
  

  MT507, F/O Len A. Smith, No. 152 Squadron, Sinthe, Burma, March 1945

  In 1943 Len Smith served as a sargeant with No. 152 Squadron operating over Tunisia, Sicily and Southern Italy. He scored four kills for which he was awarded DFM. Before his squadron’s transfer to Burmese front in November he was promoted to Flying Officer. In the end of 1944 he was credited with a confirmed kill of Ki-43 and became an ace. His kill was one of only three Japanese aircraft destroyed credited to No. 152 Squadron during the fighting in the Burmese theater. In the spring of 1945 Smith completed his tour of duty with this unit and returned to the Great Britain. Sadly, shortly afterwards he was killed in a flying accident. His Spitfire, which he flew in the beginning of 1945, sported the fuselage nose painted white contrary to the regulations on SEAC aircraft white quick recognition markings. The propeller spinner was decorated with black chevrons painted at the propeller blades‘ bases. The unit insignia, leaping black panther, was painted on the fuselage port side.

  
  

  A58-602, W/Cdr Robert H. M. Gibbes, No. 80 Wing, Sattler airfield, Australia, December 1944–April 1945

  Bobby Gibbes, nicknamed “A Walking Barrel“ by his fellow pilots due to his short body complexion, was one of the most renowned Australian pilots and achieved one unusual sussess by shooting down aircraft of three different Axis nations i.e. German, Italy Vichy France. He scored 12 victories in total. Gibbes‘ Spitfire Mk.VIII A58-602 retained the factory camouflage, the Australian national insignia were complemented by RG-V codes and Grey Nurse inscription. Both were painted in Sky Blue. It was a very light blue color used by RAAF. Its application on the code letters was introduced in January 1943. Originally white tail surfaces were overpainted with Foliage Green on the top and sides, the undersides were painted Sky Blue. Ace of Spades on Gibbes aircraft’s rudder was painted upside down. Kill markings, depicting Gibbes‘ victories scored in MTO flying with No. 3 Squadron RAAF, were painted below the canopy. The quick recognition markings – white wing leading edge – appeared on the Australian Spitfires for the first time in the middle of 1943 and No. 80 Fighter Wing adopted the practice. During its service Gibbes‘ Spitfire carried two different shark mouths. Later version, with wide mouth is portrayed in this profile.

  
  

• Markings for Fw 190A-8/R2 1/72

  WNr. 681382, Hptm. Wilhelm Moritz, Stab IV./JG 3, Schongau, Germany, August 1944 

  Wilhelm Moritz was born on June 29, 1913, in Hamburg and joined the German army in 1933. He was assigned to the air force and went through fighter pilot training. The beginning of the war found him flying the twin-engine Bf 110 with II./ZG 1. In the summer of 1940 he was reassigned to 6./JG 77 and in April 1942, he served as CO of 11./JG 1. In September 1942, he was transferred to JG 51 on the Eastern Front where he would go on to shoot down twenty-five aircraft. On October 19, 1943, he was made Staffelkapitän of 6./JG 3. JG 3 was a component of the fighter network tasked with the defense of the Reich (Reichsverteidigung) and on April 18, 1944, Wilhelm Moritz became the CO of its IV. Gruppe. The Gruppe specialized in the use of heavily armed and armored single-engine fighters against Allied four-engine bombers. He was relieved of his command of IV. Gruppe on December 5, 1944, following a nervous breakdown. After convalescence he took over command of the Luftwaffe replacement training unit IV./EJG 1. He found his way back to a combat unit before the war ended, becoming CO of II./JG 4 on April 18, 1945, a post he held till the end of the war. He is credited with the downing of 44 enemy aircraft in total. He was awarded the Knight’s Cross on July 18, 1944. 

  
  

  WNr. 680747, Oblt. Hans Weik, CO of 10.(Sturm)/JG 3, Memmingen, Germany, June 1944

  Hans Weik was born on July 6, 1922, in Heilbronn and joined the Luftwaffe in October 1941. After completing training, he was assigned to JG 3 on February 21, 1943, and sent to the Eastern front where he shot down ten Soviet aircraft. From May to November he served as an instructor at 4./JGr Ost and there he gained his first kill of a B-17 bomber. He was subsequently transferred to 9./JG 3 and on February 10, 1944, he was promoted to Commanding Officer position of 10. Staffel JG 3, where he achieved 23 kills. Twenty of them were four-engine heavy bombers. He was awarded the Knight’s Cross for his achievements on July 27, 1944. In April 1945 he was assigned to III./EJG 2, where he was retrained for Me 262. After the war, Hans Weik studied architecture and was responsible for the design of many structures. During retirement years he dedicated his time to ship modelling and died on June 5, 2001, in Heidenheim an der Brenz. The aircraft flown by Weik carried the markings of IV. Gruppe JG 3, i.e., a black engine cowl and a stylized Adlerflügel on the sides of the fuselage. The rear fuselage sports a white fuselage band that was common to JG 3 aircraft within the structure of the Defense of the Reich units. On these aircraft, the wave sign denoted the IV. Gruppe. The rudder carries victory markings up to June 1944.

  
  

  Hptm. Gerhard Schröder, CO of II.(Sturm)/JG 4, Welzow, Germany, September 1944

  The death of Obstlt. Hans-Günther von Kornatzki allowed 8. Staffel CO Hptm. Gerhard Schröder to take command of II./JG 4 on September 12, 1944. Kornatzki died in a failed emergency landing attempt that ended in high voltage transmission lines. Schröder was thirty-two years old at the time and remained Gruppe commander until the beginning of March 1945, when he was replaced by the cured Maj. Wilhelm Moritz. He held the post until the end of the World War II. Historians generally assert that the reason for the change of the II. Gruppe command was the poor showing of the unit during Operation Bodenplatte. The aircraft was camouflaged in the standard colors of RLM 74/75/76 and carried the JG 4 emblem on the nose and JG 4’s Defense of the Reich identifier in the form of black-white-black fuselage bands ahead of the tail surfaces.

  
  

  Fw. Adalbert Koch, 6./JG 300, Löbnitz, Germany, fall 1944

  JG 300 was initially tasked with nighttime interception of Allied bombers headed to targets in occupied Europe as was the case with her sister unit JG 301 as well. However, at the beginning of 1944, attention shifted to daylight operations. The II. Gruppe of the unit was formed in July 1943 and equipped with heavily armed and armored Fw 190A-8/R2s or R8s in the summer of 1944. It was also designated as a Sturmgruppe. One of the unit’s pilots was Fw. Adalbert Koch, who in the fall of 1944 flew an aircraft with the “yellow 15” code. The armor plating on the sides of the fuselage carried the inscription “Titi Wau Wau”. The Defense of the Reich marking for JG 300 consisted of a red fuselage band. By this time, very few of these aircraft retained their armored glass on the sliding portion of the canopy. The pilots generally had these removed because of condensation, which formed between the glass surfaces at high altitude, compromising visibility of the pilot.

  
  

• Markings for Fokker D.VII (OAW) 1/48

  Lt. Ernst Udet, Jasta 4, Beugneux-Cramoiselles Airfield, France, June 1918  

  Jasta 4 received the new Fokkers D.VII on June 13, 1918. All these were license-built OAW aircraft. Immediately, a new unit marking, consisting of black-painted noses, wheel covers and struts, was introduced. This marking was certainly inspired by the black fuselages of Jasta 37. Udet was named the acting commander of Jagdgeschwader “Von Richthofen” on June 18, and although he only held this position for one day, it was probably enough to mark his plane in a more recognizable style. The fuselage was supposedly fully painted red, possibly as a reference to Udet’s previous service with Jasta 11. The wings were striped in red and white. The number of stripes is usually thought to be higher than we portray here, but the famous photo of this plane is heavily retouched. Close inspection reveals that only the stripe going through the right-wing cross is original. By comparison with another photo, shown in a TV documentary, we have our interpretation of the upper wing stripes layout. The aircraft did not survive long, as it was lost on June 29. At 7:40 a.m. over the village of Cutry Udet attacked a French Breguet, but the observer returned fire and managed to rip the steering lines of Udet’s Fokker with his fire and Udet had to bail out from the uncontrollable aircraft.  The nose and wheel covers may have retained the black Jasta 4 unit colour or they were painted red as well. Available photos leave the possibility of both these options. 

  
  

  VzFlgMstr. Franz Mayer, MFJ III, Jabbeke, Belgium, September 1918

  Franz Mayer was credited with three or four victories during WWI, depending on the source and flew with the marine unit MFJ III (formed from the personnel of MFJ I and MFJ II on June 23, 1918). Mayer’s Fokker D.VII from the OAW production was of early-mid batch and sported attractive paint scheme of white fuselage with yellow nose and diagonal black stripes on both sides. The interesting feature is the fuselage cross. On well-known and good quality photo of the plane it is quite clear the cross was of the same color as the front of the fuselage, i.e. yellow. There is nothing known about the reasoning behind this unusual approach, the yellow color was probably used to make the cross better visible within the fuselage black stripes. Both wings were left in four-color version of the printed Flugzeugstoff, the elevator was yellow with three black stripes denoting the MFJ III unit.     

  
  

  Lt. Walter Blume, Jasta 9, Sissone, France, September 1918

  Walter Blume was very interesting person not only as a WWI fighter, but also as the post-war aircraft designer. Born in Hirschberg (Jelenia Góra, Poland today) he was just 18 at the outbreak of WWI and, as a member of the Jaeger battalion, was wounded early. He decided to become a pilot afterwards and after the training he joined the Fliegertruppe in June 1915. After the spell with two-seaters, he was assigned to the Jasta 26 in January 1917 and started his tally of 28 aerial victories there on May 10, 1917, downing an D.H.9. He had been wounded on November 29, 1917, and spent three months in hospital. Returning to the action he was appointed CO of Jasta 9 on March 5, 1918. On October 2, 1918, he was awarded Pour le Mérite and the same day he scored his penultimate 27th victory. After the war he became successful aircraft designer working for Albatros and Arado and was a force behind the early German jets. Blume flew several D.VIIs with similar marking of the black fuselage with stylized B letter. This one D.VII from early-mid production batch had half-white top wing and the white strip on the bottom of the lower wing as the marks of his CO status.

  
  

  Lt. d. R. Kurt Monnington, Jasta 18, Montoy-Flanville, France, August 1918

  Kurt Monnington is well known pilot today thanks to his personal symbol, the detailed skull, he had painted on his aircraft. He kept it also after receiving the D.VII, complementing the Jasta 18 symbol, the black raven with it. Monnington had served with FA 62 before he was posted to Jasta 15 in 1917. The famous Berthold´s swap of personnel between Jastas 15 and 18 meant that Monnington became member of the new Jasta 18 in March 1918 as well as all his other comrades from former Jasta 15. He scored his first victory on May 11, 1918, downing the S.E.5a, which stayed as his only victory over enemy fighter. All the other victims were to be double seaters. The most interesting of his score of nine kills is the double-victory on August 13, 1918. Monnington declared pair of D.H.9s as his 5th and 6th victories, but in fact they were victims of flak fire and consequent crash. Monnington´s D.VII (OAW) was painted in the famous scheme of “new” Jasta 18 with red nose and white fuselage. Rims of the rudder and elevator had a black outline, also on the edges of the fuselage were neat black stripes painted. Both wings were red, at least from the upper side. It is not certain, whether the red color was applied to the bottom as well, so it is up to modeler to decide, whether to paint them, or leave them in the Flugzeugstoff (Lozenge) fabric.      

       

  Uffz. Alfred Bäder, Jasta 65, Tichémont, France, November 1918 

  Alfred Bäder was born on September 20, 1893, in Tübingen, Wurtemburg. After an injury sustained in summer 1916 with Infanterie Regiment Nr. 180, he went through pilot training and subsequent fighter pilot training at Jastaschule II, being finally assigned to Jasta 65 on August 31, 1918. Less than a week later he was shot down by a Salmson 2A2 of 91st Aero Squadron flown by 1Lt Victor H. Strahm and Capt. James E. Wallis near Rembercourt. He eventually shot down two USAAC Salmsons in a kind of revenge. The first one belonged to 99th Aero Squadron and was shot down on October 2. The second one was from 91st Aero Squadron and Bäder sent it down on November 8, 1918. His wartime Fokker D.VII from early OAW production sported a very colorful and complex illustration of Seven Schwabians, the group of villagers from a medieval fairy tale collected by the Grimm brothers. The story makes fun of the people from the then Duchy of Swabia, the villagers portrayed in the tale are foolish and so they all die finally. The illustration was painted on both sides of the fuselage and differed from each other. Bäder sent a photograph of this aircraft as a postcard to his injured colleague Wilhelm Scheutzel, to whom this aircraft was wrongly attributed for many years.  

  
  

  Lt. d. R. Hans Besser, Jasta 12, Chéry-les-Pouilly, France, August 1918

  Hans Besser was a member of Jasta 12 by the first half of July 1918, and he stayed with them till the end of the war. It is not known when exactly he joined the unit, nor details about his previous service. Besser was credited with two victories over American DH.4s, which he achieved on September 18 and 26, 1918. During the second encounter, Besser hit the bombs of his opponent with his first burst, causing the massive explosion of the aircraft of No. 20 Aero Squadron at an altitude of 15,000 ft (4,500 m). The blast killed 2/Lt. D. B. Harris and 2/Lt. E. Forbes, while Besser barely avoided it. No details about his post-war life are available. Besser flew at least three Fokkers D.VII with his personal broom marking. “Besen ist Besser” (meaning “broom is better”) was the saying used for his planes by his comrades in Jasta 12. The fuselage was painted in blue with white nose. The wings were left in the Flugzeugstoff (Lozenge) printed fabric of four-color pattern on both upper and bottom sides. Although the early batch of the OAW production, the aircraft was already fitted with later version of the exhaust manifold, called the “saxophone” because of its shape. 

  
  

• Markings for Bf 110E 1/48

  6./ZG 1, Russia, Summer 1942

  The wasp emblem (Wespe in German) was designed in the autumn of 1939 by Lt. Richard Malchfelder, a technical officer of one of the Zerstörergruppe (II./ZG 1). It was originally composed of three small wasps and was utilized by the same Gruppe of heavy fighters that went through several designation changes (including II./SKG 210). Finally, in early 1942, it ended up as II./ZG 1. Soon, other Gruppe of Zerstörergeschwader 1 came to use the wasp emblem and their Geschwader carried the operational name of “Wespen”. This aircraft sported the RLM 74/75/76 camouflage pattern.

  
  

  4./NJG 1, Sint-Truiden, Belgium February 1942

  NJG 1 was the oldest night fighter Luftwaffe unit and was founded by the legendary Oberst Wolfgang Falck. At the beginning of 1942, the unit’s II. Gruppe was led by Major Walter Ehle, who kept the commanding position for over next three years. In 1942, the well-known night fighter Wilhelm Herget, for example, also served within the ranks of 4. Staffel II./NJG 1. This “G9+JM” is interesting not only for the shark mouth marking, but also for the temporary application of a “naval” RLM 72 green on the upper surfaces, as this plane took part in patrol flights for Operation Donnerkeil. A quick identification mark came in the form of a yellow fuselage band. During the operation, the Germans managed to navigate the battleships Scharnhorst and Gneisenau as well as the heavy cruiser Prinz Eugen through the English Channel from Brest (Bretagne, France) to northern Germany. The Luftwaffe ensured uninterrupted patrols over the formation between February 11 and 13, 1942, with II./NJG 1 and II./NJG 3 tasked with cover duty during twilight and overnight hours. On the second day of operations, elements of both night fighter units relocated to Lister airbase in Norway, from which the last segment of the fleet’s cruise was covered. The unit’s detachment stayed in Norway through to the end of February. All air to air victories during Operation Donnerkeil were achieved by day fighters of the Luftwaffe.

   

  Lt. Felix-Maria Brandis, 1.(Z)/JG 77, Malmi, Finland, 1942

  One of the aircraft of 1.(Z)/JG 77 commander Leutnant Felix-Maria Brandis while stationed on the Eastern Front. His credit count tallied 14 victories of which five victims were British aircraft (including a pair of Fairey Albacores) and nine Soviet ones. Lt. Brandis died on February 2, 1942, when flying Bf 110E-2 (WNr. 2546) LN+AR at Olang. He crashed on the return leg of a combat sortie in bad weather conditions. By that time, his unit had been redesignated as 6.(Z)/JG 5 (January 25, 1942). The designation of the unit progressively changed from 1.(Z)/JG 77 to 6.(Z)/JG 5, 10.(Z)/JG 5 and 13.(Z)/JG 5. On the nose of the aircraft, there was the emblem of a dachshund with a Rata (Polikarpov I-16) in its mouth. It was a typical marking of this unit, as a number of these dogs were mascots of the “Dackelstaffel” through its existence, irrespective of the unit designation carried at any particular time. Some sources even say each crew had their own dog. The wiener dogs even occasionally flew on combat missions with the crews. The unit opposed British aircraft as well as Soviet ones in northern Europe. This aircraft, flown by Lt. Harry Kripphal, fell a victim of anti-aircraft fire 30 km west of Murmansk on June 18, 1942. 

  
  

  4./ZG 76, Sonderkommando Junck, Mosul Air Base, Iraq, May 1941

  After the outbreak of the Anglo-Iraqi War, which lasted from April 18 to May 30, 1941, the Italians and Germans gave their military support to the Iraqis. The Luftwaffe opposed the RAF with the unit named Sonderkommando Junck, which had Messerschmitt Bf 110 fighters, Heinkel He 111 bombers, and Junkers Ju 52 transport planes in its inventory. The unit was commanded by Oberst Werner Junck, who, during the course of the First World War with Jasta 8, gained five aerial victories. Between the wars, he was a well-known sport pilot. The Messerschmitts Bf 110 carried Iraqi national insignia but were manned by German crews. In fact, the aircraft in question came from ZG 76 and ZG 26. The only unit’s victory during this episode was achieved on May 20, 1941 by Lt. Martin Drewes (a future night fighter ace) of II./ZG 76, when he shot down a Gloster Gladiator flown by Sgt. Smith of A Squadron of Habbaniya Strike Force over Fallujah.

  
  

  Lt. Herbert Kutscha, 5./ZG 1, Soviet Union, 1942

  Herbert Kutscha served with II./JG 77 at the beginning of the war, but he was soon transferred to 5./ZG 1 equipped with Messerschmitts Bf 110. During the Battle of France, he shot down a number of aircraft, including a Bf 109 of the air force of neutral Switzerland. Later, he also gained much success on the Eastern Front as a ground attack pilot, partially due to II./ZG 1 transformation into II./SKG 210. Kutscha’s II. Gruppe, under the command of Hptm. Rolf Kaldrack, was specialized in ground attack operations, especially in low level bombing. The Bf 110 was able to move faster over the enemy territory than other bombers. Here it is where the term “fast bombardment wing” (SKG; Schnellkampfgeschwader) was coined. Kutscha was awarded the Knight’s Cross after his 22nd victory. At that time there were 41 aircraft destroyed on the ground, 41 tanks, 15 locomotives, 11 anti-aircraft guns and 157 transport vehicles added to his tally. In June 1943 he took command of 15. Staffel JG 3 “Udet”, utilizing single engine fighters. In the summer of 1944, he took control of II./JG 3 in Normandy and by the end of the year he changed the unit to lead II./JG 27. From February 1945 he commanded III./JG 1 on the Eastern Front. All in all, he flew over 900 sorties and achieved 47 kills, six of which were four-engine heavy bombers and 22 of his kills he achieved behind controls of Bf 110. German Geschwader was much bigger unit than RAF or USAAF Squadron. In fact, it was corresponding to USAAF Wing, while Gruppe was equal to USAAF Group and Staffel was similar unit as the USAAF squadron. 

  
  

• Air war over Ukraine

  The fighting didn’t stop on Christmas Day either. Ukrainian pilots at least remembered them like this.

  A Ukrainian pilot sent a Christmas greeting to the Russians in the form of two HARM anti-radar missiles.

  
  

  Drones against strategic bombers

  Text: Miro Barič 

  
  

  During December 1, 2022, through January 1, 2023, the operations in Ukraine were affected by the weather. The mild winter in Europe did not allow Putin to use the energy crises for political pressure. On the other hand, the muddy ground in Ukraine did not let any large scale movements of the heavy weaponry take place. That allowed for the time to re-group, rest and re-organize the troops while the large operations were postponed.

  This lull in combat did not concern two things. The Russian drive on Bachmut which continued since August and, also the Russian air campaign against the Ukrainian civilian infrastructure continued. During this period two strategic bomber bases, located deep in the Russian territory, were repeatedly hit. The first attack took place on the early morning of December 5. The explosions were heard at Engels base near Saratov and Dyagilevo base near Ryazan. The first airbase is located nearly 500 km from the Ukrainian border and is a home of two squadrons of the 22nd Guards Division of the heavy bomber aviation. Its 184th Squadron is equipped with Tu-95MS and 121st Guards Squadron operates Tu-160M. Both units fly attack missions against Ukraine on the regular basis. According to the initial reports the strong explosion damaged two Tu-95 bombers and wounded two people. The following satellite images did not reveal serious damages, but it seems that at least one Tu-95 was actually hit.

  At the same time the explosion took place at the Dyagilevo airbase which serves as a training center of the strategic bomber aviation. It is located approximately 450 km from the Ukrainian border and only some 200 km from Moscow. The series of photographs of this incident show that the explosion took place behind one of the parked Tu-22M3 marked RF-34110. The tail surfaces and exhausts were damaged and the vehicle with ground power source, parked next to the airplane, was set on fire. Three Russian soldiers were killed. The Russians got lucky that the Kh-22 missile, attached under this Tu-22 wing, was not hit. Its one-ton warhead would have caused significantly more serious damages.

  The Ukrainians officially did not claim this attack. The Russians made a bizarre claim that it was a terrorist attack against the defenseless peaceful airports. However, the aircraft bombing the Ukrainian cities take off from these bases. And the lack of defenses was contradicted by Russians themselves claiming that the attacking drones flying close to the ground were shot down by the AA fire. The damages were only caused by their debris. The greatest value of these Russian claims is in the information that the old Soviet unmanned air vehicles Tu-141 and Tu-143 respectively, were used for these attacks. These are originally the reconnaissance jet drones modified by Ukraine to carry explosives. They fly the pre-programmed route and land by a parachute. For kamikaze style attack the parachute is of course not considered.

  On Monday, December 26, the Engels airbase became a target of yet another attack. The air raid sirens blared and the AA rockets’ smoke trails raised to the sky. Two explosions from the direction of the airport were heard. According to the Russian official statements the low flying drone was destroyed the AA fire. Its debris however fell on the airbase and killed two ground personnel. The information about a larger number of casualties and more aircraft destroyed could not be confirmed. The names of three victims are known – Major Andrei Voronov, 1st Lt. Maxim Anufrienko and 1st Lt. Alexander Pampukhin. All of them belonged to the 121st Guards Squadron of the heavy bomber aviation equipped with Tu-160M aircraft. According to the Russian side another attack against the Engels airbase was also attempted on Thursday, December 29.

  The incident with a Tu-141 drone carrying explosives did occur in the beginning of war on March 11, 2022. Then the unmanned air vehicle having exhausted its fuel crashed on the parking lot in front of the student dorms in Zagreb, Croatia. It flew over from Ukraine over Hungary. The Russian media ridiculed the NATO AA defenses which let the drone fly hundreds of kilometers over its territory. The Russian AA defense did not excel either. If the drone were shot down, as the Russians claim, they also had flown undisturbed hundreds of kilometers and regardless, hit the bases where they caused damage. And it seems that the Russians are not confident in their AA defenses because after the attack they transferred majority of their bombers to the more remote bases.

  An explosion at Diaghilevo Airbase destroyed a ground source and damaged a Tu-22M3 designated RF-34110. The bomber has a Ch-22 missile under its wing.

  Three Russian soldiers died in the explosion and subsequent fire.

  Detail of the damage to a Tu-22M3 marked RF-34110.

  
  

  Patriots from the USA and Germany

  Thanks to the Allies, Ukrainians strengthen their AA defense. Having received various systems from several countries in October and November, on December 21 the USA announced that they will deliver the Patriot system battery. Germany joined right after and committed to deliver another battery. The American one is the PAC-3 version primarily designated to destroy the ballistic missiles. PAC-3 missiles feature the improved guidance and maneuvering capabilities with the range of 30 km. The modernized PAC-3 MSE can reach as far as 60 km. The disadvantage is the shorter range when deployed against the aircraft. It can be resolved by using the older PAC-2 missiles with 160 km range if deployed against the airplanes. It was confirmed that the German version will use both PAC-2 and PAC-3 rockets. Training of the Ukrainian soldiers manning Patriots supposedly started during January in Fort Sill, Oklahoma.

  The continued Russian attacks against the Ukrainian civilian infrastructure requires strengthening of the AA defense. Th attacks took place during the holidays as well. Ukraine inclines to celebrate Christmas in the European traditional period of time. They are off on both December 25 and January 7, and they can choose the date. This year approximately 60 per cent of Ukrainians chose the first date. The Russians did not care and shelled tens of cities and villages in Kharkov and Zaporozhye areas. At least 13 civilians died in Kherson. On New Year’s Eve more than 20 cruising missiles were fired at Kiev and hit a hotel and a multi-family building.

  
  

  Some of them crash by themselves

  The largest attack came between Christmas and New Year’s, on Thursday, December 29. The Russians, according to the initial reports, launched 100-120 missiles. Approximately 70 of them hit the Ukrainian territory and 54 were shot down by the AA defense. Several videos appeared showing Ukrainians destroying the cruise missiles with shoulder mounted portable rockets. Thanks to the early discovery of the launched rockets, they can estimate their hundred of kilometers long route and intercept their flight by teams equipped with Stinger missiles. Most of the time they fire several Stingers at the same time so as at least one of them hits the Russian rocket. The last of these teams are positioned on the house roofs in the suburbs of the supposed targets of the Russian attacks. The missiles that do penetrate the defenses cause massive damage on the energy infrastructure.

  There is an interesting discrepancy between 100-120 Russian rockets reported in the morning that day, probably based on the Allied reconnaissance aircraft data, and 70 missiles that actually hit. It may not be a mistake, at least partially, and Russians indeed launched more missiles than actually struck. In the following days at least three videos appeared capturing the wrecks of the Russian rockets which failed after the launch and crashed on their own territory. Two of them were lying in the fields but one hit a house and set it on fire. We can only guess how many more malfunctioning missiles crashed without any trace somewhere in the vast Russian countryside.

  A Ukrainian Mi-24P helicopter with a traditional painting from the village of Petrykivka in Dnipropetrovsk Oblast, where such motifs decorated houses and household items.

  
  

  Are they going to obtain JDAM sets?

  Besides the AA defense equipment, Ukraine of course receives other weapons. To list all the types of AFVs, artillery and recently tanks as well, would be sufficient for a standalone article and moreover it is not linked to the main theme of this series. One new weapon which is being discussed lately is however directly associated with the air war. According to Washington Post the USA plan to supply Ukraine with JDAM sets which can transform the classic unguided bombs into precision guided weapons. The acronym means the Joint Direct Attack Munition. Joint means that in 1990s both USAF and USN cooperated on the weapon’s development. JDAM set consists of three parts – guiding system based on GPS coordinates, longitudinal fins attached to the bomb’s body improving its ability to glide and control surfaces installed on the bombs tail. The sets are manufactured in three sizes and USAF or USN use them on the bombs from 500 lbs to 2000 lbs. That means they should be easily adapted and the modifications for application on the Soviet-made Ukrainian bombs should not present any obstacle (as far as the measurements is concerned). The Washington Post article indicates that the USA will not supply the bombs, only these sets.

  A bomb with JDAM set can be deployed in three different ways. Carried by an airplane which simultaneously carries a container for searching and aiming at the targets (for example Sniper or LITENING II). The container transmits the coordinates to the bomb which is then released by a pilot. The accuracy is within five meters. In case GPS signal is lost the bomb “remembers” the target with 10 meters accuracy. There is another option when a pilot manually enters the coordinates during the flight according to his target identification or according to the coordinates supplied by the ground control. In both situations the integration of the aircraft’s electronic systems is necessary.

  The third option is the easiest one. The target coordinates are entered into the bomb while it is still on the ground before the take off and pilot only delivers it to the designated area. It is quite probable that the Ukrainians will deploy JDAM exactly in this way. It requires the minimal modifications of the aircraft – just adding GPS and control component to release the bomb.

  In the preceding months the Ukrainians successfully adapted the HARM anti-radar missiles for Mig-29 and Su-27 fighters. HARM is capable to actively search for the targets itself and so the Ukrainians only added GPS and a tablet to their fighters which helps to launch the HARM rocket and it locks on the enemy radar itself. And it seems to be working. It is possible that if JDAM bomb is linked to the aircraft tablet (for example via Bluetooth) the Ukrainian will be able to enter the target coordinates by a pilot during the mission.

  It is possible that the Ukrainians will drop the JDAM bombs from Su-24 and Su-25 fighter bombers. When dropped from the high altitude and speed this munition can glide as far as 20 km. The Ukrainian aircraft however cannot afford flying at high altitudes in the vicinity of the frontline. Therefore Su-25 will supposedly release the bombs in the same way they launch the unguided missiles – on the ballistic trajectory. The airplane will fly at the maximum airspeed close to the ground, then it will climb and release the bomb forward on the curved trajectory. As opposed to the unguided missiles the JDAM will be significantly more accurate. There is another detail in favor of JDAM supplies – a bomb equipped with this set is six times less expensive than the guided missile for the HIMARS rocket launchers.

  Russian Orlan-10 reconnaissance drone shot down on December 30 in Chernihiv Oblast.

  
  

  Helicopter losses

  During our reporting period both sides claimed several enemy aircraft shot down but visually confirmed were only couple of them. It is possible that more of them will be confirmed later as it happened during the preceding months. All confirmed kills were related to the troops support at the frontline, mainly in Bachmut area. Two Ukrainian Mi-8 helicopters were lost. The first crashed on Sunday, December 11 while attacking the Russian positions with the unguided missile near Konstantinovka in Donetsk area. Pilots Vladislav Levchuk and Maxim Fedorov were killed. Another loss occurred on Monday, December 19 near the village of Tonenkov in Donetsk area. Two Mi-8 helicopters were flying in a column close to the ground. The camera in the rear aircraft captured the rocket hit on the leading helicopter. The thick black smoke billowed, and it crashed shortly afterwards.

  Lieutenant Colonel Maxim Fedorov (pictured) was killed along with First Lieutenant Vladislav Levchuk on December 11 in a Mi-8. Note the message to Putin in the window of the helicopter and the machine gun mounted in its nose.

  Despite the danger the pilots of the rear aircraft turned around and landed near the smoking wreck to try to help its crew. They did not manage to save two crew members – Lt. Col. Oleksandr Zubatch and Lt. Col. Vladislav Gulov perished.

  A photo of the wreckage of a Ukrainian Mi-8 helicopter was released on December 24 and is believed to be from the Donetsk region. However, there is no other debris around. It is possible that this is a machine destroyed earlier.

  New photos of a Russian Mi-8AMTS helicopter with the fuselage number “Blue 92” that was destroyed by Ukrainian forces on Snake Island as recently as May 7, 2022.

  Two Russian helicopters were reportedly destroyed. They were Ka-52, a type that has suffered severe losses during the Ukrainian war. The first one was destroyed by Dnipro AA rocket brigade on Sunday, December 4. The Russian crew made a fatal mistake to fly at fairly high altitude. After the rocket hit, they exploded and had no chance for survival. The kill was captured on video which also showed the second Russian helicopter which however flew significantly lower and therefore escaped the fire.
  

  This Ka-52 bore a warlike drawing of an alligator on the fuselage. It was shot down in Kherson Oblast in November 2022.

  Another Ka-52 bort number “yellow 23” was hit on Monday, December 20. It supposedly fell victim to the Pancir-S1 system’s friendly fire. In this case however the crew survived. Yet another video surfaced showing the destruction of the third Ka-52. It seems to date back to March from the vicinity of Kiev and captured the helicopter after its emergency landing which the Russian soldiers blew up rather than let it be captured by the Ukrainian troops. Besides these helicopter losses the aforementioned Tu-95 and T-22M were damaged at the strategic bombers’ bases. On Sunday, December 4 south of Bachmut a Su-24M, bort number “blue 48” and marking RF-93798 was destroyed. Both pilots, the Wagner’s Group mercenaries, were killed.

  The Russian Defense Ministry has published a series of photos of soldiers with the Mi-8 helicopter.

• Searching for the lost ships with Paul Allen

  Battle for Guadalcanal was the first Allied offensive and great victory in the Pacific. Sure, the US Navy had won the Battle of Midway as outlined in previous part of our series. However, that was the reaction to the Japanese attack. In case of Guadalcanal in the Solomon Islands they took over the strategic initiative and have not let it go since.

  USS Atlanta (CL-51), the lead ship of the class, during trials in November 1941. Photo: Naval History and Heritage Command

  
  

  Five Sullivan brothers perished on the cruiser Juneau

  Text: Miro Barič 

  
  

  Battle for Guadalcanal was the first Allied offensive and great victory in the Pacific. Sure, the US Navy had won the Battle of Midway as outlined in previous part of our series. However, that was the reaction to the Japanese attack. In case of Guadalcanal in the Solomon Islands they took over the strategic initiative and have not let it go since.

  Main reason for the attack on Guadalcanal was its airfield which the Japanese started to build on this island. After the completion it would have enabled the owner to control the vast surrounding areas. Thanks to the bad weather, the American forces approached the island undetected and their landing on August 7, 1942, came as a total surprise to the Japanese. They quickly recovered however and the hard fighting for Guadalcanal lasted half a year, on the ground, in the air and on the sea. The campaign ended on February 9, 1943, when the Japanese troops withdrew. There were so many ships sunken between Guadalcanal, Savo and Florida islands that the area was nicknamed “The Iron Bottom Sound”. The first big battle took place during the night of August 8 and 9, 1943. At Savo island the Japanese seriously shot up four American and one Australian heavy cruiser. Astoria, Quincy, Vincennes and Canberra were sunken, only heavily damaged cruiser Chicago was rescued. The only satisfaction was sinking by the American submarine S-44 of the Japanese cruiser Kako while she was returning on August 10 in the morning.

  More battles followed and during one of them the main hero of our story, AA cruiser USS Juneau (CL-119), was lost. The AA cruisers started to be built in Britain already before WWI. There were modified older class C vessels which 152 mm cannons were replaced with 102 mm caliber guns. In 1937 the cruiser Coventry was the first ship modified in this manner and during 1938–1939 Curacao, Curlew, Cairo, Calcutta and Carlisle followed. During the war Britain acquired more AA vessels of this category. The American Atlanta class however was the first cruiser group in the world that was from the beginning built with dedicated AA weaponry. It was a paradox that initially they were intended as lead ships for the fleets of destroyers. Only later their value in protecting the navy fleets against the enemy aircraft became obvious and they continued to be deployed exclusively in this role.

  There were eight vessels of the Atlanta class. The construction of the first four (Atlanta, Juneau, San Diego and San Juan) was launched in 1940 and they entered service in the course of two month, from the end of December to the end of February 1942. Further four ships – Oakland, Reno, Flint and Tucson entered the service during 1943–1945 with slightly modified appearance. The cruisers were 165 meters long and their full displacement was 7,400 tons. The first four ships were armed with 16 127 mm caliber cannons mounted in pairs in eight turrets. Three of them were one stepped above another on the bow and the same arrangement was on the stern. One turret was on port and starboard side. It was the heaviest AA weaponry out of all cruisers during WWII. In a minute the main battery of Atlanta class was able to fire 6 tons of the ammunition. The 127 mm caliber cannons were supplemented by three, later four 28 mm caliber four-barrel cannons. Later these were replaced by more efficient 40 mm caliber weapons and supplemented by a larger number of 20 mm caliber cannons. The second four ships were completed with only 12 127 mm caliber cannons, the side turrets were removed. Therefore, it is sometimes considered a separate Oakland class. Gradually the number of 40 mm caliber cannons was increased.

  
  

  The AA cruisers in action

  Juneau did not survive long enough to have her weaponry changed. After her completion in the summer of 1942, she was first deployed in patrolling duties in the northern Atlantic and Caribbean. When on September 15 three torpedoes fired from the Japanese submarine I-19 hit USS Wasp, Juneau together with the destroyers rescued 1910 sailors from the sinking aircraft carrier. On October 26, 1942, in the Battle of Santa Cruz, she sailed as an escort of the aircraft carriers Hornet and Enterprise. The American vessels shot down 38 attacking Japanese aircraft and Juneau crew had a lion’s contribution in it. It was the ship’s first battle. She met her fate in the following battle though. The naval battle of Guadalcanal in November 1942 was the only encounter of the surface vessels where the Atlanta class cruisers took part. Besides Juneau it was his sister ship Atlanta. Both were sunk. On one side it documents that they were not suitable for surface vessels’ combat. On the other hand, their demise was caused by torpedoes and stronger opponent. Not even the larger cruisers would have sustained such a damage.

  Juneau launching at Kearny, New Jersey, October 25, 1941. Photo: Naval History and Heritage Command

  USS Juneau (CL-52) taken shortly after launching. Photo: Naval History and Heritage Command

  Juneau, New Jersey, January 5, 1942. Photo: Naval History and Heritage Command

  
  

  Bloody Guadalcanal

  In the beginning of 1942 Juneau was attached to TF 67 task force escorting the ships carrying the reinforcements and supplies to Guadalcanal. The Japanese however thought in a similar way. They intended to land the troops on the island which would support the ground attack against the Henderson airfield. It was a half-built airport which the Americans captured, completed and named after Major Lofton Henderson, VMSB-41 commander who was on June 4, 1942, killed in the Battle of Midway. The airfield was a thorn in the side for the Japanese. The aircraft taking off from there controlled the airspace during the whole day. The Japanese ships and ground troops could only operate undisturbed at night. The reinforcements were mostly brought to Guadalcanal by the fast destroyers and light cruisers so as they could return under the cover of darkness. The Americans gave them the nickname “Tokio Express”.

  The Japanese destroyers, besides unloading the troops, used to fire a couple of “salutes” towards the Henderson airfield. The slower Japanese ships carrying heavy weapons and larger volume supplies however could not afford sailing within the Cactus Air Force range (Cactus was the Allied code name for Guadalcanal). Therefore, the Japanese dispatched a heavy group of combat vessels which were tasked to destroy the airfield firing from the sea. The core of the group was formed by the battleships Hiei and Kirishima. Each of them carried eight 356 mm caliber guns. For this mission, instead of piercing shells, they were armed with shrapnel grenades which were to explode at the contact with the ground and destroy the American aircraft with the fragments. The American reinforcements reached Guadalcanal on November 12 and started to unload. On that day, while protecting the transport ships, Juneau shot down 6 Japanese aircraft. When the Americans found out that the strong Japanese fleet was approaching, they withdrew the transport vessels and dispatched their escorts into the night battle with the enemy. Thus, the American cruisers were lined up against two enemy battleships. Under the standard circumstances any wise commander would have withdrawn but this time there was nowhere to go. They were the only ones to prevent the Henderson airfield from destruction.

  Landing at Guadalcanal, August 7, 1942. From the USS Alchiba, a Stuart Marine Corps M2A4 tank is being unloaded into the landing craft LCM(2). Photo: Naval History and Heritage Command

  The scene of fierce fighting, Henderson Airfield in late August 1942. Photo: US Navy

  
  

  Close look at the night combat

  The American side possessed the advantage of the reliable radar while the Japanese, at that time, had none. It was dark, moonless night with rain showers, so the visibility was minimal. The American commander, Rear Admiral Daniel Callaghan however hesitated too much and failed to take advantage of the early radar information. Once he made the decision it was already too late. The American and Japanese ships converged too close, and his orders caused more chaos. The encounter turned into 40 minutes long merciless chaotic combat at close range where each individual ship made her own decisions. Several ships even became targets of the friendly fire. As later described by one of the American officers, it was like a bar brawl when all lights were shut down. The inferior American vessels however, thanks to the close range, were able to deliver serious hits. For example, at one moment Hiei was fired at by three American destroyers from extremely close range. One of them almost collided with her, they missed each other just by six meters! The huge Japanese ship, under normal circumstances, would have blown the destroyer off the water by a single salvo.

  But now she could not lower her guns enough and her heavy grenades were flying above the destroyers making loud noise. The American sailors wasted no time and were shooting at Hiei with all they had, including the machine guns. They could not penetrate her armor, but the numerous hits were setting off fires on the superstructure and killed many officers on the bridge. The fleet commander, Admiral Hiroaki Abe himself was wounded. More seriously, Hiei was hit by at least two torpedoes. The Japanese force, besides the battleships, was also formed by a light cruiser and 11 destroyers. Those engaged eight American destroyers and Hiei and Kirishima could focus on five American cruisers. Their gun turrets however were stocked with the shrapnel grenades which caused great damage to the superstructures however were not able to penetrate the hull and turrets’ armor. Therefore, the cruisers maintained the ability to sail and fire. One of them, San Francisco, scored a lucky hit on Hiei, disabling her steering mechanism. The huge ship therefore had her maneuvering abilities restricted. Wounded Admiral Abe had enough and ordered the withdrawal. He did not know that the only two undamaged American ships were between his fleet and Henderson airfield – cruiser Helena and destroyer Fletcher.

  
  

  Great losses on both sides

  During the night battle the Japanese destroyer Akatsuki was sunk as well as the American destroyers Laffey and Barton. The first rays of sunshine in the morning revealed eight more seriously damaged ships which were either motionless or moved very slowly. Three of them were Japanese and five American. The burning wrecks of Cushing and Monssen were abandoned by their crews and during the day they sank to the bottom of the ocean. In the evening, despite the great crew effort, the cruiser Atlanta sank. During the battle she hit three Japanese destroyers in a row but then a Japanese torpedo disabled her engines. The worst damage was caused by 19 grenades from the cruiser San Francisco fired at her by mistake. Rear Admiral Norman Scott lost his life on board of Atlanta. The Japanese shrapnel killed Rear Admiral Callaghan on San Francisco. They were the only American admirals killed during the surface battle in the course of the whole war.

  Unlike Atlanta, the destroyer Aaron Ward and heavy cruiser Portland were rescued. Having fired several salvos, Portland still managed to sink the burning wreck of the Japanese destroyer Yudachi. Another damaged Japanese destroyer, Amatsukaze, managed to save herself. The battleship Hiei however did not escape. Cactus Air Force were all eager to revenge her regular night shelling. Since the morning, torpedo Avengers’, dive bombing Dauntless and even heavy B-17 bombers attacks were concentrated on Hiei and in the evening of November 13, 1942, she sank. It was the first Japanese battleship lost during the conflict.

  The first Japanese battleship sunk, the Hiei. Her sister ship Kirishima followed her to the bottom two days later. Photo: Naval History and Heritage Command

  Score painted on the destroyer USS Sterret (DD-407) after the Battle of Guadalcanal. The silhouettes represent the sunken destroyer Yūdachi, the battleship Hiei, and five downed Japanese aircraft. Photo: US Navy

  
  

  Unlucky day

  On Friday the thirteen, Juneau met her fate. Still at darkness, the group of five American ships maintaining the ability to sail, withdrew. There were the cruisers San Francisco, Helena, destroyers Sterret and O’Bannon and Juneau. In the battle, the cruiser suffered a torpedo hit to the port side. Only one of his screws worked and the bow was deeply submerged, yet she maintained speed of 13 knots. The Americans ships however were detected by the Japanese submarine I-26. Her commander, Yokota Minoru, at 11 o’clock sharp, ordered launching of two torpedoes. He was targeting San Francisco but missed. One of the torpedoes hit Juneau, exactly at the same spot she was hit during the night. The spear of steel penetrated deeply into the vessel and caused the explosion of the ammunition dump. Juneau was covered in the enormous column of water, fire and smoke and when everything cleared the cruiser disappeared from the surface.

  The remaining American ships faced a difficult choice. It seemed no one survived the explosion and had they stopped to search for castaways they could have become an easy target for a submarine. A B-17 bomber was just flying by, so they signaled to it to report at the headquarters the sinking of the cruiser as they continued sailing. The bomber crew did not want to break the radio silence, so they submitted the report only after landing. That was buried under other documents to process and did not make it further soon enough. No one dispatched the rescue ship. The US Navy was busy repulsing further Japanese attacks. During the night of 14-15 of November 1942, the Henderson airfield was again shelled by the battleship Kirishima. This time, two battleships, Washington and South Dakota, each with nine 406 mm caliber guns, opposed her. Having received numerous hits Kirishima capsized and sank.

  In the meantime, the sailors from Juneau fought for their lives. The conclusion that there were no survivors after the cruiser explosion, was mistaken. Approximately 115 sailors ended up in the water, however, no one was looking for them. Without food and drinking water they were left up to the elements and sharks. In the following days most of them died a cruel death. After eight days, accidentally, more-less, just 10 survivors were rescued.

  Juneau photographed in New York harbor on February 11, 1942, wearing the camouflage she received shortly after completion. Photo: Naval History and Heritage Command

  The cruiser Juneau in June 1942. The hull received new camouflage, the superstructures and turrets remained in their original livery. Photo: Naval History and Heritage Command

  
  

  Five brothers

  687 crew members perished, including the brothers Sullivan. They hailed from Waterloo in Iowa, and all enlisted in the Navy at the same time, on January 3, 1942. They presented one condition though – they were all to serve together. The regulations did not allow it but the command looked the other way and all of them ended up on Juneau. It turned out as an unfortunate decision. Frank, Joe and Matt, according to the witnesses’ account, perished in the ship’s explosion. Albert, the youngest one, died on the second day and the oldest brother George held for five days. Then delirious from thirst and sorrows for his brothers he jumped off the raft and drowned. After the death of Sullivan brothers the US Department of Defense implemented the directive that the last surviving family descendant must not continue serving if all other siblings were killed in combat. Still during the wartime, a movie about Sullivan brothers was made. Steven Spielberg also mentioned them in his movie Saving Private Ryan.

  In 1943 the new Fletcher class destroyer was named after Sullivan brothers. The ship, USS The Sullivans (DD-537) was christened by their mother, Alleta Sullivan. Out of her six children she was left with only one – daughter Genevieve. Her boyfriend, William Ball, perished on the battleship USS Arizona in the attack on Pearl Harbor. The wish to avenge his death motivated Sullivan brothers to enlist in the Navy. Albert was the only one married and had a son Jimmy who later served on the aforementioned destroyer The Sullivans. Besides WWII the ship also participated in the fighting in Korea and in 1961 was a part of the group of vessels that recovered from the sea the capsule with the first American astronaut, Alan Shepard. Later the destroyer served in training duties and in 1961 she was struck of charge. Nowadays she is a floating museum in Buffalo, New York state. In 1997 another destroyer The Sullivans (DDG-68) entered the service, this time in Arleigh Burke class. In 1995 she was christened by Kelly Ann Sullivan Loughren, Jimmy’s daughter, and Albert Sullivan’s granddaughter.

  The Sullivan brothers aboard the Juneau, February 14, 1942. From left, Joseph “Joe”, Francis “Frank”, Albert, Madison “Matt” and George. Photo: Naval History and Heritage Command

  
  

  New Juneau

  By the way, the name USS Juneau reappeared again. In 1944–1946 the American shipyards built three cruisers based on the Atlanta class but with the improved system of the waterproof bulkheads and better designed superstructures. The cruisers were armed with twelve 127 mm caliber guns in six turrets and were named Juneau, Spokane and Fresno.

  The whole class was named after Juneau. She missed WWII but took part in the Korean war where on July 2, 1950, together with two British ships faced the attack of six Korean torpedo boats and gunboats. They sank five of them without a loss. In 1955 this Juneau was struck of charge and later sent to the scrapyards. In 1969 the class Austin amphibious landing ship USS Juneau (LPD-10) entered the service. She participated in the Vietnam war and served as the command vessels during the battle against the oil leak from Exxon Valdez tanker. In 2008 she was struck of charge.

  
  

  Discovering the wreck

  The Iron Bottom Sound could not have escaped the attention of Microsoft co-founder Paul Allen in his search for WWII shipwrecks. In January 2015 his ship Octopus mapped 980 sq kilometers of the ocean bottom and located 29 sunken ships and several shot down airplanes. She also identified the wreck of USS Atlanta. Juneau’s wreck was discovered by Allen’s new ship, RV Petrel, on March 17, 2018. It happened seven months before Allen’s untimely death. The cruiser lies 4200 m deep broken up to several sections. The shipwreck was first located by sonars. On the following day, the robot was dispatched and took a lot of pictures and confirmed the wreck’s identity. The Allen’s company continued searching for the shipwrecks for some time after his passing. RV Petrel returned to Guadalcanal one more time in February 2019 to discover the wrecks of the Japanese battleships Hiei and Kirishima as well as the American aircraft carrier USS Hornet. That will be the topic of the following article.

  Juneau lies at a depth of 4,200 feet broken into several pieces. Photo: PaulAllen.com

  One of the turrets with 127 mm guns. Photo: PaulAllen.com

  Juneau’s propeller. Photo: PaulAllen.com

  
  

  Sources:

  Hubáček, M.: Vítězství v Pacifiku. Praha 2003.

  Hrbek, I./Hrbek, J.: Námořní válka vrcholí. Praha 1995.

  https://www.paulallen.com

  https://www.bbc.com

  https://news.usni.org

  https://www.history.navy.mil/

• Eager El

  
  

  The Story of Col. Elwyn Righetti

  Text: Richard Plos 

  
  

  Tens of thousands of Allied airmen were discovered at the end of the Second World War in internment camps set up to hold them. They were known as Stalag Lufts, and the airmen freed from them at the end of the war immediately began writing letters home expressing their yearning to return to their loved ones. Such a letter was eagerly anticipated from Elwyn Righetti, or at least some news about him, by his family at the family farm in San Luis Obispo, California. All they knew to that point was that he had been shot down, crash landed, and survived the event. Three weeks had passed from then and the war ended, and they were still waiting. They waited for months, and the months turned into years. No news or any hints regarding his disappearance have come to this day. Lt. Col. Elwyn Righetti, Commanding Officer of the 55th Fighter Group, disappeared not far from Riesa without a trace….

  Righettis’s combat career had been short-lived but intense. His arrival in England at the beginning of September, 1944 was not easy. His rank of Lieutenant Colonel was indicated on his uniform, but no ribbons were displayed testifying to any combat commitments. He was a greenhorn with the rank of a senior officer, equivalent to at least a squadron commander. He was also 29 years of age, older than the average active fighter pilot. All of this had its reasons. He was a flight instructor, and one of the best available to the Air Corps at that. For this fact alone, his requests to be assigned to a combat unit ended up in the trash bins of his superiors. By the time he finally did go into combat, he was a seasoned pilot eager to contribute to the defeat of Germany. In fact, his was so eager that he earned the nickname “Eager El”. He got his first kill on his second combat mission. But for this quality and the associated impetuousness that he displayed, he was seriously reprimanded. But he was a quick study, too. It did not take long for him to reach ace status and not just for kills in the air. He was also extraordinarily effective in wiping out ground targets. In this regard, there was no one better far and wide….

  And then came his thirtieth birthday, on April 17, 1945. This was accompanied by more heavy bomber escort missions and the search for air and ground targets of opportunity on the return flights. Righetti and his wingman, Capt. Carroll Henry, attacked an airfield at Riesa with an inviting line of enemy fighters parked on it. He was making his fourth or fifth pass and was running low on ammunition when his Mustang, adorned with artwork of an attractively slender grasshopper with the name “Katydid”, shuttered under the explosion of flak. He conducted one more pass with his Mustang losing coolant and oil pressure  before looking for a place to “park it”. The forced landing was successful, and he radioed to Henry that aside from a busted nose, he was OK. That was the last anyone heard from him…

  
  

  Swiss, or More Accurately, Italian Roots

  The Righetti family hailed from the Italian speaking Swiss canton of Ticino. His grandfather on his father’s side, Francesco Robertino Righetti settled in San Luis Obispo, California, in 1873. At the time, this town had a little over 2,000 inhabitants, including a sizeable Swiss community. Francesco worked as a farmhand until he had saved enough money for a small ranch of his own not far from Edna Valley, where he gradually purchased property around his. He married Erminia Bonetti and she gave birth to a son Guido in 1882, and three more children subsequently. Guido helped expand the family’s dairy farm and graduated from Armstrong Business College, and after several years in the oil industry, he returned to the family farm. He married Elizabeth Mary Renkert, a woman with a French and Swiss background. Their first child, Elizabeth, was born in 1913, and a year and a half later, on April 17, 1915, Elwyn was born to them, followed by another four children after that.

  Elwyn Righetti was then a farm child with French and Swiss blood. His childhood and young adult life centered around cows, stables, farm equipment and everything else associated with a hard farm life. As his brothers and sisters, he helped out on the farm in any way he could, though he did not see his future there, despite having earned an advanced degree in cattle breeding from the California Polytechnic College. He was a very lively, temperamental youth. The school paper “El Rodeo” from the time confirms Elwyn’s active participation in extracurricular and social activities. His two year study in the field came to an end in 1935, at the height of the Great Depression when it was very difficult to find meaningful work. He worked as a truck driver and also as a sales rep for dairy companies. He also tried his hand at selling real estate and cars at a local Buick dealership. His life almost came to an end on September 9, 1938, when the twenty-three-year-old Elwyn nearly drowned when, along with hundreds of other men, he tried to fish out of the sea free firewood that had been thrown overboard by a stranded merchant vessel. Unconscious and on the verge of hypothermia, he was rescued, but it was a very close call …

  The Righetti family circa 1936. From left to right, Doris, Elwyn, father Guido, Elizabeth, mother Elizabeth, Ernie, Maurice and Lloraine. Photo: Family collection via Jay Stout

  
  

  A New Passion

  At that time, he had already developed a keen interest in aviation, partly fed by the frequent and well publicized establishment of records for endurance or speed flights. However, an hour of flight training at the time cost some seven dollars, and that was akin to a two day pay for a laborer. At the aforementioned Buick dealership, Elwyn was promoted to head of used car sales, and this guaranteed him a steady income from which he could divert funds to flight training. He dove in at an airfield not far from the town of San Luis Obispo, and he also flew out of the nearby Hancock Field at Santa Maria. And flying invigorated him. “He loved flying more than anything else, even more than hunting” his sister Doris would recount later1). In the summer of 1939, he got his private pilot license and took advantage of every opportunity to fly. It was clear to him that this would not, however, provide him with enough hours to make him a professional airline pilot. He also knew that another possibility lay with the military, at the time the United States Army Air Corps (USAAC). That meant four years of university level study. For Elwyn, that would have meant another two years of school, for which he did not have the funds. It looked as though he would have to abandon his dream of being a pilot, when a major twist of fate came along. The developing political climate forced the Army to lower its requirements for pilot acceptance to just two years of university level education, provided they pass entry exams. And Elwyn passed!

  His family had hoped for his return to the farm, and eventual partial inheritance of it, but Elwyn, to the contrary, was happy to be able to separate himself from it altogether. According to his brother Ernie, he wanted nothing to do with farming. His head was in the clouds …

  
  

  Into the Army!

  At the beginning of December 1939, Elwyn Righetti recorded in his log: “Mr. Prescott told me today that if I continue to go as I have been, I’ll be at the top of my class when I get out of here.”1) It can be said that Righetti himself was satisfied with his progress.

  Bob Prescott was an instructor with Ryan School of Aeronautics in San Diego, one of nine civilian flight schools that trained young cadets for the USAAC. There were some three thousand of these in the world, and Major General Henry Arnold, Chief of the Air Corps, wanted many more than that, in the light of the German invasion of Poland and it’s division with Germany’s ally, the Soviet Union. Righetti, along with his thirty-six classmates, were among the first of almost half a million men trained during the course of the war.

  After basic training and with high praise from his superiors, Righetti was sent to Randolph Field in Texas in February, 1940. There, he would further train on the PT-13 Kaydet biplane and then the low wing BT-9. He fell in love with the latter. The almost two tons beast with a 400hp engine was something different than he had come in contact with till then. His flying skills, once again, served him well, including at night, though his instructor did chastise his almost too frivolous attitude. But even that wouldn’t stand in his way, and after his post-forty hour flight test, he would write home, boasting that “I did manage to get a very good grade on my forty-hour check, so I’m practically a cinch to graduate. It’s figured here that once we get by that, we are as good as through. I was the second in the class to pass it, so out of two hundred men, that’s pretty good”.1)

  BT-6 aircraft at Randolph Field in Texas, a training base. Photo: National Archives

  
  

  From Student to Instructor

  In April 1940, Righetti completed his basic training and was assigned to Kelly Field, where advanced training awaited on the At-6 Texan. Again, he was among the best in his class, which foreshadowed his future. Plans for any significant expansion would not be viable without thousands of new instructors, who would, in turn, turn out tens of thousands new pilots. It was logical to select the best of the best from each discipline to become instructors. Group 40D, to which Righetti belonged, completed its training on July 26, 1940. Two hundred graduates received their wings and were elevated to Officer status. Righetti was pleased to learn he would be a flight instructor. 

  He was assigned his first group of cadets for training on BT-145s in mid-August, 1940, and he described them in a letter home thus: “I now have a full-fledged class of cadets: Cobeaga, Hayes, Stockett and Pound—two of them poor, and two of them worse. I had hoped for a little natural talent to start out with, but no such luck. These mugs will give me something to work on, however, and since my captain knows they’re punk, if I can do something with them, it will be very much to my credit.”1)

  Perhaps, they were not as bad as all that, and later, Righetti wrote: ‘I soloed them all yesterday and today, but I’m scared every time they go out that someone will bring me back a little, old, orange piece of aluminum and say, “Sorry sir, this was all we could find.”1)

  
  

  A Secret Wedding

  While Righetti was settling into his role as an instructor, the Battle of Britain was revving up. On January 18, 1941, he married the small, dark-haired and intelligent Edith Cathryn Davies. The two married after a relatively short courtship, without any external pressures that would be forced on them by, for example, a pregnancy. The two married without the presence of family or with much fanfare. The name Edith was never used much by the newlywed, but her middle name did spawn several nicknames. She was known as Kate, Katie and Kakie, and also Katydid … At the time, Elwyn likely had no idea that the last of those would be the name he would have applied to his Mustang, and that it would be complemented by a rendering of a grasshopper, the connection being that the katydid is an insect that is related to the grasshopper and cricket. 

  The young couple settled in the officer housing facility at Randolph, which Cathryn gradually improved, but Righetti’s quiet and predictable life instructing young cadets began to bore him. His thoughts increasingly turned to the idea of combat. “Two of my better friends left yesterday for China with about 100 Air Corps men who are under contract to keep the Burma Road open. They’ll clear $600 per month plus expenses and get a $500 bonus for each enemy [Japanese] aircraft shot down. Whyinell [sic] am I married and forced to be responsible? I could make $20,000 in two years if I lasted.”1)

  At the time, he couldn’t have known that he was talking about the basis of the American Volunteer Group, later to become famous as the “Flying Tigers”. In any case, Cathryn’s pregnancy forced about another rearrangement of priorities … He was also promoted to the rank of Lieutenant on November 1, 1941, and he was becoming one of the most experienced instructors in the service, by then known as the United States Army Air Force (USAAF). New training facilities were quickly popping up all over the United States, and it looked likely that Righetti would be put in charge of one of them. Then, along came December 7, 1941. The Japanese attack on Pearl Harbor shocked the American public and Elwyn for the first time recognized the horrors of war: “The first casualty reports say I lost one of my students who was also an especial friend”.1)

  
  

  Rapid Developments

  The beginning of 1942 saw Righetti assigned to Moore Field and on May 30, Cathryn gave birth to their daughter Elizabeth Kyle Righetti. Soon after, they moved back to Kelly Field, not far from San Antonio. It was their third move in a year, and at the time, there was a certain degree of chaos within the training system. There was hectic movement of personnel as new training bases were put in services and the command structure attempted to optimize its use of instructors. Righetti was assigned to the 1030th Basic Flying Training Squadron and was promoted to Major. In peacetime, such an advancement would be about ten years in coming, but the war changed everything. When he entered it, the air service had some 3,500 officers. Currently, it had 140,000 and its overall strength grew from 45,000 men to 1.7 million!

  On taking command of the 1030th BFTS, his responsibility was the development of instructors after basic training. He also put together a manual for instructors that would be the go-to reference at all of the training centres. He was becoming increasingly busy and in one of his letters home, he complained that  “Honest, I didn’t know there was so much work in the world.”1)

  He became a respected authority on flight training. He was making more money than he could dream of previously, and his family benefitted. But Elwyn couldn’t stop thinking about air combat. By now, though, he had become an important part of the USAAF’s training machine and the Air Corps couldn’t afford to lose him. He began to search out new ways to defeat the stereotype of the instruction of cadet pilots. As a senior officer, he took every advantage to travel to all the corners of the country, naturally, at the controls of an aircraft. As a result, he attended conferences, met new friends and made contacts, saw new places and he met celebrities, particularly movie stars. On occasion, he would also fly home and visit his parents. He often announced his pending arrival with a low flyby over the ranch, after which he would land at the small field where he had taken his first steps to get to where he currently was.

  In the meantime, the USAAF had worked to further improve the effectiveness of its system of flight training, and the result was the concept conceived in March, 1943, leading to the activation of the CIS (Central Instructor School). It was the defining authority on standardization of instructor training. It targeted instructors of future fighter pilots (based at Randolph Field), bomber pilots, navigators, bombardiers, and other flight personnel. In essence, the goal was to train instructors to train instructors who would in turn train pilots. Righetti was given command of the 46th Squadron, which was one of two fighter training squadrons. It put the responsibility of training half of all the instructors for the USAAF. It had by then been some time since Righetti flew trainers exclusively. His duties put him in combat types as well. And he attempted to use his prestigious position for a combat assignment. Righetti’s younger brother Maurice had similar ambitions and began his training at about the time that Elwyn was assigned to the CIS. Ultimately, he too was to become an instructor and became a student of his brother’s. They even undertook several training flights together. Maurice went on to become a B-29 co-pilot with 40th Bombardment Group. He survived the war.

  Elwyn Righetti was assigned overseas in June, 1944, but wouldn’t gain any combat experience until the end of October of that year. Photo: Family Collection via Jay Stout

  Darrell Cramer, the man that would lead Righetti on his first missions and one who at least on one occasion severely chewed him out… Photo: USAF

  
  

  Request Approved

  In 1943, Righetti’s requests for a combat assignment were met with little support from his superiors. But a year later, his efforts would pay off. In a letter to home, he wrote: “I expect to get back from my overseas tour, but if I don’t, remember that I kept a whole bunch of other guys from getting home too, and that I was working on my interpretation of being a good American.”1)

  Things were set into motion at the beginning of June 1944, when he was ordered to Aloe Army Airfield, not far from Victoria, Texas, where he would undergo conversion training on the P-40. By then, he had some two thousand flying hours under his belt, much of it on the P-40, so flying the Warhawk was second nature to him. But he did need to hone his gunnery and tactical skills. His results were phenomenal, but administrative factors kept him stateside through July. By this time, he was a Lieutenant Colonel, and as the Allies had already made their way into Europe via Normandy, he was aware of the possibility that Germany would collapse before he had a chance to get over there. This was his fear, and, understandably, his wife’s hope. Time before his departure was spent by Righetti flying the P-47 and P-51. On August 2, 1944, he embarked on his journey overseas through the Overseas Replacement Depot in Greensboro, where he spent ten days. In his orders, the destination was mentioned as being “cold, wet and windy” which was widely understood to mean England. He didn’t need to worry about his wife and daughter. They had moved to the family ranch and would be well taken care of.

  Righetti arrived in England at the beginning of September 1944 and was assigned to the 8th AF, commanded by the legendary James Doolittle. At Fowlmere, he flew several familiarization flights with the P-51, and the same with the P-47 at Duxford. Britain made a positive impression on him: “British people marvelous, friendly, sincere and interested in our welfare—truly a wonderful ally.”1) he wrote home.
  

  He also caught up with a slew of friends and contacts that he had made over his five years in the military. His friend and mentor, Fred Gray, under whom Righetti served while with the CIS, was CO of the 78th Fighter Group, subordinate to the 66th Fighter Wing. Gray showed him around the command centre of the 66th FW and Righetti could soon rejoice over his posting in it on September 24th. Immediately the following day, he reported in at Base F-159, just shy of 100km (60 miles) north of London, which was home to the 55th Fighter Group, also one of the component elements of the 66th FW.

  He made his way to the 338th FS, to which he was assigned, pilots’ meeting room and discovered that he had no acquaintances there, and the same went for the entire Fighter Group. His rank of Lt. Col. corresponded to the minimum requirement for a Squadron Commander, and even for an entire Group, but something like that would also require a certain amount of experience. He lacked such experience.  As an experienced and methodical instructor, he already had come up with a plan. He would start out as a wingman to an experienced fighter pilot and earn his place the right way regardless of his high rank. After he was able to carry out his duties in a satisfactory manner, he would become the lead of a pair of aircraft, followed by becoming a flight leader. Step by step, nice and steady. He had no intention of making things easy on himself and sidestep any steps within the accepted procedure. In any case, doing so would not have been advisable where combat conditions were a factor. Rank was one thing, experience an entirely other. According to the plans of the leadership, he would gain enough experience with the 55th FG to become Group Leader, but not of the 55th FG.

  Elwyn got along very well with the Mustang, and quickly demonstrated his piloting skills. Photo: Family Collection via Jay Stout

  
  

  Success Without Praise

  Righetti took off on his first combat sortie on October 30, 1944 and recorded his first kill on his second flight on November 2. This was an escort mission for 1,100 bombers to Mersenburg, near Leipzig, targeting an oil refinery there. The ‘big boys’ were escorted by nine hundred fighters and the 55th FG was tasked with close in protection for bombers of the 3rd Air Division. Righetti was assigned to fly wing for the experienced Capt. Darrell Cramer, who had by then over four months of combat mission experience. Enemy fighters failed to materialize on the way to the target, though anti-aircraft fire was uncomfortably accurate and claimed seven of the bombers. On the way out, around a hundred German fighters attacked the formation. No one from the 55th FG ever saw such a concentration at one time and for the first time, they felt what it was like to be outnumbered. 

  The formation quickly broke off in groups of twos and fours. A part of the German fighters tried to get to the bombers, while others tried to divert the fight off to the side. A third section of German fighters entered cloud formations and Cramer, with Righetti right behind, along with a second pair, went after them. The moment they got below the layer of clouds, Cramer went after the first enemy plane that he saw. The attacked Bf 109 went into a right-hand turn, and Cramer fired, with several rounds hitting home. In an effort to evade the fire, the German fighter dove towards the ground, directly into Righetti’s Mustang’s line of fire. “Since I had outrun Captain Cramer on his pull up, and had turned sharply left, I became positioned in between my leader and the 109” 1).

  It was for him a moment of truth, where he would put all of his experience to good use for the first time under such conditions. He placed his target in his sights and fired at a range of about 180 m (600 ft). “I fired one short burst and observed several strikes back of the cockpit. The enemy aircraft attempted very little evasive action but headed for a flak nest straight ahead. Just before reaching the flak, I fired a three second burst and observed numerous strikes in the vicinity of the cockpit”.1)

  The Messerschmitt went into a sharp bank and dropped even further and clipped a hedgerow with its wing, which caused him to go inverted and disintegrate on impact with the ground a fraction of a second later. The quartet of Mustangs overflew the point of impact and headed for home. 

  Cramer recorded the incident in a report thusly: “When I got into a good stern chase position and closed to firing range, I opened fire. Shortly thereafter I was amazed to see another P-51 converging on me from my left and he too opened fire on the Me-109. My bullets were missing his plane only by a few yards, and I immediately quit firing.”1)

  It was clear to Cramer that it was Righetti, who, in the heat of battle, neglected his wingman obligations. “If I had not gained a little altitude as he attempted to get into firing position, I might not have seen him and a midair collision could have resulted,”1) continued the angered Cramer.

  After the obligatory meeting with the Intelligence Officers, Cramer took Righetti to one side. He didn’t want to chew out the Lieutenant Colonel in front of lieutenants, but there was also no way he could just let this go. “Righetti was as excited as any new lieutenant would have been after his baptism under fire. I did not want to dampen his excitement with what I had to say to him, so I waited until we were alone.” Cramer’s discretion indicated his considerable maturity. “Then I gave him a chewing out like he probably had not had in his regroup.”1) recounted Cramer years later.

  Cramer gave a decent scolding to the higher-ranking officer, telling him that had he been a new lieutenant, he would have grounded him on the spot for at least two weeks as a reprimand, and bring about disciplinary action against Righetti because he had violated the rules of discipline and neglected his responsibilities as wingman. Righetti deserves full credit for accepting the harsh criticism from the significantly lower ranking officer: “Righetti immediately acknowledged that he had goofed up in the excitement of the moment. On the remaining missions during which Righetti flew under my supervision,” Cramer said, “his performance was excellent and there was never another breach of air discipline”1) recalled Cramer, who ended his career in 1973 as Deputy Commander of the 17th Air Force in Germany with the rank of Brigadier General. That kill from November 2nd, 1944 was ultimately credited to them both, each with a half.

  Once having been assigned his own aircraft, Righetti had his wife’s Cathryn’s nickname painted on its nose, along with a somewhat provocative depiction of a katydid. Photo: Family Collection via Jay Stout

  
  

  Commander

  By the middle of November, there had been a change in plan. Righetti was informed that it was expected that he would assume command of the 338th Fighter Squadron, and the entire 55th Fighter Group after that, if all went according to design. The information was somewhat sensitive, because the post of 338th FS Command should’ve fallen on Cramer … On learning of this idea, Righetti immediately went to Cramer and told him that he need not fret over his position, because he would only take command of the squadron for about three weeks, after which he would take the reins of the Fighter Group. From that, it is clear that Righetti’s position within the squadron was not an easy one, despite his methods and especially ability to make decisions in combat that made him a formidable figure. After the first two missions on the scene, he flew another ten ones in November, 1944, during which he further displayed his talents. He led the 338th Fighter Squadron into battle on November 21st, three weeks after his baptism of fire, and four days later was named its CO. According to the most experienced pilot in the squadron, Darrell Cramer, there was no doubt about the capabilities of Righetti among the other pilots. “By the time he became a squadron commander,” said Cramer, “he had already established himself as a very capable pilot and an aggressive combat leader. He was the kind of leader whose attitude was ‘come follow me,’ and we were glad to follow him.”1) 

  Righetti was apparently more pleased with being assigned his own aircraft than having been given the command. He was given P-51D, serial number 44-14223, onto which he immediately had the name “Katydid” painted, along with an attractive rendering of a grasshopper. Later, this Mustang was exchanged for 44-72227. Both were coded CL-M, and both were decorated in much the same fashion. But the drawing of the grasshopper differed. On the first P-51, the drawing was in green, while on the second it was a black silhouette with blue wings. Losses of pilots in terms of combat missions was around two percent, so it was generally considered that a pilot’s supply of good luck was exhausted crossing the fifty-mission threshold. Fifty missions seldom satisfied the requirement for a combat tour of 270 hours. Righetti was well-aware of the possibility of not coming home, and from his letters, it seems that he really even didn’t count on it. Sgt. Millard “Doak” Easton, his crew chief, noted that “Katydid” once returned with a 20mm round. “He told me the next one would be in the cockpit.”1)
  

  His next kill would have to wait till Christmas Eve, on December 24th, when he downed three Fw 190s and damaged a further two. Aside from that, he flew several other combat sorties, and probably the most interesting of them involved an encounter with three Me 262s. He hit and damaged one of them. “Tangled with 3 jets and got one damaged. They’re a little too fast to destroy but I took all the fight out of him.”1)

  Planning the next operational mission. Elwyn Righetti is at left. Photo: Family Collection via Jay Stout

  
  

  Upside Down!

  At the beginning of 1944, when the 8th AF fell under Doolittle’s command, there was a change in the tactics of American fighters. Besides protecting bombers, it was decided that it was necessary to deprive the Luftwaffe of all ability, leading to attacking airfields and other ground targets. To this end, after the arrival of Righetti and especially after his command assignment, the 55th FG became an elite unit. Its aggressiveness and combat intensity led, for example, to the destruction of 127 locomotives during February, 1945 alone. 

  Ground attack action usually came about on the return trip after escorting bombers, as opportunity dictated. Some of the fighters would stick with the bombers, while others dropped down to see if there was anything that was worthy of some attention. There were frequent encounters with enemy aircraft as well. One of the most curious of these for Righetti involved a Mistel composite aircraft. This occurred on February 3rd, 1945, not far from Boizenburg. He claimed the destruction of two of three Mistels and a damaged Fw 190. This event is the basis of the boxart for our kit P-51D-10 (Catalog Number 84184) that offers markings for Righetti’s plane. These two kills elevated him to the status of “ace”, in terms of air-to-air victories. But when it comes to ground targets, he led all of the USAAF stats! He would account for 27 locomotives, several dozen trucks, destroyed aircraft on the ground, and other items. In this regard, Righetti had no equal, and his men followed him. 

  On February 22nd, 1945, he took command of the 55th FG, replacing Col. George Crowell, and continued to add to the legend status of his Group. He would not be able to make his mark among the most successful aces, something for which he arrived on the scene too late to do, and at a time when Luftwaffe activity was greatly declining. Nevertheless, his results and exemplary command led to many high-level awards (see table). For his promotion to Group Commander he was grateful, and he noted so in a letter from February 25: “The new job is the best by far I’ve ever had. Lots of responsibility I know, but really satisfying. Now I’m really slapping Jerry with my own outfit and knocking chunks out of him too. We got 14 enemy aircraft today—7 jets—and although I didn’t personally score, they’re all my boys now that I have the group.” 1)

  One of the photos showing the first P-51s christened Katydyd, on which wear and tear is already evident. Photo: Family Collection via Jay Stout

  
  

  The Fateful Day

  It is not possible to describe the combat exploits of “Eager El” and his 55th FG in proper detail in the pages of a magazine type article. After many dangerous situations while escorting bombers and during ground target attacks, Righetti’s thirtieth birthday came on April 17, 1945. His plan was to crack open a bottle of bubbly on returning from the day’s flying with Frank Stitch, another pilot celebrating a birthday that day. When the bomber formation turned around to head back home, Righetti, along with pilots from the 343rd FS, dropped down as he had done many times before to search for targets of opportunity on the ground. They neared the town of Kamenz, home to a part of Schlachtgeschwader 77, equipped with Fw 190s. Lieutenants Robert Welch and Philip Erby spotted a pair of Focke Wulfs just after take-off and came at them from above and from behind. The Fw 190 pilots had no time to react and both were downed. In return, Welch and Erby were both hit by flak and both turned in the direction of American positions. Erby announced that he needed to bail out of his stricken plane and was not heard from again. Lt. Richard Gibbs and his wingman followed Welch and Erby but broke off when they spotted the flak, flew around Kamenz at a safe distance, and found another pair of enemy fighters after take-off. They waited until they were out of range of the flak, attacked the fighters and Gibbs downed them both. Besides these kills, the 343rd FS shot down another five SG 77 aircraft but paid a high price for success. Besides Erby, flak also brought down George Apple and Daniel Langelier. The bodies of Erby and Langalier were never found …

  In the meantime, Righetti and his wingman Carroll Henry spotted a small airfield at Riesa. Righetti wanted to attack it first alone and ordered the rest of the squadron to stay higher up and off to the side. “He wanted me to stay up there with the other guys. But when I requested, he let me go.” Wrote Henry in his report.2)

  Righetti conducted the first strafing run himself, missing the target. He adjusted his gunsight, turned around, and peppered the aircraft on the ground. He repeated the attack two more times. And then, it happened. Katydid shuttered and it was clear that she had been hit. Righetti radioed Henry and told him that he was quickly losing oil pressure. Henry also advised Righetti that he had been losing glycol. It was only a matter of a minute before the P-51’s engine would critically overheat, and Righetti knew this. It is difficult to understand why, with about a minute of engine life left that could have given him some 10 km (six miles) of coverage, Righetti chose to come around for another attack rather than get as close to friendly positions as possible. American positions were about 20km away, and with a little extra luck, it was possible for Righetti to reach them. But instead, he opted to spend the remainder of his ammunition in another attack, and then head out to find a field to crash-land. Henry tried to follow: “I called him, telling him that I was tacking on. He acknowledged, saying that he was heading out on 270 degrees. I was about 3,000 feet and overran him due to excess speed gained while letting down. He was at six o’clock to me and I rolled out on 270 degrees,” wrote Henry later in his report.2)

  He was unable to locate his commander and due to haze, none of the squadron that was higher up was able to do so either. Then, the radio announced: “Tell the family I’m okay. Broke my nose on landing. It’s been a hell of a lot of fun working with you, gang. Be seeing you a little later.”2)

  Ray Sharp, one of the pilots circling above, broke radio silence and he could be heard saying: “Good luck, Colonel!”

  Due to a lack of fuel, practically the entire 55th FG had to land at fields in continental Europe. Frank Stitch had to open the bottle of champagne himself, and under a shroud of a somber mood that corresponded to the day’s loss. This was reflected in the day’s summary report, that read: “We’re going to miss you Colonel, all twenty-nine years of your bursting energy and vitality, your eagerness and courage, your initiative and leadership that moulded us into a deadly fightin’ machine, whipping the Nazis at every turn. We’re going to miss your cheerfulness, your decisiveness, and your understanding of human nature. You spelled aggressiveness wherever and whenever you flew and made us into one of the eagerest gangs of eager beavers. Your record speaks for itself – 34.5 destroyed German aircraft to your credit – 27 on the ground and 7.5 in the air, and enemy ground installations too numerous to add up. All of us of ole Five and Five salute you, Eager El”.3)

  Virtually all believed that they would again see the CO soon. Germany was breathing its last, and by the sounds of the last broadcast by Righetti, he would be headed for an interrogation and a detention camp for airmen.

  A copy of the sketch on which Carroll Henry marked the position of Righetti’s crash-landing. It does not correspond to the information that he headed 270° from the airfield, which was located southwest of Riesa. Source: MACR 

  
  

  Extinguished Hope

  The War Department sent a telegram to Cathryn Righetti on May 3, over two weeks after her husband was shot down, where the situation as it stood was outlined. The telegram held out hope that the two would meet again. She waited with Elwyn’s parents and siblings for another telegram or phone call that would add some information, but no such thing came. For more than a month, they sent letters as though Elwyn was still a member of his unit. They waited for him. And they continued to wait for some good news. The days turned into months, but they still believed in his return. This was understandable. Europe was in the midst of post-war chaos, and there were constantly stories of the discovery of soldiers and airmen who, for various reasons, were turning up outside of the POW camps. There was hope. Major Tom Welch, who was Elwyn’s good friend and still in Europe, searched for him and held out hope for Righetti’s family, but that hope was slowly but surely fading. Apparently, the first to come to grips with the worst was Cathryn, while Righetti’s parents and siblings continued to reject the notion. Righetti’s mother wrote a letter to the military governor of the American occupation zone in Europe, General Dwight Eisenhower, and later to President Truman. She pleaded for help in the search for her son. But this yielded no results. At the end of 1946, she received a letter from another one of Elwyn’s friends, Fred Gray, who claimed to have conducted his search along other than official channels. His own description of the events of April 17 compared very well to the official report, except on one point. Allegedly, about ten minutes after setting down, Righetti’s voice came on the radio describing the approach of farmers … But, if this were true, Henry wouldn’t have kept such information to himself and there would be no reason to not include it in his report. The lynching of downed Allied pilots was not uncommon and quite a few Germans were tried and convicted of the practice. Gray, in his aforementioned letter, said that he had received unofficial information from the Pentagon that one of the interrogated Nazis confirmed that Righetti was murdered by civilians, five of which were already hung and two were awaiting their verdicts. Even that is unlikely, as the area was occupied by the Soviets, so if anyone was carrying out sentences for the murder of an American pilot, it would be them.

  Of course, the possibility that Righetti was murdered by civilians, as were others, is the most likely reason for his disappearance. It could have happened shortly after his forced landing, or even after several days of hiding. He could also have been killed because someone wanted his boots and gun, and he could’ve been shot after falling in the hands of the SS, which also happened. 

  Over the years, many questions, hypotheses and speculations cropped up. More light couldn’t be shed on the mystery even by an investigation by JPAC (Joint POW/MIA Accounting Command), or statements by Germans. To confuse things, there were even doubts raised as to the exact location of the crash landing. Although he spoke of a course of 270°, due west, Henry pointed out a spot on the map where Righetti landed his aircraft, northeast of Riesa. This threw into question even which airfield he and Righetti attacked.

  A little out there, but with that, a little more distressing, is a hypothesis that suggests he was taken prisoner by the Russians who didn’t believe his identity (he could have been on the run dressed as a civilian). They may have executed him or taken him to one of their gulags where he remained until his death. The American embassy requested the Soviets to look into the whereabouts of the son of Elizabeth Righetti in 1945. In November of that year, they responded that no Elwyn Righetti was found in the territory of the Soviet Union. Whether or not they actually looked …

  The truth will probably never be known. None of those directly involved or any witnesses are likely still with us. Perhaps someone somewhere may locate someone’s log or journal that may shed some light on the matter, but in all likelihood the remains of Colonel Elwyn Righetti lie in the ground somewhere near Riesa…

  Elwyn Righetti christened his first Mustang Katydid and used it from December 1944 to March 1945. 

  
  

  1) STOUT Jay, Vanished Hero: The Life, War and Mysterious Disappearance of America’s WWII Strafing King, Casemate Publishers, 2016 

  2) MACR (Missing Air Crew Report) 13916

  3) 55th FG Mission Summary Report, April 17th, 1955

  
  

  A Few Words By the Author Regarding the Book by Jay A. Stout

  I have read a good number of books mapping out the fates of Second World War pilots. The book by Jay A. Stout, who himself until relatively recently was a combat pilot in the Marine Corps, in many ways is unique. The author took the baton from Tony Meldahl, a historian who devoted a lot of energy to mapping out the life of Elwyn Righetti and the circumstances surrounding his disappearance. The very ill Meldahl turned to the renowned author of aviation themed books, Jay A. Stout, about the prospect of bringing his efforts to completion and to ensure the release of the book. Jay accepted this challenge, and despite hurdles that he encountered, succeeded in completing the book and enlisting the services of a publisher. It is one of the most intense set of circumstances brought by the war and the work is among the best in the genre. I strongly recommend the book to all interested in aviation, and it can be bought, including in electronic form, here.

  
  

  Acknowledgements

  The author sincerely thanks Jay A. Stout, author of Vanished Hero: The Life, War and Mysterious Disappearance of America’s Strafing King for his kind permission to use quotes from his book for the purposes of this article, and for help in sourcing photographs from the Righetti Family.

  
  

  Sources

  Books

  STOUT Jay, Vanished Hero: The Life, War and Mysterious Disappearance of America’s WWII Strafing King, Casemate Publishers, 2016   

  OLYNYK Frank, STARS AND BARS: A tribute to the American Fighter Ace 1920–1973, Grub Street Publishing, 1995

  HESS William: Down to Earth, Strafing Aces of Eighth

  Air Force, Osprey Publishing, 2003  

  
  

  Documents

  MACR (Missing Air Crew Report) 13916/ NARA (National Archives and Records Administration) M1380
  

  
  

  Webpages

  jayastout.com

  valor.militarytimes.com