02/2024

Good day, Dear Friends After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants.

• Page 1

  INFO Eduard

  e-magazine FREE Vol 23 February 2024

  # 168

• Page 2

  INFO Eduard

  e-magazine FREE Vol 23 February 2024

  # 168

  © Eduard - Model Accessories, 2024

  FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!

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

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

  form or otherwise distributed without the prior written

  permission of Eduard - Model Accessories and authors involved.

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

• Page 3

  eduard

  eduard

  FEBRUARY 2024

  CONTENTS

  EDITORIAL

  KITS

  BRASSIN

  PHOTO

  -

  ETCHED SETS

  SPACE

  HOW TO APPLY EDUARD DECALS

  BUILT

  ON APPROACH

  –

  March 2024

  TAIL END CHARLIE

  HISTORY

  BOXART STORY

  SPARVIERO Limited 1/48

  L-39C Albatros ProfiPACK 1/72

  Fokker D.VIIF Weekend 1/48

  Spitfire Mk.Vb early Weekend 1/48

  Bf 109G-10 WNF ProfiPACK 1/48 Re-release

  I-16 Type 10 ProfiPACK 1/48 Re-release

  P-400 1/48

  P-38J left engine PRINT 1/48

  Gustav pt.1 1/72

  Bf 109F-4 1/72

  Fw 190A-8/R2 1/48

  P-39N Airacobra 1/48

  GUSTAV VI. -

  Messerschimt Bf 109G-6 part II.

  SAVOIA MARCHETTI SM.79

  ALBATROS -

  TIPS AND TRICKS

  Letecká vojna nad Ukrajinou

  -

  Wish for something,

  the red stars are falling!

  A face on the tail

  The second youngest

  The Non-Stop Offensive

  The end of the war at the Danube

  4

  6

  36

  40

  64

  76

  84

  88

  104

  114

  129

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

  Mírová 170, Obrnice 435 21

  support@eduard.com www.eduard.com

• Page 4

  Good day, Dear Friends

  After a year, I am writing today's editorial

  once again from Nuremberg. This year's

  Spielenwarenmesse started on Tuesday, and today,

  we are exactly at the halfway point, as the fair ends

  on Saturday. With German tenacity, the organizers

  are sticking with the five-day duration of the event,

  which gets on the nerves of most participants.

  It's better than the six days they tried on us before,

  but it's still at least a day more than we want and

  need to be here. From the point of view of the

  participation of companies, the fair is certainly

  better this year than last, but when it comes to

  visitors, traders and journalists, the situation is

  more or less still on the weak side. There is peace

  here. Calm is usually nice, but at a trade fair, calm

  is probably the last thing an exhibitor wants to

  experience. Maybe it will change tomorrow or the

  day after and the fair will come to life, but we have

  no indication of that as yet. So we have begun

  thinking about a backup plan. I will tell you how it

  turned out in the next editorial.

  As far as February new releases are concerned,

  I have to tell you first and foremost about the

  Sparviero and the Eduard Heavy Retro edition line.

  I feel that this is necessary, because the reactions

  to this kit show a certain misunderstanding on

  the part of modelers of what this edition and

  the kits released in it actually are and will be.

  The Sparviero is a reminder of the old days, when

  we still had a long way to go to today's quality of our

  kits. It is also an answer to the wishes of modelers

  who would like to see some kits from that time

  back in the range. I'll admit I resisted it long and

  hard, but last fall I capitulated and decided to give

  it a go with these old pieces. I think that either it

  will be a successful move and those who long for

  the old kits will be satisfied, or it will be a flop and

  everyone will be convinced that it is all nonsense.

  Since I don't think it's really possible to release

  these old pieces in our current lines, we've created

  a new line to release them, called ‘Eduard Heavy

  Retro’. There won't be any super modern perfectly

  fitting kits in this line, but rather those older items

  that lent themselves well to discussions and

  criticisms pertaining to the execution of details

  and even on how to go about it. Or you may need

  to putty a hole with a diameter of 0.1 mm and drill

  another one with the same diameter 1.2 mm to

  the left….or right. Such horrors will be the price

  you pay with the kits in the EHR line. Part of their

  charm will be that there will be no shortage of

  topics to discuss. You’ll need to get out the putty,

  and some of you may have not seen a tube of the

  stuff in a long time indeed. You will have neither

  the time nor the mood to drill any holes. You can

  then with confidence say that Eduard released this

  to increase sales of GSI brand surface treatment

  products. There won't be much detail on the

  moldings. This deficiency will be compensated

  for by the details on the PE frets and resin, which

  are really a lot in this kit. Of course, there are

  also masks, and I also guarantee you nice, high-

  quality decals, a great selection of markings and

  a beautiful boxart. We'll also add some good

  reading for you here within the pages of our

  newsletter. Today's article on the Sparviero

  was written by the renowned expert on

  Italian aircraft, Mauricio di Terlici, and in my

  opinion, in addition to his admirable historical

  knowledge, he projects the Italians' view of this

  symbol of the Italian Regia Aeronautica into it.

  To sum it up, these are kits for the tough guys, for

  modelers who can do something with the canvas

  they are given. But just because we've dusted

  off and offered up old plastic doesn't mean we'll

  slack off on the rest. What is being created with

  these kits today is what we do today….the highest

  standard possible with them. And for those with

  the skill and interest level in the subject matter,

  you will be considered among the elite.

  So, by reading this far, you know what it's all

  about. If you are thinking of buying, consider your

  abilities first. If you embark on this adventure,

  don't moan and whine. Show that you've got what

  it takes or just stay away from these kits. They are

  designed with a specific segment of the modeling

  community in mind. As they say, if you can’t stand

  the heat, get out of the kitchen. On the other

  hand, if you have the urge to get into something

  like this, or at least add it to your collection, don't

  EDITORIAL

  INFO Eduard4

  February 2024

• Page 5

  hesitate too long. For reasons I don't understand,

  the Sparviero is the best selling February release,

  and since we only made 2000, we don't have many

  left. As of today, there are just over 400 available.

  With this sales so dynamic, an item like this

  usually doesn't make it past the end of the first

  month of sales. The good old slogan of ‘take it or

  leave it’ still applies. This is no joke, heavy retro

  is heavy retro.

  Another February new release, the L-39C

  Albatros in 1:72, is a bit of a lighter retro.

  The molds for this kit are actually almost as old

  as the Sparviero molds. The Albatros L-39 was

  made by us, the Sparviero comes from Special

  Hobby. The Sparviero is a more difficult test, but

  even the Albatros will benefit from modeling

  skills nicely. In this issue, you will see the creation

  of a near perfect model (assuming there is no

  perfection) , despite the age of the kit in our article

  by Karel Pádár about his build of the 72nd L-39 in

  Hungarian markings.

  If you don't have the stomach for these old

  pieces, we also have current standard quality

  items for you. This is in the shape of the Fokker

  D.VIIF and Spitfire Mk.Vb in the Weekend range,

  in addition to re-releases the Bf 109 G-10 (WNF) and

  I-16 Type 10, both of these items being Profipack

  releases and all four kits mentioned are in 1:48th.

  For all of them, in today's newsletter issue we

  have the popular corresponding Boxart Story,

  with the exception of I-16 type 10, which is written

  by Jan Bobek in his Tail End Charlie contribution.

  This article is also worth reading. You will learn

  a lot about the background of the creation of

  our boxarts, their historical development and

  the meaning of our striving for realistic and

  historically accurate boxarts.

  I won't go into any great detail about the

  additions to our range coming from the February

  lineup of new releases. You can find everything

  important about them throughout this issue of our

  newsletter. I will mention just one item which is

  the 1:48th scale P-38J Lightning engine for use in

  the Tamiya P-38J kit. We have been working our

  way through many difficulties for a long time in

  releasing this Brassin set, or rather kit, to be more

  precise. It is probably the most complicated and

  complex project undertaken in the Brassin series

  so far. You can see what the result looks like not

  only on the product page of this item, but also in

  Jan Baranc's article about building his model of

  this engine.

  We keep coming across various criticisms

  regarding our decals. The latter, in our opinion,

  is associated with the fear of a new thing,

  shrouded in the fog of new ideas and associated

  prejudices and rumors that digital decals and their

  properties specifically precipitate. This situation

  reminds me a bit of the distrust and skepticism

  that once existed about digital photography. Today,

  Jakub Nademlejnský will try to dispel your fears

  and mistrust with his article about working with

  digital decals from our production. By the way,

  the aforementioned L-39C model by Karel Pádár

  also uses these decals, as well as all the other

  models that we have presented both in this issue

  and in previous ones of the newsletter for at least

  the last four years.

  In the historical articles, in addition to the

  already mentioned Sparviero bit by Maurizio

  Di Terlizzi, we have another installment of

  the Air War over Ukraine series by Mira Barič

  and the second part of Gustav VI., that is, the

  developmental history of the Messerschmitt Bf 109

  G-6 and its variants. I thought this would be the

  last part, but it looks like I have a few facts left

  that didn't fit into the two previous, so there will be

  a Part Three. It follows that I am an undisciplined

  author, not adhering to the set scope of my

  work. In order not to make this situation worse,

  I am quitting for today and going to attend to

  my duties as an exhibitor at the fair. I wish you

  a pleasant evening and a good read!

  Happy Modelling!

  Vladimir Sulc

  INFO Eduard

  5

  February 2024

• GUSTAV Part Two

  In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander at the reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 and finally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced into production during the long development of the Bf 109 G-6 series and its variants.

  Equipment and weapons sets / Rüstsätze R

  For the Bf 109 G-6, as for other versions of the Bf 109 G, modification kits

  were available, installed in unit level workshops or service centers during

  overhauls. Available weapon sets were as follows:

  Rüstsatz R1: bomb rack (Abwurfwaffenanlage) ETC 500 IX b for one 250 kg

  (550 lb) bomb.

  Rüstsatz R2: bomb rack (Abwurfwaffenanlage) 4 x ETC 50 VII d for four

  50 kg (110 lb) bombs.

  Rüstsatz R4: bomb rack/dispenser for twenty-four SD 2 bomblets (Abwurf-

  waffenanlage für 24 SD 2).

  Rüstsatz R6: Underwing pods each holding an MG 151/20 20mm cannon

  (Flügelgondel – bewaffnung zwei MG 151/20 mm).

  Title photo: Luutn. Kyösti Karhila of 3/HLeLv 24 in the cockpit of MT-461 at Lappeenranta base in July 1944. This aircraft with WNr. 165342 and Stammkennzeichen SZ+PG

  was received by the unit at the end of June 1944. Finnish pilots achieved a total of 18 victories with this plane, of which Karhila achieved eight successes. [Photo: SA

  -

  Kuva]

  In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander at

  the reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 and

  finally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced into

  production during the long development of the Bf 109 G-6 series and its variants.

  Rüstsatz R2

  Rüstsatz R6

  INFO Eduard6

  February 2024

• Page 7

  Equipment and weapons sets / Rüstsätze R

  For the Bf 109 G-6, as for other versions of the Bf 109 G, modification kits

  were available, installed in unit level workshops or service centers during

  overhauls. Available weapon sets were as follows:

  Rüstsatz R1: bomb rack (Abwurfwaffenanlage) ETC 500 IX b for one 250 kg

  (550 lb) bomb.

  Rüstsatz R2: bomb rack (Abwurfwaffenanlage) 4 x ETC 50 VII d for four

  50 kg (110 lb) bombs.

  Rüstsatz R4: bomb rack/dispenser for twenty-four SD 2 bomblets (Abwurf-

  waffenanlage für 24 SD 2).

  Rüstsatz R6: Underwing pods each holding an MG 151/20 20mm cannon

  (Flügelgondel – bewaffnung zwei MG 151/20 mm).

  Title photo: Luutn. Kyösti Karhila of 3/HLeLv 24 in the cockpit of MT-461 at Lappeenranta base in July 1944. This aircraft with WNr. 165342 and Stammkennzeichen SZ+PG

  was received by the unit at the end of June 1944. Finnish pilots achieved a total of 18 victories with this plane, of which Karhila achieved eight successes. [Photo: SA

  -

  Kuva]

  In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander at

  the reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 and

  finally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced into

  production during the long development of the Bf 109 G-6 series and its variants.

  Rüstsatz R2

  Rüstsatz R6

  Rüstsatz R3

  Rüstsatz W: Bordrakete BR 21 cm

  BR 21 21cm rockets, also known as W. Gr. 21 or

  Wfr. Gr. 21, unofficially dubbed ‘Dödel’ (‘fool’, but

  carried a number of other understood meanings)

  were a new and exclusive piece of armament for

  the Bf 109 G-6, with other version use having not

  been documented. In addition to the Bf 109 G-6,

  they were deployed on the Fw 190 A of various

  versions and the twin-engined Bf 110 G-2, and

  Me 210/410. Bf 109 G-6s armed with a pair of rock-

  ets may have been designated Bf 109 G-6/w.

  Equipment upgrades:

  Rüstsatz R3: 300 liter auxiliary drop tank (300 Liter Kraftstoffzusatztank)

  Various types of drop tank were used:

  BR 21 rocket launchers instalation

  The BR 21 aerial rocket launchers were cre-

  ated by adapting the Nebelwerfer 42 six-bar-

  reled ground based 21cm rocket launcher by

  hanging the launch tube under the wing of

  the aircraft. In the case of the Bf 109 G-6 and

  Fw 190 A-8, one rocket launcher was sus-

  pended under each wing at an angle of 15o to

  the airfoil centreline. The weight of the rocket

  was 112. 6kg (250lb), it was powered by solid

  fuel propellant weighing 18. 4kg (40lb), and

  the warhead contained 40. 8kg (90lb) of ex-

  plosives. The muzzle velocity of the projec-

  tile was 320 m/s (1,050 ft/s), effective range

  1,200m (4,000ft), and the rocket was rotation

  stabilized. Since rocket launchers signifi-

  cantly worsened the flight characteristics

  and speed of the aircraft, it was possible to

  jettison them as necessary.

  The use of BR 21 rockets was tested and

  fine tuned by fighter groups JG 1 and JG 11.

  They also used them for the first time in

  combat on July 29th, 1943, during a USAAF

  raid on Kiel and Warnemünde. During August,

  combat tactics were further developed, and

  BR 21s gradually reached other units.

  On August 17th, 1943, they were deployed in

  the famous American raid on Schweinfurt

  and Regensburg, in which the USAAF lost

  sixty bombers and another 95 were damaged

  to varying degrees. A large part of them were

  written off after their return. This was espe-

  and cannon armament. In the case of units

  with Bf 109 G-6s, these were often Bf 109

  G-6/R6s with underwing gun pods mounting

  MG 151/20 cannon.

  It was an effective combat tactic, suc-

  cessful especially against groups of heavy

  four-engine bombers operating deep in Ger-

  man airspace without fighter escort, as was

  the case with the raid on Schweinfurt and

  Regensburg. In the second half of 1943, Ger-

  man tactics against American heavy four-en-

  gine bombers were so effective and inflicted

  such heavy losses on the Americans that

  after the second raid on Regensburg in Oc-

  tober, 1943, the USAAF Eighth Air Force halt-

  ed major raids on Germany for five months.

  It resumed these only in February 1944, after

  it had enough escort fighters with sufficient

  range to provide protection over the entire

  bomber route at its disposal.

  BR 21s were also used to attack formations

  of medium bombers both on the Western

  Front and in the Mediterranean. A total of

  402,600 210 mm Wfr rockets were produced

  during the war (Wurframmen Granate 21),

  including both ground and air launchers.

  cially the case with the 3rd Bombardment

  Wing of the 8th Air Force under the command

  of Colonel Curtis LeMay, which attacked Re-

  gensburg and continued south after the raid

  and landed at American bases in North Africa.

  However, it should be noted that the deploy-

  ment of BR 21 was only one of the many rea-

  sons for such heavy losses.

  In the Defense of the Reich (Reichsvertei-

  digung) units, one Staffel, equipped with the

  Bf 109 G-6/w, was usually allocated within

  the Gruppe, called the Werferstaffel. The de-

  ployment tactic was to attack with the full

  strength of the entire Gruppe, of which one

  Staffel (usually twelve aircraft) was armed

  with BR 21 rockets. The latter began the at-

  tack by firing their rockets from a distance of

  600 to 1000m (650 to 1100 yards) at a box for-

  mation of bombers. Timed fuses were mainly

  used, although impact fuses could be as well.

  Timed fuses detonated rockets inside the box

  formation, with the aim of breaking up the

  formation and separating any damaged ma-

  chines from it, which were then attacked by

  other Staffel birds from the Assault Gruppe,

  equipped with fighters armed only with gun

  HISTORY

  INFO Eduard

  7

  February 2024

• Page 8

  Rüstsatz R7: ZVG 16

  ZVG 16 direction finder system with PR 16 (Peilrahmen) loop antenna at the

  top of the spine. (Peilrufanlage ZVG 16 mit PR 16 Peilrahmen)

  Armament sets R1, R2 and R6 were already used on the Bf 109 F and es-

  pecially on the G-2 and G-4. On the Bf 109 G-6, as on the G-2 and G-4, the

  R6 set consisting of the underwing cannon pods were popular. They signifi-

  cantly increased the firepower of the aircraft armed with them, and thanks

  to the more powerful DB 605 A engine, they did not reduce the performance

  of the machine as much as was the case with both versions of the Bf 109 F,

  in which these nacelles were not used much due to the lower power offered

  by their engines. Their use on the Bf 109 G-6 was even more extensive than

  on the G-2 and G-4.

  Bf 109 G-5

  The Bf 109 G-6 also had a high-altitude variant with a pressurized cockpit

  in the form of the Bf 109 G-5, the distinguishing feature of which, like the

  other high-altitude versions of the Bf 109 F and G, was an airtight armored

  bulkhead with two triangular windows in the upper corners, mounted in the

  middle of the hinged canopy section so that it formed a wall behind the pi-

  lot. On this bulkhead, there were two cockpit pressurization system valves,

  one was a safety valve, preventing the maximum cabin pressure from be-

  ing exceeded, and the other was an equalizing pressure valve. Contrary to

  popular belief that the G-5 version did not have standard armor, this was

  surprisingly not the case. Much of the G-5 run with the standard canopy had

  both an airtight bulkhead and standard slanted armor mounted beneath the

  hinged canopy cover. There were silica gel capsules in the corners of the

  cockpit canopy windows to absorb moisture between the panes. Handles

  behind the cockpit were on both sides of the fuselage.

  The Bf 109 G-5 also had, as part of the cockpit pressurization system,

  blanked off vents under the cockpit windscreen on the side of the fuselage

  below the cockpit. Those on the cowl were either not there at all, or they

  were also decommissioned and fared over.

  The G-5 version also featured a small bulge covering the cockpit pres-

  surization air compressor, added to the larger fairing over the machine gun

  on the right side of the forward fuselage. But it is not a clear identifier by

  which to gage the Bf 109 G-5. As already mentioned, it was also used on

  some of the Bf 109 G-6 fighters produced by all three manufacturers turn-

  ing out Bf 109 Gs. The compressor was the new Knorr-Luftpresser 300/10

  type. It was an oil-free item with two pistons rotating against each other in

  a figure eight. This compressor (blower) had certain disadvantages, main-

  ly pulses of compressed air being blown back into the compressor cham-

  ber. This was because the pistons do not touch the chamber walls, but that

  feature allowed for operation without lubricating oil. However, this is of no

  practical importance for pressurizing the small space of the cockpit. Addi-

  tionally, the pulses were dampened by the relief valve situated on the rear

  air-tight bulkhead of the cockpit. The advantage of the Roots blower was

  the achievement of a stable output pressure and a high flow rate of com-

  pressed air at low revolutions, along with the already mentioned absence

  of oil. This was an advantage precisely for pressurizing the cockpit, which

  was not polluted by oil and the compressed air did not need to be filtered.

  The reason for moving the compressor to the side of the engine from its top,

  where the MAG III air compressor was located on the Bf 109 G-1 and G-3,

  is not entirely clear. M. Baumgarl states that it did not fit between the larger

  MG 131 machine guns. This may be true, but it is probably not due to the size

  of the machine guns, but rather to the different shape of the Knorr 300/10

  compressor as compared to the MAG III unit.

  None of the authors state that the DB 605 A-1 engine in the Bf 109 G-5

  had modified high altitude characteristics. A special high altitude distributor

  (Zünder) with modified plug firing was considered for the Bf 109 G-5/U2, but

  in the end, the standard Bosch ZM 12 CR 8 distributor, only with a modified

  ignition advance for the spark plugs, was retained.

  During 1943 and early 1944, production of the Bf 109 G-5 took place at the

  Erla AG works in Leipzig. The first five airframes were produced as part

  of production block 15 000 by March and April of 1943. H. H. Vogt lists the

  production numbers as 15 338 to 15 344, which does not quite fit the five

  units he claims. The reason for this may lie in that the Bf 109 G-5 was on

  the production line together with the G-6, so the serial numbers did not

  Cockpit ventilation for Bf 109 G-6

  and Bf 109 G-5

  Bf 109 G-6

  Bf 109 G-5

  Bf 109 G-5

  Exploring the frequency of the R6 kit

  usage on the Bf 109 G-6

  According to some researchers, the can-

  non pod use on the Bf 109 G-6 decreased

  as compared to the Bf 109 G-4. In this case,

  it would have been because the introduction

  of the MG 131 fuselage mounted machine

  guns increased the firepower of the Bf 109

  G-6, reducing the need for additional arma-

  ment. It makes sense if the advantage of

  a lighter and therefore more powerful and

  maneuverable fighter outweighed the advan-

  tage of more firepower, and in some cases it,

  this may have certainly held true.

  But I have my doubts about this claim.

  For one thing, I don’t think that the need

  would decrease for fighter firepower on ei-

  ther the Eastern or Western fronts, or in the

  Mediterranean for that matter. Targets that

  required concentrated firepower over a short

  Bf 109G-6 ratio of aircraft with the pods to those

  without: 1. 16:1

  From this it would follow that the ratio of

  aircraft equipped with cannon pods between

  subsequent models increased, and while the

  G-2 and G-4 have more airframes without the

  pods in the photos, those with them dominate

  in the G-6. With this in mind, it is important to

  note that there are aircraft with BR 21 rock-

  ets launchers in a significant number of the

  available images. This too would indicate an

  ever-increasing demand for firepower rather

  than the other way around.

  Granted that this is not a scientific analysis

  of the subject matter using proper data sam-

  pling or methodology, but the result hinted at

  can be taken as a solid base for a hypothesis

  that would be worth a more thorough exam-

  ination.

  firing bursts was not only ever present on all

  battlefields, but increased in number. In the

  West and the Mediterranean, they were sore-

  ly needed against allied medium and heavy

  bombers, and in the East, against the Sovi-

  et Il-2 armored beasts of various versions.

  All these adversaries over the fronts were in-

  creasing in number, firepower and improved

  tactical use and the quality of their pilots

  was growing. It makes no sense to me that

  the Luftwaffe would go about decreasing the

  firepower of its fighters.

  The second reason for my doubts is in the

  analysis of the available photos. In those that

  are at my disposal, the ratio of photos of air-

  craft that can be identified as having cannon

  pods under the wing to those that do not is

  as follows:

  Bf 109 G-2 ratio of aircraft with the pods to those

  without: 1:2. 4

  Bf 109 G-4 ratio of aircraft with the pods to those

  without: 1:1. 1

  HISTORY

  INFO Eduard8

  February 2024

• Page 9

  Rüstsatz R7: ZVG 16

  ZVG 16 direction finder system with PR 16 (Peilrahmen) loop antenna at the

  top of the spine. (Peilrufanlage ZVG 16 mit PR 16 Peilrahmen)

  Armament sets R1, R2 and R6 were already used on the Bf 109 F and es-

  pecially on the G-2 and G-4. On the Bf 109 G-6, as on the G-2 and G-4, the

  R6 set consisting of the underwing cannon pods were popular. They signifi-

  cantly increased the firepower of the aircraft armed with them, and thanks

  to the more powerful DB 605 A engine, they did not reduce the performance

  of the machine as much as was the case with both versions of the Bf 109 F,

  in which these nacelles were not used much due to the lower power offered

  by their engines. Their use on the Bf 109 G-6 was even more extensive than

  on the G-2 and G-4.

  Bf 109 G-5

  The Bf 109 G-6 also had a high-altitude variant with a pressurized cockpit

  in the form of the Bf 109 G-5, the distinguishing feature of which, like the

  other high-altitude versions of the Bf 109 F and G, was an airtight armored

  bulkhead with two triangular windows in the upper corners, mounted in the

  middle of the hinged canopy section so that it formed a wall behind the pi-

  lot. On this bulkhead, there were two cockpit pressurization system valves,

  one was a safety valve, preventing the maximum cabin pressure from be-

  ing exceeded, and the other was an equalizing pressure valve. Contrary to

  popular belief that the G-5 version did not have standard armor, this was

  surprisingly not the case. Much of the G-5 run with the standard canopy had

  both an airtight bulkhead and standard slanted armor mounted beneath the

  hinged canopy cover. There were silica gel capsules in the corners of the

  cockpit canopy windows to absorb moisture between the panes. Handles

  behind the cockpit were on both sides of the fuselage.

  The Bf 109 G-5 also had, as part of the cockpit pressurization system,

  blanked off vents under the cockpit windscreen on the side of the fuselage

  below the cockpit. Those on the cowl were either not there at all, or they

  were also decommissioned and fared over.

  The G-5 version also featured a small bulge covering the cockpit pres-

  surization air compressor, added to the larger fairing over the machine gun

  on the right side of the forward fuselage. But it is not a clear identifier by

  which to gage the Bf 109 G-5. As already mentioned, it was also used on

  some of the Bf 109 G-6 fighters produced by all three manufacturers turn-

  ing out Bf 109 Gs. The compressor was the new Knorr-Luftpresser 300/10

  type. It was an oil-free item with two pistons rotating against each other in

  a figure eight. This compressor (blower) had certain disadvantages, main-

  ly pulses of compressed air being blown back into the compressor cham-

  ber. This was because the pistons do not touch the chamber walls, but that

  feature allowed for operation without lubricating oil. However, this is of no

  practical importance for pressurizing the small space of the cockpit. Addi-

  tionally, the pulses were dampened by the relief valve situated on the rear

  air-tight bulkhead of the cockpit. The advantage of the Roots blower was

  the achievement of a stable output pressure and a high flow rate of com-

  pressed air at low revolutions, along with the already mentioned absence

  of oil. This was an advantage precisely for pressurizing the cockpit, which

  was not polluted by oil and the compressed air did not need to be filtered.

  The reason for moving the compressor to the side of the engine from its top,

  where the MAG III air compressor was located on the Bf 109 G-1 and G-3,

  is not entirely clear. M. Baumgarl states that it did not fit between the larger

  MG 131 machine guns. This may be true, but it is probably not due to the size

  of the machine guns, but rather to the different shape of the Knorr 300/10

  compressor as compared to the MAG III unit.

  None of the authors state that the DB 605 A-1 engine in the Bf 109 G-5

  had modified high altitude characteristics. A special high altitude distributor

  (Zünder) with modified plug firing was considered for the Bf 109 G-5/U2, but

  in the end, the standard Bosch ZM 12 CR 8 distributor, only with a modified

  ignition advance for the spark plugs, was retained.

  During 1943 and early 1944, production of the Bf 109 G-5 took place at the

  Erla AG works in Leipzig. The first five airframes were produced as part

  of production block 15 000 by March and April of 1943. H. H. Vogt lists the

  production numbers as 15 338 to 15 344, which does not quite fit the five

  units he claims. The reason for this may lie in that the Bf 109 G-5 was on

  the production line together with the G-6, so the serial numbers did not

  Cockpit ventilation for Bf 109 G-6

  and Bf 109 G-5

  Bf 109 G-6

  Bf 109 G-5

  Bf 109 G-5

  Exploring the frequency of the R6 kit

  usage on the Bf 109 G-6

  According to some researchers, the can-

  non pod use on the Bf 109 G-6 decreased

  as compared to the Bf 109 G-4. In this case,

  it would have been because the introduction

  of the MG 131 fuselage mounted machine

  guns increased the firepower of the Bf 109

  G-6, reducing the need for additional arma-

  ment. It makes sense if the advantage of

  a lighter and therefore more powerful and

  maneuverable fighter outweighed the advan-

  tage of more firepower, and in some cases it,

  this may have certainly held true.

  But I have my doubts about this claim.

  For one thing, I don’t think that the need

  would decrease for fighter firepower on ei-

  ther the Eastern or Western fronts, or in the

  Mediterranean for that matter. Targets that

  required concentrated firepower over a short

  Bf 109G-6 ratio of aircraft with the pods to those

  without: 1. 16:1

  From this it would follow that the ratio of

  aircraft equipped with cannon pods between

  subsequent models increased, and while the

  G-2 and G-4 have more airframes without the

  pods in the photos, those with them dominate

  in the G-6. With this in mind, it is important to

  note that there are aircraft with BR 21 rock-

  ets launchers in a significant number of the

  available images. This too would indicate an

  ever-increasing demand for firepower rather

  than the other way around.

  Granted that this is not a scientific analysis

  of the subject matter using proper data sam-

  pling or methodology, but the result hinted at

  can be taken as a solid base for a hypothesis

  that would be worth a more thorough exam-

  ination.

  firing bursts was not only ever present on all

  battlefields, but increased in number. In the

  West and the Mediterranean, they were sore-

  ly needed against allied medium and heavy

  bombers, and in the East, against the Sovi-

  et Il-2 armored beasts of various versions.

  All these adversaries over the fronts were in-

  creasing in number, firepower and improved

  tactical use and the quality of their pilots

  was growing. It makes no sense to me that

  the Luftwaffe would go about decreasing the

  firepower of its fighters.

  The second reason for my doubts is in the

  analysis of the available photos. In those that

  are at my disposal, the ratio of photos of air-

  craft that can be identified as having cannon

  pods under the wing to those that do not is

  as follows:

  Bf 109 G-2 ratio of aircraft with the pods to those

  without: 1:2. 4

  Bf 109 G-4 ratio of aircraft with the pods to those

  without: 1:1. 1

  necessarily run consecutively, but intermingled with the serial numbers of

  the concurrently produced G-6. A further 200 or so were built in production

  block 15 000 between June and October, 1943. Further G-5s were built in

  production blocks 26 000 (25) and 27 000 (33) between August and October,

  1943. The last of the series comprised 287 machines in production block

  110 000, built continuously between November, 1943 and June, 1944. From

  February 1944, the Bf 109 G-5 and G-5/U2 were produced at Erla Werk VII in

  Antwerp, Belgium.

  Bf 109 G-5/U2

  Some Bf 109 G-5s were built as the Bf 109 G-5/U2, equipped with a GM-1

  boost system. The GM-1 system pressure bottles were located in the right

  wing, unlike the Bf 109 G-6/U2, which had the GM-1 pressure bottles placed

  in the fuselage, behind the second fuselage bulkhead. According to H. H.

  Vogt, most, if not all, Bf 109 G-5s, including the airframes from production

  block 15 000 in March and February, 1943, were built as G-5/U2. But this

  is contradicted by M. Baumgartl’s statement, which states that the GM-1

  system was only available for the G-5 from July or August 1943, and the

  first fully equipped G-5/U2s were delivered only from December, 1943.

  The statement by M . Baumgartl seems to me to be better grounded.

  All Bf 109 G-5/U2s had VDM 9-12159. 10 propellers, the same as the Bf 109

  G-6/AS and G-10 powered by the DB 605 AS and DB 605 D engine respec-

  tively. This propeller was considered for all G-5s, but eventually G-5s with-

  out the GM 1 system were supplied with the standard VDM 9-12087. 10 unit.

  The Bf 109 G-5/U2 also did not have laminated armor fuel tanks. The removal

  of the armor compensated for the increase in weight of the Bf 109 G-5/U2,

  caused by the installation of the GM 1 system, and the heavier VDM 9. 12159.

  10 propeller.

  The Bf 109 G-5 was also produced in several production variants. All had

  the same armament and the same engine (DB 601 A) as the Bf 109 G-6.

  First Production Variant

  Bf 109 G-5 from production block 15 000 (205 units, five in March and April

  1943, 200 between June and October, 1943).

  These airframes had the following distinctive features:

  - Tall antenna mast.

  - Not equipped with a ZVG 16 direction finder and lacked the associated PR 16 loop

  antenna on the fuselage spine.

  - FuG 16 Z radio was used.

  - FuG 25a IFF system.

  - REVI C 12 D gunsight.

  - Sealed cockpit, silica gel tablets in the corners of the canopy windows (1).

  - Airtight bulkhead forming the rear wall of the hinged canopy section (2).

  - Angled armor plate behind the pilot’s head (3).

  - Suction slots for cockpit ventilation under the windscreen absent (5).

  - Without cockpit vent on left side below canopy (6).

  - A small bulge covering the Knorr 300/10 compressor on the lower leading edge

  of the fairing covering the breech of the right fuselage machine gun.

  - On the right side of the fuselage, there was only a socket for the external electrical

  power source connection and the access cover for the pressurized oxygen bottle

  between fuselage bulkheads 1 and 2.

  Second Production Variant

  This covered Bf 109 G-5s from production blocks 26 000 (25) and 27 000

  (33) produced between August and October, 1943, and part of the Bf 109 G-5

  and Bf 109 G-5/U2 run from production block 110 000.

  These aircraft displayed the following features:

  - Short antenna mast.

  - Most had the ZVG 16 direction finder system with the associated PR 16 loop

  antenna on the spine.

  - FuG 16 Z radio.

  - Commanders’ aircraft, equipped with a FuG 16 ZY radio and its Moranmast whip

  antenna mounted under the fuselage/wing were designated Bf 109 G-5/Y.

  - FuG 25a IFF system.

  - REVI C12 D gunsight.

  - Sealed cockpit, silica gel tablets in the corners of the canopy windows (1)

  - An airtight partition forming the rear wall of the hinged section of the canopy.

  - Angled armor behind the pilot’s head in aircraft from production block 110 000.

  - A small bulge covering the Knorr 300/10 compressor on the lower leading edge

  of the fairing covering the breech of the right fuselage machine gun (4).

  - Ventilation slots under the windscreen were missing (5).

  - Vents on the left side of the fuselage below the canopy were also absent.

  - Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades

  (as with the Bf 109 G-10)

  - A small fuel tank was used for starting the engine, with a filler neck on the right

  side of the fuselage spine between fuselage bulkheads 4 and 5 (6).

  HISTORY

  INFO Eduard

  9

  February 2024

• Page 10

  - The Bf 109 G-5/U2 in the 110 000 range production block had the GM-1

  boost system pressure bottles located in the left wing, the access cover

  for which was on the lower wing surface (7).

  Example: Bf 109G-5/U2/R6, WNr. 27112, Flown by Maj. Walther Dahl,

  III. /JG 3, Bad Wörishofen, Germany, December, 1943.

  Third Production Variant

  This characterizes part of Bf 109 G-5 and Bf 109 G-5/U2 production in block

  110 000. These aircraft had Erlahaube canopies and short rudders, and are

  often confused with the Bf 109 G-6 or G-14.

  These aircraft can be identified by the following:

  - Short antenna mast.

  - Erlahaube-type canopy, non-pressurized. (10)

  - Short rudder.

  - Usually equipped with a ZVG 16 direction finder unit with its PR 16 loop antenna

  on the spine.

  - FuG 16 Z radio.

  - Command aircraft, equipped with a FuG 16 ZY radio with its Moranmast whip

  antenna mounted under the left wing were designated Bf 109 G-5/Y. (8)

  - FuG 25a IFF system.

  - REVI C 12 D gunsight.

  - REVI 16 B gunsight from the summer of 1944.

  - A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the

  fairing covering the breech of the right fuselage machine gun.

  - A small fuel tank was used for starting the engine, with a filler neck on the right side

  of the fuselage spine between fuselage bulkheads 4 and 5.

  - The Bf 109 G-5/U2 had a cover on the underside of the left wing for access to the GM-1

  boost system pressure bottles located in the wing (7)

  - No intake gills for cockpit ventilation under the windscreen. In some cases, probably

  on aircraft converted from older airframes, the cockpit ventilation openings may have

  been covered with circular caps (9)

  - Cockpit ventilation on the left side under the canopy were absent.

  - The Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades

  (as with the Bf 109 G-10).

  HISTORY

  INFO Eduard10

  February 2024

• Page 11

  - The Bf 109 G-5/U2 in the 110 000 range production block had the GM-1

  boost system pressure bottles located in the left wing, the access cover

  for which was on the lower wing surface (7).

  Example: Bf 109G-5/U2/R6, WNr. 27112, Flown by Maj. Walther Dahl,

  III. /JG 3, Bad Wörishofen, Germany, December, 1943.

  Third Production Variant

  This characterizes part of Bf 109 G-5 and Bf 109 G-5/U2 production in block

  110 000. These aircraft had Erlahaube canopies and short rudders, and are

  often confused with the Bf 109 G-6 or G-14.

  These aircraft can be identified by the following:

  - Short antenna mast.

  - Erlahaube-type canopy, non-pressurized. (10)

  - Short rudder.

  - Usually equipped with a ZVG 16 direction finder unit with its PR 16 loop antenna

  on the spine.

  - FuG 16 Z radio.

  - Command aircraft, equipped with a FuG 16 ZY radio with its Moranmast whip

  antenna mounted under the left wing were designated Bf 109 G-5/Y. (8)

  - FuG 25a IFF system.

  - REVI C 12 D gunsight.

  - REVI 16 B gunsight from the summer of 1944.

  - A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the

  fairing covering the breech of the right fuselage machine gun.

  - A small fuel tank was used for starting the engine, with a filler neck on the right side

  of the fuselage spine between fuselage bulkheads 4 and 5.

  - The Bf 109 G-5/U2 had a cover on the underside of the left wing for access to the GM-1

  boost system pressure bottles located in the wing (7)

  - No intake gills for cockpit ventilation under the windscreen. In some cases, probably

  on aircraft converted from older airframes, the cockpit ventilation openings may have

  been covered with circular caps (9)

  - Cockpit ventilation on the left side under the canopy were absent.

  - The Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades

  (as with the Bf 109 G-10).

  EXAMPLE: Bf 109 G-5, W. Nr. 15729, Flown by Obstlt. Hermann Graf, Stab. /JG11, Jever, Winter 1944. The aircraft is sometimes listed as a G-6

  converted from a G-5, but it is a G-5. There could be several reasons why the 15 000 series airframes had an Erlahaube canopy.

  M. Baumgartl states that twenty Bf 109 G-5s were built, powered by

  a DB 628 A-0 engine with a two-stage supercharger and fitted with a VDM

  9-12159. 10 propeller with wider blades (as the Bf 109 G-10). One Hundred

  and thirty of these engines were built, so their use in the Bf 109 G-5 is not

  really out of the question.

  The G-5/R2 version is a bit of an enigma. According to M. Baumgartl,

  seventy-two of a planned 126 were built, and according to him, it was

  a photo-reconnaissance version, equivalent to the Bf 109 G-6/R2. They were

  allegedly made without fuselage machine guns, but whether they were ac-

  tually produced is unknown. In addition to these machines, sixteen Bf 109

  G-5/R2/AS and 76 Bf 109 G-5/AS aircraft were also produced, powered by

  the BD 605 AS engine with the VDM 9-12159. 10 propeller.

  Photo Reconnaissance Bf 109 G-6

  Part of the Bf 109 G-6 run was dedicated to photo reconnaissance.

  In the following paragraphs, the three photo reconnaissance versions are

  described chronologically as they were produced. As a result, the Bf 109

  G-6/R3 version, produced in the summer and autumn of 1943, is described

  before the Bf 109 G-6/R2 version, produced in late 1944.

  Bf 109 G-6/R3

  The photographic equipment in this aircraft consisted of an Rb 50/30 cam-

  era. Access to the camera was from the cockpit through a hatch in the rear

  sloping cockpit wall. The Bf 109 G-6/R3 had two grooves in the bottom of the

  fuselage/wing section to divert oil escaping from the oil cooler under the

  nose and to prevent the leaking oil from obstructing the camera lens. These

  grooves were run parallel from the rear corners of the oil cooler across the

  entire center wing section to the trailing edge of the wing/fuselage transi-

  tion. The main armament was reduced to the MG 151/20 cannon. Fuselage

  machine guns were not installed, the gun troughs were fared over, and in-

  stead of machine guns, an additional oil tank with a volume of 20 liters was

  placed in the compartment of the machine gun mounts. Unlike the later

  Bf 109 G-6/R2, the MW 50 boost system was not installed. Radio equipment

  consisted of a FuG 16Z radio and a FuG 25a IFF system. A ZVG 16 direction

  guidance system (Peilrufanlage) with a PR 16 (Peilrahmen) loop antenna on

  the fuselage spine (Rüstsatz R7) could also be installed. The canopy, unlike

  the G-6/R2, was of the standard type. In addition to the possibility of car-

  rying an auxiliary tank under the fuselage, a variant with two additional

  tanks with a volume of 300 liters each under the wings was also developed,

  but it is not certain whether it was ever introduced into operational service.

  At WNF, 35 were produced in the summer of 1943 (between June and August)

  in production block 20 000, and five in the fall of 1943 in production block

  140 000.

  Rüstsatz R7

  (photo: Mikael Olrog / The Bf 109 Lair)

  HISTORY

  INFO Eduard

  11

  February 2024

• Page 12

  Bf 109 G-6/R2

  Photographic equipment consisted of an Rb 75/30 or Rb 50/30 camera (1).

  They carried full gun armament and were powered by a DB 605 AM engine

  with the MW 50 boost system that injected a mixture of water and metha-

  nol into the compressor intake. Between the second and third fuselage

  bulkheads just offset from the top of the spine was the MW 50 system tank

  filler cap (4). The battery was moved to the luggage compartment in the

  cockpit, the luggage compartment door featured a recess covering the bat-

  tery (5). The radio equipment consisted of a FuG 16Z radio and a FuG 25a IFF

  system. AZVG 16 (Peilrufanlage) direction finder with its associated PR 16

  (Peilrahmen) loop antenna on the top of the fuselage (Rüstsatz R7) could

  also be installed. These machines likewise had grooves installed below the

  wing center section for draining leaked oil coming from the oil cooler (2),

  but they diverted the oil differently than the grooves on the Bf 109 G-6/R3.

  In this case, they arced from the rear corners of the oil cooler to the leading

  edge of the lugs covering the wing spar mounting stud, where they met the

  lower surface of the wing. The rear-view mirror (6) mounted on the top

  inner frame of the windscreen was also characteristic of the photo-recon-

  naissance Bf 109 G. One hundred and ninety three Bf 109 G-6/R2s were pro-

  duced at WNF in November and December, 1944 in production block 230 000,

  together with the Bf 109 G-8/R5, and were likely structurally consistent

  with respect to their manufacture. They had an additional bulge adjacent to

  the fairing covering the right fuselage mounted machine gun (7). I believe

  that it was not without function, that it accommodated an air compressor

  to supply enough air to ventilate the cockpit. At least some Bf 109 G-6/R-2s

  (probably all) had an Erlahaube canopy, and always had a short rudder.

  On the right side of the mid fuselage between bulkheads 2 and 3 there was

  apparently a large oval camera access cover (3). I don’t have photographic

  evidence of this on the G-6/R2, but it appeared on both the G-2/R2 and the

  G-4/R2, and it’s quite logical that it was carried over to the G-6/R2 as well.

  It may have also been on G-6/R3, if only because the original access to the

  camera in the rear sloping cockpit wall was not possible since this was

  now the location of the battery (5).

  Bf 109 G-6/R3

  Bf 109 G-6/R2

  HISTORY

  INFO Eduard12

  February 2024

• Page 13

  Bf 109 G-6/R2

  Photographic equipment consisted of an Rb 75/30 or Rb 50/30 camera (1).

  They carried full gun armament and were powered by a DB 605 AM engine

  with the MW 50 boost system that injected a mixture of water and metha-

  nol into the compressor intake. Between the second and third fuselage

  bulkheads just offset from the top of the spine was the MW 50 system tank

  filler cap (4). The battery was moved to the luggage compartment in the

  cockpit, the luggage compartment door featured a recess covering the bat-

  tery (5). The radio equipment consisted of a FuG 16Z radio and a FuG 25a IFF

  system. AZVG 16 (Peilrufanlage) direction finder with its associated PR 16

  (Peilrahmen) loop antenna on the top of the fuselage (Rüstsatz R7) could

  also be installed. These machines likewise had grooves installed below the

  wing center section for draining leaked oil coming from the oil cooler (2),

  but they diverted the oil differently than the grooves on the Bf 109 G-6/R3.

  In this case, they arced from the rear corners of the oil cooler to the leading

  edge of the lugs covering the wing spar mounting stud, where they met the

  lower surface of the wing. The rear-view mirror (6) mounted on the top

  inner frame of the windscreen was also characteristic of the photo-recon-

  naissance Bf 109 G. One hundred and ninety three Bf 109 G-6/R2s were pro-

  duced at WNF in November and December, 1944 in production block 230 000,

  together with the Bf 109 G-8/R5, and were likely structurally consistent

  with respect to their manufacture. They had an additional bulge adjacent to

  the fairing covering the right fuselage mounted machine gun (7). I believe

  that it was not without function, that it accommodated an air compressor

  to supply enough air to ventilate the cockpit. At least some Bf 109 G-6/R-2s

  (probably all) had an Erlahaube canopy, and always had a short rudder.

  On the right side of the mid fuselage between bulkheads 2 and 3 there was

  apparently a large oval camera access cover (3). I don’t have photographic

  evidence of this on the G-6/R2, but it appeared on both the G-2/R2 and the

  G-4/R2, and it’s quite logical that it was carried over to the G-6/R2 as well.

  It may have also been on G-6/R3, if only because the original access to the

  camera in the rear sloping cockpit wall was not possible since this was

  now the location of the battery (5).

  Bf 109 G-6/R3

  Bf 109 G-6/R2

  Equipment layout in the fuselage of the Bf 109 G-6/R2:

  1. Battery

  2. Rb 50/30 or Rb 75/30 camera

  3. MW 50 water/methanol system tank

  4. FuG 16 Z radio 5. Compass (Mutterkompass)

  The Bf 109 G-6/U3 were a tactical reconnaissance aircraft (Nahaufklärer

  or Heeresaufklärer). The photographic equipment consisted of two Rb 12.

  57 x 9 or Rb 32/7 x 9cameras (2) , located in the lower part of the fuselage

  on the fifth fuselage bulkhead and covered by a closing door as indicated

  in the second illustration below, and one Robot II Kleinbildkamera in the

  leading edge of the left wing, in front of the wheel well (1). This was cali-

  brated for photography at an altitude of 2000m (6,550 feet), but was usually

  removed in practice. The radio equipment consisted of a FuG 17 radio, the

  standard used in fighter and bomber aircraft. Apart from the frequencies

  used, it was identical to the FuG 16Z, but, unlike the FuG 16, it had the op-

  tion of connecting with ground-based forward flight controllers. This ver-

  sion also had the FuG 25a IFF system. A ZVG 16 direction finding system

  (Peilrufanlage) with its associated PR 16 loop antenna (Peilrahmen) on the

  back of the fuselage (Rüstsatz R7) could also be installed.

  About twenty Bf 109 G-6/U3s were produced by WNF in the summer

  of 1943 in production block 20 000.

  HISTORY

  INFO Eduard

  13

  February 2024

• Page 14

  Bf 109 G-8

  The Bf 109 G-8 was a development of the Bf 109 G-6/U3. They were tac-

  tical (frontline) reconnaissance aircraft (Nahaufklärer or Herresaufklärer).

  The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x

  9 cameras, located in the lower part of the fuselage on the fifth fuselage

  bulkhead and covered by sliding doors controlled from the cockpit (2), and

  one Robot II Kleinbildkamera in the leading edge of the left wing, ahead of

  the wheel well (1). They carried full gun armament, but many aircraft had

  the MG 151/20 engine mounted cannon removed at unit level. Also, the Robot

  II camera in the leading edge of the wing was also often removed in practice.

  Part of the Bf 109 G-8, twenty-nine machines with production numbers

  20 670 to 20 698 produced at WNF in September 1943 and 112 710 000 se-

  ries airframes produced in February and March 1944 were powered by the

  DB 605 A engine and lacked the MW 50 system. They had standard canopies.

  Another 760 or so Bf 109 G-8/R5s, produced between May and December,

  1944, were powered by the DB 605 AM engine with MW 50 water-methanol

  injection into the intake of the compressor. The MW 50 system tank filler

  cap was to the right of the fuselage spine centreline behind the second

  fuselage bulkhead (3). The Bf 109 G-8/R5 used 96 (or 100) C3 aviation fuel.

  The battery was moved to the luggage compartment in the cockpit, and

  there was a characteristic bulge on the luggage compartment door project-

  ing into the cockpit to cover the battery. Like other photo-reconnaissance

  Bf 109 Gs, the G-8 had a rectangular rear-view mirror on the inner frame

  of the windscreen.

  The radio equipment consisted of a FuG 17 radio, later replaced by the

  FuG 16 ZS unit and the FuG 25a IFF system. A ZVG 16 (Peilrufanlage) direction

  finder system with the PR 16 (Peilrahmen) loop antenna on the fuselage

  spine (Rüstsatz R7) could also be installed. All Bf 109 G-8s and G-8/R5s

  produced had the Erla Vollsichtshaube canopy and short rudder. Some

  of the machines had the mast of the antenna moved rearward, in front

  of the 2nd fuselage bulkhead, where the PR 16 antenna was usually located.

  The reason for this change is unclear. This may have something to do with

  the retrofitting of the MW 50 system tank, but why this should be is not

  entirely clear. It may also be related to the type of radio used.

  (Author’s note: Prien/Rodeike references mention

  planned U2 (GM 1 boost system) and U3 (MW 50 system)

  kits. It does not appear that such things actually exist-

  ed. These authors have photos in their book of alleged

  G-8s with a standard canopy. These may be one of the

  first twenty-nine Bf 109 G-8s, produced in September

  1943 in the block 20 000 range, production numbers

  20 670 to 20 698, or could also be confused with the

  Bf 109 G-6/U3)

  The Bf 109 G-8 could carry all available weapons.

  To what extent this possibility was only theoretical and

  to what extent these weapon sets were actually used is not clear. The use of

  auxiliary tanks is documented and logical. This is the case for all photo-re-

  connaissance Bf 109 Gs produced. It seems unlikely that these valuable ma-

  chines, which were often lightened by the removal of some of the fuselage

  armament, were used for risky combat missions. On the other hand, there

  are known cases of pilots who achieved a number of kills on photo recon-

  naissance aircraft and even achieved ace status, such as Herbert Findeisen.

  During his two hundred operational missions flying photo reconnaissance

  aircraft, he achieved 42 kills. After his 37 kills, as CO of 2. /NAGr 4, he was

  awarded the Knight’s Cross. (NAGr = Nahaufklärungsgruppe).

  HISTORY

  INFO Eduard14

  February 2024

• Page 15

  Bf 109 G-8

  The Bf 109 G-8 was a development of the Bf 109 G-6/U3. They were tac-

  tical (frontline) reconnaissance aircraft (Nahaufklärer or Herresaufklärer).

  The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x

  9 cameras, located in the lower part of the fuselage on the fifth fuselage

  bulkhead and covered by sliding doors controlled from the cockpit (2), and

  one Robot II Kleinbildkamera in the leading edge of the left wing, ahead of

  the wheel well (1). They carried full gun armament, but many aircraft had

  the MG 151/20 engine mounted cannon removed at unit level. Also, the Robot

  II camera in the leading edge of the wing was also often removed in practice.

  Part of the Bf 109 G-8, twenty-nine machines with production numbers

  20 670 to 20 698 produced at WNF in September 1943 and 112 710 000 se-

  ries airframes produced in February and March 1944 were powered by the

  DB 605 A engine and lacked the MW 50 system. They had standard canopies.

  Another 760 or so Bf 109 G-8/R5s, produced between May and December,

  1944, were powered by the DB 605 AM engine with MW 50 water-methanol

  injection into the intake of the compressor. The MW 50 system tank filler

  cap was to the right of the fuselage spine centreline behind the second

  fuselage bulkhead (3). The Bf 109 G-8/R5 used 96 (or 100) C3 aviation fuel.

  The battery was moved to the luggage compartment in the cockpit, and

  there was a characteristic bulge on the luggage compartment door project-

  ing into the cockpit to cover the battery. Like other photo-reconnaissance

  Bf 109 Gs, the G-8 had a rectangular rear-view mirror on the inner frame

  of the windscreen.

  The radio equipment consisted of a FuG 17 radio, later replaced by the

  FuG 16 ZS unit and the FuG 25a IFF system. A ZVG 16 (Peilrufanlage) direction

  finder system with the PR 16 (Peilrahmen) loop antenna on the fuselage

  spine (Rüstsatz R7) could also be installed. All Bf 109 G-8s and G-8/R5s

  produced had the Erla Vollsichtshaube canopy and short rudder. Some

  of the machines had the mast of the antenna moved rearward, in front

  of the 2nd fuselage bulkhead, where the PR 16 antenna was usually located.

  The reason for this change is unclear. This may have something to do with

  the retrofitting of the MW 50 system tank, but why this should be is not

  entirely clear. It may also be related to the type of radio used.

  (Author’s note: Prien/Rodeike references mention

  planned U2 (GM 1 boost system) and U3 (MW 50 system)

  kits. It does not appear that such things actually exist-

  ed. These authors have photos in their book of alleged

  G-8s with a standard canopy. These may be one of the

  first twenty-nine Bf 109 G-8s, produced in September

  1943 in the block 20 000 range, production numbers

  20 670 to 20 698, or could also be confused with the

  Bf 109 G-6/U3)

  The Bf 109 G-8 could carry all available weapons.

  To what extent this possibility was only theoretical and

  to what extent these weapon sets were actually used is not clear. The use of

  auxiliary tanks is documented and logical. This is the case for all photo-re-

  connaissance Bf 109 Gs produced. It seems unlikely that these valuable ma-

  chines, which were often lightened by the removal of some of the fuselage

  armament, were used for risky combat missions. On the other hand, there

  are known cases of pilots who achieved a number of kills on photo recon-

  naissance aircraft and even achieved ace status, such as Herbert Findeisen.

  During his two hundred operational missions flying photo reconnaissance

  aircraft, he achieved 42 kills. After his 37 kills, as CO of 2. /NAGr 4, he was

  awarded the Knight’s Cross. (NAGr = Nahaufklärungsgruppe).

  Bf 109 G-12

  As with the Bf 109 G-4, the Bf 109 G-6 served as the basis for two-seat

  Bf 109 G-12 conversions. The subsequent Bf 109 G-12 series was then create

  d from the Bf 109 G-10 as well. These machines retained the attributes of

  the original fighters, but were equipped with a two-seat, dual-control cock-

  pit, with the rear instructor’s cockpit having simplified instrumentation.

  Regardless of the original production version, the two-seat machines

  were always labeled Bf 109 G-12. The exact number of machines produced

  is unknown.

  Bf 109 G-14

  From July, 1944, Erla (and from August, Messerschmittt) produced the

  Bf 109 G-14 in parallel with the Bf 109 G-6, corresponding to the last pro-

  duction version of the Bf 109 G-6 with the Erla Vollsichshaube type ca-

  nopy and tall rudder. All Bf 109 G-14s were fitted with the MW 50 system

  as standard and therefore used C3 fuel with an octane number of 96 (100).

  A distinctive feature of all Bf 109 Gs with the MW 50 system installed was

  a box-shaped projection on the baggage compartment door in the rear

  sloped wall of the cockpit, behind the head armor plate (2). This arose be-

  cause the installation of the water-methanol mixture tank for the MW 50

  system in the space behind the first bulkhead forced the battery for the ra-

  dio to be moved forward into the luggage compartment, which needed to be

  enlarged to accommodate it. All Bf 109 G-14s had a bulge under the fairing

  covering the right machine gun, and all were also fitted as standard with

  a FuG 16 ZY radio with an on-board transponder for the Pegasus Y goniomet-

  ric sighting system with a Morane-type whip antenna (Moranmast) located

  under the left wing. The gunsight was the REVI 16 B as standard.

  Most Bf 109 G-14s with the DB 605 AM engine were produced at the Erla

  factory in Leipzig. They were manufactured in blocks 413 000, 460 000 to

  462 000, 464 000 and 465 000. These machines had a tall rudder (3), Erla

  Vollsichtshaube canopy (1) and Gallandpanzer armored headrest. Only

  a small number of airframes were produced at Messerschmittt in produc-

  tion block 165 000, but some of the total production of about 110 G-14s were

  to Bf 109 G-14/AS standard with a DB 605 AS engine.

  Example: Bf 109G-14, W. Nr. 464380, Flown by Mag. M. Bellagambi, 5 Squadriglia, 2 Gruppo Caccia,

  Aeronautica Nazionale Repubblicana, Osoppo, Italy, March, 1945

  HISTORY

  INFO Eduard

  15

  February 2024

• Page 16

  The DB 605 AM engine was also installed in part of the Messerschmitt

  produced block of airframes in the 781 000 range, numbering about thir-

  ty birds, which had a low rudder. The remainder of this production block

  were Bf 109 G-14/ASs with the DB 605 AS powerplant. According to photos,

  there were standard G-14s with a low rudder even in the 782 000 series

  production block, in which H. H. Vogt lists only the G-14/AS. The six hundred

  Bf 109 G-14/U4s, production block 510 000 to 512 000, armed with a 30mm

  MK 108 fuselage/engine mounted cannon, produced by WNF, also had the low

  rudder and Erla Vollsichtshaube type canopy. These machines did not have

  the bulge on the fairing above the right fuselage machine gun breech (6),

  and between bulkheads 4 and 5, they had an access cover for the compressed

  air bottle for the MK 108 engine mounted weapon (4). There was also an

  MW 50 system tank filler cap on the right side of the fuselage spine behind

  the second bulkhead.

  Example: Bf 109G-14/U4, W. Nr. 512382, Flown by Lt. H. Schlick, 4. / JG 77,

  Schönwalde, Germany, November, 1944

  Conclusions

  If you have read this far, I value you sticking with me and I greatly appre-

  ciate that you understand that the subject surrounding the technical de-

  velopment of the Messerschmitt Bf 109 G-6 is extremely complicated. It is

  a theme that is probably without parallel in the history of aviation, per-

  haps remotely comparable are some types from the First World War,

  such as the Breguet 14 or the Hansa-Brandenburg C. I. But only remotely.

  For the Bf 109 G-6, the issue is complicated by the fact that production took

  place under extreme wartime conditions, under heavy Allied air raids and

  almost constant reorganization of German war efforts. It was a situation

  that is difficult to imagine today. The production of aircraft in Germany, and

  not only the Bf 109 G-6, responded not only to the needs of the customer,

  the RLM and the Luftwaffe and its combat units, but also to the prevail-

  ing economic conditions and the deteriorating state of the industrial base.

  As a result of the air raids, a large part of the factories were destroyed

  or badly damaged, production operations were scattered to branch plants,

  hidden in the mountains, forests, railway tunnels or underground. The dy-

  namics precipitated by the changes were unbelievable, and moreover, these

  changes were intertwined on the production lines. The fact that three pro-

  duction plants were engaged in the production of the Bf 109 G-6 plays only

  a partial role in this. During the war, between early 1943 and late 1944, proba-

  bly more than 13,000 Bf 109 G-6s were produced. The exact number is not and

  will never be known, and a significant part of the production lacks definitive

  documentation. It was apparently irretrievably lost in the maelstrom of war.

  One reason I am writing these articles is because from time to time some

  lost documents turn up somewhere. Part of the facts presented in the text

  you have read will certainly be further refined and corrected over time,

  thanks to new discoveries, or thanks to relevant new interpretations of al-

  ready known documents.

  If you research previously published material and kits of the Bf 109 G-6,

  you will certainly come across images of aircraft that do not correspond

  to their classification within the production variants we have discussed or

  even to types according to other sources. Please, treat such cases with

  lenience. There will be many of them, even in the case of Eduard kits.

  Unfortunately, from the point of view of the facts and conclusions that

  I tried to convey in my article, a large part of the profiles in current litera-

  ture and kits, whether by Eduard or someone else, are wrong. It may cause

  some loss of confidence in some, but let’s take it positively. Let’s take it

  as an opportunity to revise our old knowledge, assumptions and mistakes,

  because this type of research is an ongoing evolution and needs adjust-

  ments to evolve in the right direction.

  A nice example of the above is this Bf 109 G-6, serial number 160303, flown

  by III. /JG I’s Hauptmann Friedrich Eberle:

  HISTORY

  INFO Eduard16

  February 2024

• Page 17

  The DB 605 AM engine was also installed in part of the Messerschmitt

  produced block of airframes in the 781 000 range, numbering about thir-

  ty birds, which had a low rudder. The remainder of this production block

  were Bf 109 G-14/ASs with the DB 605 AS powerplant. According to photos,

  there were standard G-14s with a low rudder even in the 782 000 series

  production block, in which H. H. Vogt lists only the G-14/AS. The six hundred

  Bf 109 G-14/U4s, production block 510 000 to 512 000, armed with a 30mm

  MK 108 fuselage/engine mounted cannon, produced by WNF, also had the low

  rudder and Erla Vollsichtshaube type canopy. These machines did not have

  the bulge on the fairing above the right fuselage machine gun breech (6),

  and between bulkheads 4 and 5, they had an access cover for the compressed

  air bottle for the MK 108 engine mounted weapon (4). There was also an

  MW 50 system tank filler cap on the right side of the fuselage spine behind

  the second bulkhead.

  Example: Bf 109G-14/U4, W. Nr. 512382, Flown by Lt. H. Schlick, 4. / JG 77,

  Schönwalde, Germany, November, 1944

  Conclusions

  If you have read this far, I value you sticking with me and I greatly appre-

  ciate that you understand that the subject surrounding the technical de-

  velopment of the Messerschmitt Bf 109 G-6 is extremely complicated. It is

  a theme that is probably without parallel in the history of aviation, per-

  haps remotely comparable are some types from the First World War,

  such as the Breguet 14 or the Hansa-Brandenburg C. I. But only remotely.

  For the Bf 109 G-6, the issue is complicated by the fact that production took

  place under extreme wartime conditions, under heavy Allied air raids and

  almost constant reorganization of German war efforts. It was a situation

  that is difficult to imagine today. The production of aircraft in Germany, and

  not only the Bf 109 G-6, responded not only to the needs of the customer,

  the RLM and the Luftwaffe and its combat units, but also to the prevail-

  ing economic conditions and the deteriorating state of the industrial base.

  As a result of the air raids, a large part of the factories were destroyed

  or badly damaged, production operations were scattered to branch plants,

  hidden in the mountains, forests, railway tunnels or underground. The dy-

  namics precipitated by the changes were unbelievable, and moreover, these

  changes were intertwined on the production lines. The fact that three pro-

  duction plants were engaged in the production of the Bf 109 G-6 plays only

  a partial role in this. During the war, between early 1943 and late 1944, proba-

  bly more than 13,000 Bf 109 G-6s were produced. The exact number is not and

  will never be known, and a significant part of the production lacks definitive

  documentation. It was apparently irretrievably lost in the maelstrom of war.

  One reason I am writing these articles is because from time to time some

  lost documents turn up somewhere. Part of the facts presented in the text

  you have read will certainly be further refined and corrected over time,

  thanks to new discoveries, or thanks to relevant new interpretations of al-

  ready known documents.

  If you research previously published material and kits of the Bf 109 G-6,

  you will certainly come across images of aircraft that do not correspond

  to their classification within the production variants we have discussed or

  even to types according to other sources. Please, treat such cases with

  lenience. There will be many of them, even in the case of Eduard kits.

  Unfortunately, from the point of view of the facts and conclusions that

  I tried to convey in my article, a large part of the profiles in current litera-

  ture and kits, whether by Eduard or someone else, are wrong. It may cause

  some loss of confidence in some, but let’s take it positively. Let’s take it

  as an opportunity to revise our old knowledge, assumptions and mistakes,

  because this type of research is an ongoing evolution and needs adjust-

  ments to evolve in the right direction.

  A nice example of the above is this Bf 109 G-6, serial number 160303, flown

  by III. /JG I’s Hauptmann Friedrich Eberle:

  According to the serial number, it should have a standard canopy and

  a short antenna mast. Nevertheless, the unlikely combination of a tall

  antenna mast and an Erlahaube-type cockpit covering is photographical-

  ly documented. The serial number is not, however, and it is derived from

  the loss of aircraft report. Hptm Eberle was shot down in his Bf 109 G-6

  on January 30th 1944 by a Thunderbolt piloted by Lt. Robert Booth of the

  369th FS (359th FG). It is possible that the gun camera footage does not

  show the same aircraft as photos on the ground. But even so, the combina-

  tion of a tall mast and an Erlahaube canopy should not exist. But it does, and

  there are more such cases. I do not want to discuss possible reasons here,

  various logical explanations can, of course, be offered. I bring this case up

  just to illustrate that you can expect a lot from the Bf 109 G-6 and its variants.

  Prepare for cases when even the impossible can become a reality!

  In this article I have not dealt with aircraft powered by the DB 605 AS

  engine, such as the Messerschmitt Bf 109 G-6/AS and Bf 109 G-14/AS.

  This is mainly because it is a vast and complex topic in and of itself.

  The second reason is that I have dealt with these machines before. However,

  from the point of view of my current knowledge, it is clear to me that even

  that not-so-old article requires revision today. I therefore promise to come

  back to it, revise it, and release an updated form when the Bf 109 G-6/AS and

  G-14/AS are released in 1/72 scale. The same also applies to the Bf 109 G-10.

  That will be it at this point, my friends, and I hope you didn’t need to stum-

  ble through this article, and that it has brought you much to your under-

  standing of the evolution of the Bf 109 G-6!

  Bf 109 G-6 MT-480 of 3/HLeLv 24 during maintenance in early July 1944 at Lappeenranta. This machine with WNr. 165464 and Stammkennzeichen TX+ZY was delivered to the unit on 7 July

  and its pilot was Ylik. Leo Ahokas. This airman with the MT-480 achieved the last of his twelve victories. [Photo: SA

  -

  Kuva].

  HISTORY

  INFO Eduard

  17

  February 2024

• SAVOIA MARCHETTI SM.79

  Talking about a famous aircraft like the Savoia Marchetti SM.79 isn't easy, a lot has been written about it and, more or less, everything has already been said. To do it in an article is even more difficult since it’s very complex to summarize the very rich and exciting history of such a legendary aircraft. Nonetheless the development history of the SM.79 looks rather simple, a handful of well defined steps brought about, in a natural way, changes in aircraft production and evolutions in its service.

  HISTORY

  he origin of this project came from

  the necessity of reaching locations at

  considerable distances while transporting

  10 passengers at faster speeds than the other

  transport planes of the time. Speed was

  key, when engineer Alessandro Marchetti in

  February of 1933 completed the first drawings,

  the aircraft designated SM.79, already had its

  trimotor elegant profile. Many structural and

  aerodynamic characteristics promised great

  performance, retractable landing gears, three

  radial engines Isotta-Fraschini “750” Asso of

  800 hp and Handley Page slots connected to

  the flaps were some of them. In the spring of

  1934 the aircraft, now ready, was given the

  civilian code I

  -

  MAGO which means “wizard” in

  Italian, a sign of things to come.

  owever the first couple of flights were

  rather disappointing, the speed, just

  over 350km/h, was nowhere near what it was

  supposed to be. The cause of the problem was

  quickly identified in the engines,which just

  weren’t powerful enough and were not ideal

  for high performance. The solution was to

  turn to Alfa Romeo, in particular to the Alfa

  125 RC.35 which were license built Bristol

  Pegasus.. The designation of the engine is

  important,explaining the motivations of the

  change. "R" stands for Radial, so an engine

  with 9 cylinders in a star shape, "C" stands

  for Compressor which means that the engine

  had a single speed compressor, that would

  enter in action only at a certain altitude in

  order to rebalance power. With higher altitude

  the progressive lack of oxygen causes

  a substantial loss of power in the engines and

  the compressor is needed to counter that loss,

  compressing air and fuel thus injected in the

  cylinders with higher pressure and energy.

  Finally "35" (3500 meters) was the altitude

  at which the compressor started working,

  allowing the aircraft to keep its performance

  even above this altitude. With the new engines

  things changed quickly, the SM.79P broke

  handily the 400km/h speed, a new record that

  no other transport plane had ever achieved.

  he aircraft was subject of numerous

  tests from pilots of Roma-Guidonia then

  started to be used for flights towards West

  and East Africa as VIP transport. Those flights

  were major records, completed without any

  issues and at an impressive rate. Meanwhile,

  military clashes were brewing in Somalia

  and Eritrea, so these very promising outlooks

  persuaded the SIAI to develop a military

  version which had an increased autonomy and

  military payloads such as bombs and machine

  guns. Just as the first military versions came

  out of the factory there was another change

  in the engine, adopting the new Alfa 126 RC.34

  which would go on to become the main engine

  of the aircraft until the end of the war. By the

  end of 1935 the aircraft had already completed

  all the tests and real bombing runs, while,

  sadly, the political and military situation in

  Spain was worsening, turning into a civil war.

  AVOIA MARCHETTI

  S

  M.79

  FROM TRANSPORT PLANE

  TO DARING TORPEDO MISSIONS

  Maurizio Di Terlizzi

  Talking about a famous aircraft like the Savoia Marchetti SM.79 isn't easy, a lot has

  been written about it and, more or less, everything has already been said. To do it

  in an article is even more difficult since it’s very complex to summarize the very

  rich and exciting history of such a legendary aircraft. Nonetheless the development

  history of the SM.79 looks rather simple, a handful of well defined steps brought

  about, in a natural way, changes in aircraft production and evolutions in its service.

  T

  T

  H

  INFO Eduard18

  February 2024

• Page 19

  HISTORY

  ermany and Italy, supporting Franco's

  Fascist dictatorship, gave men and

  equipment to the war effort, utilizing the

  conflict as a testbed for new weapons and

  tactics. The SM.79 couldn’t have missed this

  chance and in February 1937 roughly 60 of

  those planes reached Spain having been

  bought by the Francoist government. Another

  92 planes sent by the Italian government

  joined in and started bombing targets along

  fellow Italian and German planes. It must be

  said that the peculiar configuration of the

  payload in the fuselage raised some doubts,

  the bombs being attached vertically, would

  have to unnaturally rotate when dropped,

  at the expense of precision. The aiming duty

  fell to the commander of the aircraft that had

  to go through the entire airframe to get to the

  bombsight which was in the “gondola” situated

  almost at the tail section. He also had control

  of the rudder through a little steering wheel,

  allowing him to adjust his aim. The quantity

  and different kinds of payloads was selected

  by the pilot through a big keyboard that was

  ironically called “Typewriter”. The deployment

  of the SM.79 in Spain was a success, enemy

  fighters weren’t fast enough to intercept them

  and this contributed even more the reputation

  of the aircraft, although failing to rationally

  consider more modern aircraft that would soon

  enter into service. In any case it became the

  Regia Aeronautica standard bomber, sharing

  its service with the Fiat Br. 20.

  n 1937 came the idea to modify the SM.79

  in order to participate in a French sporting

  cup race which was to start in Istres, go

  through Damascus and end in Paris. The

  idea was to extensively modify 6 aircraft.

  The military components were removed, the

  fuselage was improved as well as the engines,

  radio and navigational equipment. A noticeable

  increase in maximum weight for takeoff

  brought an increase of utility equipment and

  autonomy. The aircraft were labled SM.79C

  for “Corsa” (Race) and they were quickly able

  to participate in the cup in August 1937. Right

  from the start it was clear the Italians were

  superior, their aircraft sported a bright red

  paintjob that would then be known as “Rosso

  Corsa”. Even after some unfavorable weather

  A very early picture of the first prototype of the SM.79 serialled I

  -

  MAGO in its passenger configuration with cabin

  side windows.

  A nice shot of the personal SM.79C airplane of Bruno Mussolini, the son of the Chief of the Government at that

  time. The plane joined the famous Istres-Damascus-Paris flying race in August 1937.

  A wonderful formation of several SM.79 taken in Spain during the Spanish

  Civil War. SM.79s were fast and reliable, and performed bombing missions

  with very few losses

  g

  I

  INFO Eduard

  19

  February 2024

• Page 20

  HISTORY

  conditions on the Mediterranean between

  Damascus and Paris, the aircraft code named

  I

  -

  CUPA reached the french capital beating all

  the opponents and winning the Cup hosted by

  the French Aero Club in honor of the 10 years

  anniversary of the Lindbergh flight. It was

  a triumph and such a big success that it

  brought up an old Italian ambition, to connect

  with fast aircraft the nations on both sides of

  the Atlantic. To achieve this the SM.79C were

  even more modified to make it from Rome to

  Rio de Janeiro. When the crew were ready,

  three aircraft took off, reaching the midpoint

  of Dakar in less than 11 hours. From there, in

  formation, they crossed the Atlantic at about

  400km/h. A huge crowd was waiting for them

  at the finish line, with great satisfaction

  everyone thought the SM.79 was the aircraft

  of records.

  adly war was brewing again and the

  Second World War would see this beautiful

  plane as a protagonist. With the outbreak of the

  war, the SM.79 was sent into combat in almost

  all theaters, carrying out all kinds of missions.

  Bombing, transport, reconnaissance and even

  low level incendiary bombing runs. The aircraft

  was well liked by the crews and even if it was

  already obsolete, due to the one piece wooden

  wing and the metallic tubes framed and canva

  covered fuselage, it remained the backbone

  of the Italian military operations in Africa,

  Albania and the Mediterranean, carrying out

  an impressive number of missions. Already in

  1940, almost all military operation were against

  the British “Home Fleet” which was a serious

  threat due to the convoy escorts and port raids.

  Many different camouflages schemes for these 193^ Squadriglia flying along balkans coastline. The Electring man insignia was painted on fuselage sides.

  A torpedo-bomber SM.79 belonging to 204^ Squadriglia.

  Many authors assigned this specific plane to Marchese

  Emilio Pucci, a pilot that after the war became a very

  famous fashion firm owner and designer.

  S

  INFO Eduard20

  February 2024

• Page 21

  HISTORY

  High altitude bombing being ineffective, for

  reasons already said,that prompted an interest

  to convert the SM.79 into a torpedo bomber.

  Italy had a long standing tradition when it

  came to torpedoes which were produced in

  several factories, the idea was convincing

  enough that some SM.79s were converted

  to carry these weapons under the fuselage.

  Racks for two torpedoes were attached under

  the belly, an extra fuel tank added in place of

  the bomb compartment, and different aiming

  devices were developed so that the moving

  target would be hit at a specific angle of attack.

  The propaganda picture showing an SM.79 with

  two torpedoes sent shockwaves all around the

  globe, contribuiting to the false myth that the

  aircraft could carry two of them in combat. This

  myth lasted for years after the war, even in the

  modelling world, Airfix is still selling a SM.79

  in 1/72 which splendid box-art shows several

  Sparviero with two torpedoes under their belly.

  Along the name Sparviero (Sparrowhawk)

  the nickname “Gobbo Maledetto” (Damned

  Hunchback) was given to the aircraft due to

  the large cabin on top of the fuselage were the

  radio operator and the engineer sat along with

  a Breda-Safat 12.7mm machine gun to defend

  against enemy fighters.

  ith the introduction of the first six SM.79

  modified to carry the SIAI torpedo,

  preparations were made for the first combat

  actions. On the 25th of July 1940 the Reparto

  Sperimentale Aerosiluranti was created,

  speeding up preparations of the equipment

  and crew it was ready for early August. The

  first torpedo combat action was carried out

  against the port of Alexandria by 5 planes on

  the night of the 15th of August. It wasn’t a total

  success however, one SM.79 was lost without

  any tangible victory. The determination of the

  crews, however, lead the way for a series

  of very successful missions that took into

  account all the previous errors. New tactics

  and techniques were developed and victories

  didn’t take long. From 1940 to 1943 a great

  number of Sparviero were modified or built in

  the torpedo bomber configuration even with

  shortages, sabotage and the ever increasing

  enemy fighters threat that made torpedo

  runs much more dangerous. The amount of

  sank or damaged ships by the SM.79 speaks

  for itself, contributing to fuel the myth of the

  “gobbo maledetto”. Despite being obsolete

  or if it wasn’t designed for such actions, this

  aircraft was a perfect adaptation, even when

  compared to its successor the SM.84, which

  failed to replace it.With the Armistice in Italy in

  September 1943 there were still a lot of SM.79,

  but the fall of the fascist government and

  the Italian military apparatus brought about

  a great crisis. With the Civil War on the horizon,

  Italy divided, in the North the new fascist

  regime still allied to the Germans, while the

  South sided with the allies. The SM.79s saw

  combat actions once more, in the South it

  was limited to transport and training, but in

  the North torpedoes were still being attached

  to the belly of the aircraft. SIAI had already

  modified the Sparviero project with new “bis”

  A post-war SM.79

  attached to Zona Roma,

  a big unit based in central

  Italy. Side windows can be

  seen on fuselage sides.

  A wonderful pics of the interior of a preserved SM.79 in Italy, with many details and

  colours well visible.

  The famous "typewiter" placed inside the bomber aimer gondola. It was a device that

  selected the order of launching bombs and their selection.

  W

  INFO Eduard

  21

  February 2024

• Page 22

  HISTORY

  version, the aircraft were greatly improved

  with new Alfa 128 engines, a more powerful

  armament, new radios and the removal of

  the gondola. All these changes finalized the

  Sparviero into a true torpedo bomber. Taking

  advantage that SIAI was in Northern Italy, the

  ANR (Aeronautica Nazionale Repubblicana)

  was able to group together new and old

  equipmen t and determined crews ready to at tack

  the enemy that was climbing the Peninsula.

  The ANR carried out daring torpedo runs

  in Ancona, Bari, to counter the landings

  at Anzio and even a night time raid on

  Gibraltar. The losses decimated the

  ranks, along with aircraft lost in combat

  missions a lot were also lost in transport

  flights intercepted by enemy fighters.

  hen the war in Europe was finally over,

  a great number of SM.79 were still

  airworthy. They would go on to have a major

  role in the rebirth of the new Aeronautica

  Militare Italiana that struggled to get back on

  its feet due to the losses of men and equipment.

  More obsolete than ever, the SM.79 still served

  with many squadrons after the war, waiting

  for the Allies to grant surplus or more modern

  aircraft. The SM.79 also had one last merit that

  deserves a mention. 4 aircraft converted to

  transport planes were sold to Lebanon in 1949.

  In a time of great economic struggle selling

  those 4 aircraft was needed to not go bankrupt

  but many years later it would turn out to be an

  extraordinary blessing. With the phasing out of

  the lebanese SM.79, that government donated

  one back to Italy and today it is on display at

  the museum of Vigna di Valle. Nobody at the

  time thought about preserving some of them

  for future memory so all italian SM.79 were

  destroyed. Without Lebanon, which lated

  donated a second one to the Caproni museum in

  Trento, today there wouldn’t be any Sparviero

  for our eyes to marvel at or to remember the

  sacrifice made by so many men in combat.

  The second example of SM.79 preserved in the world is on display with Lebanese colours at Caproni Museum at Trento, in Northern Italy.

  The SM.79 preserved at Vigna di Valle Museum near Rome, Italy, with topsides just repainted in an unusual and strange "olive drab" colour.

  W

  INFO Eduard22

  February 2024

• Page 23

• ALBATROS: TIPS AND TRICKS

  Karel Pádár is one of the founders and executive directors of Eduard. He is also an accomplished modeler whose love is 1/72 scale kits of Japanese aircraft of all eras. He is a multiple national champion in plastic modelling and his most famous projects include scratch-built models of Kawasaki C-1 transport aircraft.

  BUILT

  Aero L-39C/CM/ZA/ZO

  In the 12/2023 issue of INFO Eduard magazine

  we published a photo gallery of the Hungarian

  Air Force L-39ZO model in 1/72 scale. This L-39

  for INFO magazine was built by Karel Pádár from

  the ALBATROS kit, cat. no. 2109 in Limited edition.

  We asked Karel to photograph the construction

  process and share his knowledge about the

  preparation and completion of the model.

  This is an older kit, which has already been

  through a lot. It was tooled in 2002 with

  a technology that we no longer use today. In 2011,

  newly designed engine intakes were added to

  the kit, but the mold was later damaged. After

  repairing it, we produced a new frame of clear

  parts in 2023. Despite these modifications, it‘s

  still a more than twenty year old model rather

  intended for experienced modelers.

  This is how Karel Pádár prepares to

  build the model:

  - He collects the maximum amount of photographic

  and other technical data.

  - He studies the kit and evaluates which version

  of the aircraft the kit allows him to build well

  and accordingly chooses the camouflage of the

  aircraft whose model he will build.

  - he studies the documentation for a specific

  aircraft and compares it with the kit.

  - From this, the notes in the instructions are

  gradually created according to the chosen

  camouflage. He keeps a careful written plan

  of the building process and, if necessary, draws

  sketches of the parts that need to be significantly

  modified or re-created.

  Cat. No. 2109, Marking J

  Karel Pádár is one of the founders

  and executive directors of Eduard.

  He is also an accomplished modeler

  whose love is 1/72 scale kits of

  Japanese aircraft of all eras. He is

  a multiple national champion in

  plastic modelling and his most

  famous projects include scratch-

  built models of Kawasaki C-1

  transport aircraft.

  Built by Karel Pádár

  Karel Pádár does not peel off the surface film when applying decals. He uses them as classic thin decals.

  TIPS AND TRICKS

  One of the last additions to Karel Pádár's collection,

  a model of C-46D Commando transport aircraft, built

  from Williams Brothers kit in 1/72 scale. He recreated

  panel lines on the entire model surface and used many

  new parts, including Plus Model accessories.

  INFO Eduard24

  February 2024

• Page 25

  BUILT

  When preparing to build a model, he prepares a plan

  of the process and makes notes in the instructions

  that relate to the specific plane he is building.

  If a part needs to be significantly modified or even

  newly manufactured, he prepares a sketch of it.

  He uses silver paint rather than surfacer to identify

  the depressions on the surface of the mouldings.

  The depressions are more visible.

  Seats in the process of modification.

  Karel‘s insights from this model building that he

  would like to share with modelers follow below.

  The references are for the printed version of the

  instructions for kit cat. no. 2109.

  Page 3 of the instructions

  - Part A6 must not fit below the level of the cockpit

  edges. The clear D6 part will later seat on top of

  the A6 part, among others.

  - It is advisable to postpone the gluing of part A15

  until later, as it needs to be slightly shortened

  from the bottom to fit in with the other parts.

  - It is not necessary to cut off part A10, which

  is marked in red.

  Page 4 of the instructions

  - Do not forget to put the ballast in the bow.

  Page 5 of the instructions

  - The A5 and A26 headrests have depressions and

  need to be filled.

  - Seat parts B6, A21 and B7 need to be thinned at

  the contact surfaces to allow the seat to fit into

  the cockpit. If the parts were not thinned, the seat

  would be about 2 mm wider and would not fit in

  the cockpit.

  - The headrests should be recessed (in real plane

  for pilot´s helmet) according to the photos.

  Page 6 of the instructions

  - Parts B9, A8, B14 and A7 must be painted

  in advance, including the leading edge of the

  engine intake inlet. Note that silver paint should

  be applied to the leading edge of parts A7 and A8

  on the outside and inside.

  - The drop-shaped radio navigation antenna,

  located above the rudder, had to be moved

  down 1.5 mm. It can be replaced, for example,

  by a modified photo etched part No 124.

  - It is advisable to cut wedge-shaped gaps at the

  outer edges of the elevators (and later add static

  electricity dischargers).

  - After the fuselage halves are glued together,

  it is necessary to paint with camouflage paint

  the area of the fuselage sides that will later be

  covered with parts B9 and B14.

  Page 7 of the instructions

  - The landing gear legs should be modified

  according to the photographs.

  - There are depressions in the plastic on the rack

  parts under the wing. It is advisable to sand

  them down, rework the panelling according

  to the photos and add brackets using Evergreen

  profiles.

  - On the lower part of the fuselage there is

  a missing hole for the auxiliary power unit outlet,

  it should be drilled according to the photos.

  Page 9 of the instructions

  - Part D6 is incorrectly shown in the printed

  version of the instructions in the „open canopy“

  position.

  INFO Eduard

  25

  February 2024

• Page 26

  BUILT

  Finished seats.

  When painting the interior, it‘s a good idea to first create

  the padding on the cockpit sides and then mask it.

  The A6 part, located between the front and rear of the

  cockpit, must be fitted so that its top edge comes out

  at the same level as the edge of the cockpit.

  Finished cockpit including correctly seated D6 cockpit frame part.

  Small parts before installation in the cockpit.

  Even the control sticks can be easily upgraded.

  Comparison of a finished seat, whose width was

  narrowed during construction, with an original kit

  seat that is too wide.

  INFO Eduard26

  February 2024

• Page 27

  BUILT

  Increased attention should be paid to the timely

  painting of parts A7, A8, B9 and B-14.

  Using a plate of the correct thickness, adjust

  the length of the wires.

  The undercarriage can be easily upgraded with wires,

  needles and also the use of masking tape to create

  the undercarriage details.

  It is advisable to paint the reflector black before

  installing the clear part and mimicking the bulb with

  silver paint.

  Finished reflector and preparation of the bulge

  on the pylon of the wing end arch.

  The aft fuselage area also requires filler.Preparation for the installation of wire struts for parts

  B9 and B-14.

  INFO Eduard

  27

  February 2024

• Page 28

  BUILT

  Karel Pádár uses Tamiya X-22 glossed coat when

  painting some of the photo etched parts. It is advisable

  to test the effects of the varnish beforehand. Some

  varnishes can damage the coloured surface of photo

  etched parts.

  Finished dashboard from two photo etched parts. Preparing a new antenna in red, made from an etched

  part, to be placed over the rudder.

  Karel Pádár made extensive use of Eduard‘s set

  of position lights when building the model.

  In some cases it is more convenient to make part

  of the framing of the canopy from a newly made decal.

  Pitot tube newly made from two needles compared

  to the original kit part.

  The model is nearing completion. Karel Pádár used white paint with gloss coat before to apply the large decal

  on the vertical tail. Due to the size of the decal, he stabilized it with diluted dispersion glue and let it set for about

  a day. He did not peel off the top film layer from decals.

  INFO Eduard28

  February 2024

• Page 29

  BUILT

  The lower part of the completed model, including the added outlet of the Sapphire auxiliary power unit on the left

  side of the lower aft fuselage.

  INFO Eduard

  29

  February 2024

• Air War in Ukraine - Wish for something, the red stars are falling!

  In the period covered by this part of the series, the Russian air force suffered some of the highest losses in the air, excluding the initial months of the invasion. Between December 1 and December 31, 2023, Ukrainian anti-aircraft defense shot down five to seven Russian aircraft, including one helicopter being taken out of service. Systematic attacks also continued in the occupied Crimea and the ships of the Black Sea Fleet. Unfortunately, at the end of the observed period, the Russians launched long-awaited winter missile attacks on Ukrainian cities.

  HISTORY

  Miro Barič

  Air War in Ukraine

  Wish for something, the red stars are falling!

  Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have been in the Ukrainian service for a long time.

  In the period covered by this part of the series, the Russian air force

  suffered some of the highest losses in the air, excluding the initial

  months of the invasion. Between December 1 and December 31, 2023,

  Ukrainian anti-aircraft defense shot down five to seven Russian aircraft,

  including one helicopter being taken out of service. Systematic attacks

  also continued in the occupied Crimea and the ships of the Black Sea

  Fleet. Unfortunately, at the end of the observed period, the Russians

  launched long-awaited winter missile attacks on Ukrainian cities.

  The first Russian loss occurred on Tuesday,

  December 5, when a Su-24M bomber attempted

  to attack Odesa from the south. According to

  some sources, it intended to launch missiles,

  while others claim it carried gliding bombs with

  a range of up to 70 km. Instead, it was shot down

  by a Ukrainian missile in the area of Snake Island.

  The Patriot system was likely used. Ukrainians

  received two batteries in the spring of the previous

  year, initially used for the defense of Kyiv, and one

  battery was later transferred to Odesa in the fall.

  At the end of last year, they were supposed to

  receive a third battery from Germany, and it seems

  they successfully used it not only in a defensive

  mode, as we will later see.

  Both pilots of the downed Su-24M, belonging

  to the Russian naval aviation, were supposed to

  eject, but they did not survive. Russians sent an

  An-26 aircraft and an Mi-8 helicopter to search

  for them, but the search was unsuccessful. On the

  very next day, Wednesday, December 6, Russians

  lost an Mi-8 helicopter. It landed in a field near

  the village of Mankivka in the Svatove district of

  the Luhansk region. It stayed on the ground long

  enough for a Ukrainian drone to notice it and guide

  the firing from the M142 HIMARS rocket launcher.

  The rocket did not directly hit the helicopter but

  exploded nearby, still causing the fuselage to be

  pierced by fragments.

  On Sunday, December 17, Russians lost a Su-25

  attack aircraft. The location and circumstances

  were not specified. The pilot, a lieutenant colonel

  with the call sign Mason, lost his life. According to

  some sources, he was shot down by his own Buk

  M3 air defense system. According to other sources,

  he was flying by instruments in very bad weather

  and crashed after losing orientation. It is worth

  noting that the Russian side does not officially

  report its losses. However, the losses of pilots are

  usually confirmed by sources on social networks,

  such as the Telegram channel Fighterbomber.

  Three Sukhois shot down at the same time

  Black day for the Russian air force occurred

  on Friday, December 22, when a group of Su-34

  fighter-bombers fell into a deadly trap. Russian

  aircraft regularly flew to bomb the Ukrainian

  bridgehead on the left bank of the Dnieper and

  artillery positions on the right bank of the river.

  A similar situation occurred last May in northern

  Ukraine when Russians regularly flew to bomb

  Photos: Ukrainian

  armed forces,

  social media and other

  public sources

  INFO Eduard30

  February 2024

• Page 31

  Inscription on a Russian bomb as a memento for the Su-25 pilot nicknamed Mason. Russian rescue helicopter Mi-8.

  At least two of the downed pilots

  were found alive on December 22.

  The first confirmed casualty from

  the downed Su-34 was Lieutenant

  Stepan Zhirnov from the 277th

  Bomber Aviation Regiment.

  According to the

  latest information,

  Captain Vyacheslav

  Kisilev from the

  559th Bomber

  Aviation Regiment

  also died on

  December 22.

  Major Stanislav

  Romanenko, who

  died in a Ukrainian

  Su-27 at the Ozerne

  airbase.

  Equipment at the site where one of the pilots from the downed Russian Su-34 ejected

  on December 22, 2023.

  Damaged Ka-52, captured in Crimea in September. The footage appeared

  three months later.

  HISTORY

  Ukrainian territory with gliding bombs. However,

  Ukrainians moved the Patriot system closer to the

  border, and on May 13, 2023, they shot down two

  aircraft and three helicopters. They did a similar

  thing now in southern Ukraine and reported

  the shooting down of three Su-34s at once.

  It was supposed to happen in the Chaplynka and

  Kalanchak districts of the Kherson region. Official

  confirmation from the Russian side, of course,

  was not announced. Unofficial sources, however,

  stated that at least three pilots died, and at least

  two others survived the shootdown. This would

  suggest the downing of three Su-34s, which have

  a two-member crew. The identity of one of the

  dead pilots was confirmed as Lieutenant Stepan

  Zhirnov from the 277th Bomber Aviation Regiment.

  Although the Russian side officially remains silent,

  the loss of three Su-34s at once shook the Russian

  air force. Until then, they released about a hundred

  gliding bombs daily on the Ukrainian bridgehead

  around the village of Krynky, on the next day,

  Saturday, December 23, these attacks stopped

  completely. And the Ukrainians were not done

  with their mission by any means. On Christmas,

  December 24, they reported the downing of

  another Su-34 near Mariupol and a Su-30 near

  Odesa. This would truly suggest the deployment

  of two Patriot batteries in southern Ukraine. One

  protects Odesa, and the other moves as needed.

  The mentioned Telegram channel Fighterbomber

  even stated that this battery was placed on a train

  for easier and faster relocation. However, this

  information cannot be verified and seems rather

  unlikely.

  In addition to all the above mentioned recent

  shootdowns, photos documenting older losses

  have also appeared. On Saturday, December 23,

  images of a damaged Ka-52 helicopter were

  published, as it was transported on a trailer

  across the Kerch Strait to occupied Crimea.

  The footage dates back to September and probably

  relates to the Ukrainian offensive in the Zaporizhia

  region. During this offensive, Ukrainians reported

  several hits on Ka-52 helicopters, which were not

  visually confirmed at that time.

  INFO Eduard

  31

  February 2024

• Page 32

  Ukrainian Losses and Successes

  A similar case of confirming previously

  undocumented losses from the previous

  period has also occurred on the Ukrainian side.

  On Friday, December 8, footage of an Mi-8

  helicopter wreckage was released, which had

  crashed into a house, likely in the Kherson

  region. When and under what circumstances

  this happened is unknown. The fate of the crew

  is also unclear. A confirmed loss during this

  period on the Ukrainian side occurred on Friday,

  December 22. After the alarm was raised due to

  approaching Shahid drones, a Su-27 fighter took

  off from the Ozerne base in the Zhytomyr region.

  It was piloted by Major Stanislav Romanenko from

  the 39th Tactical Aviation Brigade. A few minutes

  after takeoff, the aircraft crashed near the airport,

  and the pilot died. The cause of the plane crash is

  not yet known. Romanenko was already retired,

  but after the Russian attack in February 2022,

  he again assumed an active duty as a pilot with

  the Ukrainian Air Force.

  In addition to shooting down the aircraft,

  Ukrainians also claimed another significant

  success in attacks on surface targets. In the

  port of Feodosia in occupied Crimea, on Tuesday,

  December 26, a landing ship of the Ropucha class

  was destroyed. Before the war, the Russians

  concentrated thirteen landing ships in the Black

  Sea. However, the expected amphibious operation

  against Odessa never took place, and these

  vessels serve only to transport supplies for the

  frontline units. Ukrainians gradually managed

  to destroy Saratov and Minsk ships and damage

  the Olenegorsky Gornyak. Novocherkassk is now

  the fourth decommissioned landing ship of the

  Russian fleet.

  Its demise was captured in several videos. The

  ship was hit by Storm Shadow missiles, caught

  fire, and then suffered a massive explosion. The

  cargo being carried, which probably consisted

  of artillery shells and rocket launcher missiles,

  exploded. However, initial reports mentioned

  a shipment of Iranian drones. The ship's fragments

  were scattered within a radius of 700 meters, and

  residents of Feodosia found debris in their yards

  and on the streets for several days after the

  incident. The explosion also caused the sinking

  of the old training ship UTS-150, converted from

  a former T43-class minesweeper from the 1950s.

  It was anchored opposite the landing ship on the

  other side of the port basin.

  The wreckage of Novocherkassk sank to

  the bottom of the harbor, with only the burned

  remnants of the bridge, chimney, and broken mast

  remaining above water. Some Russian sources

  admitted that 33 sailors were missing after the

  attack. The Ukrainian side reports that about 70

  Russians died on the ship. What followed the

  sinking of Novocherkassk vividly illustrates the

  work of Russian propaganda, aiming to inundate

  the information space with a multitude of versions

  that not only contradict available evidence but

  often contradict each

  other. Do not look for logic

  in this; Russia is merely

  trying to marginalize and

  doubt the truth in this

  way.

  In the case of

  Novocherkassk, for

  example, the Russians

  took advantage of the

  fact that higher-quality

  footage was not available

  shortly after the attack.

  The wreckage of the ship

  was not clearly visible at

  the pier, and the buildings

  and cranes on the pier

  appeared untouched. Therefore, claims emerged

  that Ukrainians did not sink any ship in Feodosia,

  and the video of its explosion is fake. However,

  further images quickly revealed that even the

  concrete pier was seriously damaged, and it likely

  diverted the explosion's energy away from the

  buildings and cranes. The shipwreck was also

  clearly visible in subsequent satellite images.

  Afterward, the Russians tried to downplay the

  loss of the ship by claiming that it was already

  decommissioned and unused. However, the

  Suchonimus channel on YouTube, based on recent

  satellite images, demonstrated that although

  Novocherkassk regularly anchored in the same

  place, there were days when it was absent from

  the harbor. Obviously, it was lifted to pick up

  some cargo during those times. This happened,

  for example, on October 18. Russians also labeled

  Feodosia as a peaceful civilian port with no

  American guided gliding bomb under the wing of a Ukrainian MiG-29 fighter.

  Fire on the Russian landing ship Novocherkassk in the port of Feodosia.

  The wreck of the

  Novocherkassk ship after

  sinking near the pier.

  Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have been

  in the Ukrainian service for a long time.

  HISTORY

  INFO Eduard32

  February 2024

• Page 33

  defenses, explaining how Ukrainians managed

  to sink the ship. However, this claim was easily

  refuted by Suchonimus based on satellite images.

  In the photo from October 2, Feodosia can be seen

  with 16 ships, at least seven of which are military,

  including two corvettes and two minesweepers.

  The assertion of a civilian port without defenses

  contradicts another Russian version, according to

  which the port's defense worked excellently and

  shot down two attacking Ukrainian Su-24 aircraft

  directly above the ship. The huge explosion in the

  video is said to capture the end of the Ukrainian

  planes. Ignoring the fact that, according to multiple

  statements from the Kremlin, all Ukrainian Su-24s

  were already eliminated sometime in the summer

  and fall of 2022, it is a childish excuse, especially

  considering that Su-24s release low-flying

  missiles hundreds of kilometers away from the

  target. Therefore, they did not need to fly over the

  territory controlled by Russia during the attack.

  The Largest Attack of the Entire War

  At the very end of the observed period, Russia

  resumed its bombing offensive against Ukrainian

  cities. For several months, it had been using

  primarily Shahid drones, which helped map the

  activity of the Ukrainian air defense. However, on

  Friday, December 29, Russia launched a large-

  scale attack using a significant number of missiles

  and low-flying missiles, fired from 18 strategic

  bombers. A total of 122 were aimed at Ukraine,

  of which the defenders managed to destroy 87.

  They were complemented by 36 drones, of which

  27 were shot down. It was the largest aerial attack

  since the beginning of the war. The targets included

  Kyiv, Kharkiv, Dnipro, Lviv, Odessa, Zaporizhia,

  and other cities. The attack resulted in 58 human

  casualties and more than 160 injuries.

  The target this time was not the energy

  infrastructure as in the past winter, but the

  military-industrial complex, specifically objects

  that Russians believed were used for military

  production. However, Ch-22 missiles were also

  used in the attack, which the Ukrainian defense

  struggles to intercept due to their high speed, but

  they are notoriously inaccurate. Consequently,

  the projectiles again hit mainly civilian objects.

  The impact affected 45 apartment buildings, over

  ZSU-23-4 Shilka self-propelled anti-aircraft gun in Ukrainian service.

  The battle against drones is ongoing around the clock.

  Cannons mounted on MT

  -

  LB chassis are also used against drones.

  Burning shopping center hit on December 29 in Dnipro.

  HISTORY

  INFO Eduard

  33

  February 2024

• Page 34

  100 houses, schools, hospitals, two churches,

  shops, warehouses, and a metro station. In Kyiv,

  33 people died, and 35 were injured. In Dnipro,

  where a maternity hospital and a shopping center

  were hit, seven people died, and 30 were injured.

  In Odessa, the attacks claimed five lives and

  injured 27 people. During the attack, one of the

  Russian missiles penetrated Polish territory

  and, after about three minutes, turned back into

  Ukrainian airspace. It appears to be a deliberate

  maneuver aimed at avoiding Ukrainian defense

  and attacking from an unexpected direction. There

  were also cases where Ch-101 missiles released

  decoy targets during flight. It is unclear whether

  they were pre-programmed to do so in specific

  areas or if they have a sensor that alerts them

  when they are targeted.

  Ukrainian Retaliation

  On the following day, Saturday, December 30,

  Ukraine launched 70 drones targeting locations in

  Russian territory. The most severely affected was

  the city of Belgorod, approximately 40 km from

  the Ukrainian border. Russian authorities claim

  that Ukrainians targeted civilian objects, including

  a skating rink, a shopping center, and a university.

  Twenty-five civilians were reported dead, and over

  100 were injured. However, based on photographs

  released by Belgorod residents, it appears that the

  city was mainly hit by its own air defense missiles.

  Some debris found in the streets was identified as

  remnants of S-300 missiles, and several houses

  were hit by missiles from the Pantsir systems.

  The Kremlin rejected this claim, and a military

  spokesperson stated that the Russian armed

  forces precisely target their objectives without

  causing any collateral damage. Remember this

  statement, as we will come back to it later in

  the continuation. Mutual attacks between the

  two sides continued. After Belgorod was shelled,

  Russia launched missile attacks on Kharkiv,

  hitting a hotel, apartment buildings, and other

  "military" targets. In the following days, Russia also

  deployed 49 drones against Ukrainian cities.

  The shelling of Belgorod had repercussions

  in the UN. The Kremlin, without any evidence,

  claimed that Ukraine used RM-70 Vampire rocket

  launchers supplied from the Czech Republic. They

  could not have had any evidence because even

  with extended-range rockets, the Vampire from

  Ukrainian territory could not reach the center of

  Belgorod. Nevertheless, Russia sought to summon

  the Czech representative to the UN to provide an

  explanation. However, the Czech representative

  refused the summons and did not allow himself to

  be exploited by Russian propaganda.

  F-16 from the Netherlands as well

  During the observed period, problems with the

  delivery of necessary weapons and ammunition

  escalated due to internal political disputes in the

  United States. Despite this, there were positive

  developments for Ukraine. For example, missiles

  for Patriot systems are manufactured under

  license in Japan. Although they are not directly

  delivered to Kyiv, Japan agreed to provide its

  products to the United States, which could then

  supply Patriot missiles to Ukraine. Good news

  also came regarding F-16 fighter jets. In addition

  to Belgium, Denmark, and Norway, which had

  already promised their delivery, the Netherlands

  joined during the observed period, announcing that

  it would provide Ukraine with 18 aircraft. At the

  same time, the first six Ukrainian pilots completed

  basic training on the F-16 and moved to Denmark,

  where they continue their combat training. There

  were also reports that donor states are actively

  working to enhance the F-16 aircraft within their

  capabilities during the training of Ukrainian pilots.

  This includes the installation of more modern

  radars, and the integration of advanced weapons

  is not ruled out. Incidentally, Russia reacted in

  its typical manner. Even before the arrival of the

  F-16s in Ukraine, it claimed to have destroyed

  six of them in an attack on the airport in Odessa.

  They even provided a photo of a burned fighter on

  the ground. However, there was one small flaw –

  the photo is from 2018 and captures the crash of

  a Belgian aircraft.

  The maternity hospital in Dnipro was also destroyed. Mothers were evacuated to shelters

  after the alarm was sounded.

  Damaged residential building in Odesa.

  Disposal of a Kinzhal missile warhead that got harmlessly buried in the ground. There is also a video capturing

  the fall of another downed Kinzhal into the water.

  Ukrainian President Volodymyr Zelensky in the cockpit of an F-16. Beside him

  is the Commander of the Dutch Air Force, Lieutenant General Andre Steur.

  HISTORY

  INFO Eduard34

  February 2024

• Page 35

• Page 36

  BOXART STORY

  Decorating military aircraft with symbols or

  markings related to significant anniversaries

  is quite common in modern times, especially in

  NATO units. A nice anniversary marking on an

  aircraft is usually of interest to modellers. In the

  case of the L-39 Albatros, we have seen two such

  honours in recent years and both of them have

  appeared in Eduard kits for obvious reasons.

  The first one was L-39ZA, no. 232433 from

  Náměšt' nad Oslavou, with the depiction of

  the main designer of this aircraft, Jan Vlček.

  The second one is L-39CM, No. 915254 of the 2 Fighter

  Squadron, 31 Fighter Wing, of the Slovak Air Force

  from 2022, commemorating the 100th anniversary

  of the birth of the Czechoslovak fighter ace,

  S/Ldr. Otto Smik (current ProfiPACK No. 7044).

  Otto Smik was born on 20 January 1922 in

  Borjomi in the Caucasus. His father, a Slovak

  soldier who fell into Russian captivityin this

  area during the First World War, got married

  there, and although he wanted to return to

  his homeland, he couldn't do so before many

  years. He did eventually return in 1934 with his

  Russian Wife and their three sons, of whom Otto

  was the middle one. After some peripeties, the

  family settled in Bratislava. Otto, who had been

  interested in aviation since he was a child, built

  models and learned to fly gliders. However,

  he could not reconcile himself tothe Slovak

  state's establishment and its leaning towards nazi

  Germany. At the tender age of 18, in March 1940,

  he fled Slovakia to join the Czechoslovak foreign

  resistance. Via Hungary, Yugoslavia, Greece and

  Iran, he reached France, where he joined the

  Czechoslovak Air Group in the French Air Force in

  June 1940. However, France fell before he started

  his training. The direction of further escape was,

  as for many others, Great Britain.

  Here he was accepted into the RAF, where he

  underwent flight training. After that, the British

  Royal Air Force promoted him to the rank of Pilot

  Officer, but in the structures of the Czechoslovak

  Foreign Army he had the rank of Corporal.

  This discrepancy was not well borne by some

  Czechoslovak career officers, and Smik was put

  to considerable hardship during his first tour of

  duty with the No. 312 and No. 310 Czechoslovak

  Squadrons. After only a few days, Smik therefore

  transferred to the British 131 Squadron at his own

  request, and later to the 122 Squadron of the RAF.

  On 13 March 1943 he achieved his first victory,

  a probable shoot down of a Bf 109. In May 1943 he

  transferred to 222 Squadron, where he increased

  his score to 7 and 1/2 aircraft shot down for sure,

  2 probably and 3 damaged. With this score, after

  taking a break from operational flying, he started

  his second operational tour as one of the most

  successful Czechoslovak fighters. In March 1944

  he returned to the Czechoslovak unit, this time

  with the No. 310, later 312, Squadron.

  While Flight commander he was shot down

  over the Netherlands on September 3, 1944. After

  an emergency landing he managed to get behind

  Allied lines and after less than two months

  he was back in England. On 13 November 1944

  he took leadership of the No. 127 squadron

  of the RAF, with which he undertook mainly

  bomber escorts and attacks on ground targets in

  support of the allied invasion troops. After fifteen

  days, however, Otto Smik was again shot down.

  This time his attack on the railway station at

  Zwole in the Netherlands was fatal. His Spitfire

  was hit several times by flak and the aircraft

  crashed at the Blooksteeg farm near Zwole.

  Otto Smik died in the wreckage. At the same time,

  one of his wingmen, Belgian Henri L. J. Taymans,

  was also shot down and his plane crashed into

  a muddy ditch by the railway line. A series of

  misidentifications, started by the Germans when

  one of the two pilots was buried, and continued

  by the Belgian and then the British War Graves

  Commission, created a mistake and a mystery

  that was not unravelled until 1965.

  Since 1994 the famous pilot has been buried in

  the Slavic Valley in Bratislava. Otto Smik received

  many military decorations for his successful

  combat activities: five Czechoslovak War Crosses

  1939-45, the Czechoslovak Medal for Valour,

  the Order of the M.R.S. 3rd Class, the French Croix

  de Guerre with palms and the British Defence

  Medal and Air Crew Europe Star. During the war

  he flew 263 operational sorties, 215 of which were

  over enemy territory. He certainly shot down

  11 enemy aircraft, 1 probably and 3 damaged,

  in addition to these, he destroyed three V-1

  missiles in flight and a number of ground targets.

  Smik's commemoration on the tail surfaces of

  Albatross No. 915254 is one of the significant

  tributes the Slovak Air Force has paid to his

  legacy.

  For more information about Otto Smik and his

  aircraft, we recommend the book by Zdenek Hurt

  "Naší se vraceji“ (Boys are back / Eduard, 2013),

  and the website of the aviation society Classic

  Trainers.

  Illustration: Antonis Karydys

  A face on the tail

  Text: Jan Zdiarský

  #7044

  INFO Eduard36

  February 2024

• The second youngest

  A man on one of the many hospital beds is breathing rapidly, a worried nurse regularly wipes the beads of sweat on his forehead. The slender young man with delicate features and premature wrinkles around his eyes suffered a gunshot wound to his thigh in an aerial combat a few days ago and lost a lot of blood because of it. But that doesn’t worry the doctors nearly as much as the inflammation that is slowly but surely poisoning his entire body. Just twenty years old, Olivier Freiherr von Beaulieu-Marconnay is losing his fight for life, meanwhile far away in Germany a paper-pusher is now rushing to bestow the highest honour, the Pour le Mérite, on the exceptional young man before his death...

  #8483

  BOXART STORY

  A man on one of the many hospital beds is

  breathing rapidly, a worried nurse regularly

  wipes the beads of sweat on his forehead.

  The slender young man with delicate features

  and premature wrinkles around his eyes

  suffered a gunshot wound to his thigh in an

  aerial combat a few days ago and lost a lot of

  blood because of it. But that doesn’t worry the

  doctors nearly as much as the inflammation

  that is slowly but surely poisoning his entire

  body. Just twenty years old, Olivier Freiherr

  von Beaulieu-Marconnay is losing his fight for

  life, meanwhile far away in Germany a paper-

  pusher is now rushing to bestow the highest

  honour, the Pour le Mérite, on the exceptional

  young man before his death...

  Two months shy of his eighteenth birthday,

  Olivier was already promoted from cadet to the

  rank of lieutenant as a member of the Fourth

  Cavalry Regiment (Dragoner Regiment von

  Bredow Nr. 4). When he switched from horses

  to planes, he took the stylized 4D badge as

  his personal symbol to adorn his planes. The

  Jasta 18, led by the vigorous Rudolf Berthold,

  was Olivier’s first air unit from December 1,

  1917, and subsequently, after a major reshuffle

  orchestrated by Berthold as the newly

  appointed commander of JG II, he and all his

  comrades became part of Jasta 15.

  The young fighter, whom his colleagues

  called “Bauli”, waited nearly half a year for

  his first kill. Why? In the spring of 1918, Jasta

  15 was flying new Siemens-Schuckert D.III

  fighters, which were forbidden to fly over the

  front line into enemy territory, lest the new

  aircraft fall into enemy hands. This noticeably

  limited the opportunities for combat, which

  was reflected in the persistent zero on Olivier's

  fighter account. But on May 28 a formation of

  AR.2 reconnaissance Dorands flew over the

  front line and one of them became Olivier’s

  prey. His account began to grow rapidly with

  the arrival of new Fokkers D.VII. During June he

  added seven victories, with six more in August.

  With a tally of thirteen victories, he then left his

  unit to take command of Jasta 19 on September

  2, just two weeks before his twentieth birthday.

  Olivier Freiherr von Beaulieu-Marconnay

  was the representative of fighter pilots who

  no longer knew the “gentlemanly” duels fought

  by the pre-war aviation pioneers, who in many

  cases were friends until the outbreak of the

  war. The air battles of 1918 were fierce, and

  the fallen old knights were replaced by new

  energetic men whose zeal and aggressiveness

  were just what the new D.VII Fokkers needed.

  Olivier took one of these great aircraft with

  him when he left Jasta 15. It was a machine

  powered by a BMW IIIa engine, which made

  these planes better climbers and also capable

  of higher speed. No wonder pilots loved them.

  Beaulieu-Marconnay was given an aircraft that

  was originally intended for Rudolf Berthold,

  commander of the entire JG II. Olivier had it

  repainted to match the color scheme of his

  new unit, notably a yellow nose instead of red.

  For more information on this subject, the reader

  is referred to the kit Cat. No. 8483, the boxart

  of which is the work of our Greek collaborator

  Antonis Karydys. It depicts Olivier's D.VII in one

  of the many battles with American pilots on

  French Spads XIII. This time the painting is not

  reflecting any specific action. It is just a scene

  that represents the character and participants

  of those battles.

  The young commander of Jasta 19 met his

  destiny on October 18, 1918. On that day, Jasta

  19 pilots engaged British fighters in a crossfire

  and one bullet hit Olivier's thigh. Some sources

  state that it was a bullet fired by a fellow

  German fighter, but evidence for this claim is

  lacking. The heavily bleeding pilot was still

  able to get his plane to the airfield and land.

  He lost consciousness shortly afterwards

  and was taken to hospital in Arlon, Belgium.

  The wound became inflamed, and his condition

  continued to deteriorate. The Luftstreitkräfte

  command was already in process of awarding

  him the Pour le Mérite after his twentieth

  victory, but official procedures usually took

  four to five weeks. Now, three weeks after

  reaching the threshold required for the award

  of the highly valued decoration, its prospective

  recipient was lying in critical condition in

  hospital. Sources differ as to the events at the

  end of Olivier’s life. Some state that he learned

  of the award six hours before his death, others

  that the information had not reached him alive.

  However, the “Blue Max” could not have been

  awarded posthumously, so the official report

  must have stated the first option ... In any case,

  Olivier became the second youngest pilot to be

  awarded this high decoration.

  Text: Richard Plos

  Illustration: Antonis Karydys

  The second youngest

  INFO Eduard

  37

  February 2024

• Page 38

  BOXART STORY #84198

  On the boxart of this Spitfire edition, Piotr

  Forkasiewicz captured S/Ldr James Rankin of

  the No. 92 Squadron RAF in battle with German

  opponents somewhere over France in the

  summer of 1941. This period of large numbers

  of RAF raids over occupied territory on the west

  coast of Europe was given the name Non-Stop

  Offensive.

  In the winter of 1940, after the Battle of

  Britain, most Luftwaffe fighter units moved

  to Germany to rest, replenish pilots and

  take delivery of new machines. Many airmen

  anticipated that the battle would continue in

  the spring and eventually lead to an invasion

  of southern England. But Adolf Hitler's plans,

  as we know, headed elsewhere.

  Meanwhile the RAF command decided to shift

  its operations over French territory during 1941.

  It proposed several methods of deployment.

  These were not just raids on naval targets

  (Roadstead), daily bombing missions against

  specific ground targets (Ramrod) or risky

  attacks by pairs of fighter aircraft on more or

  less random targets on the continent (Rhubarb).

  German air raids during the Battle of Britain,

  designed to lure into combat and destroy fighter

  units of Hurricanes and Spitfires, impressed

  the RAF command to such an extent that it

  decided to adopt and modify this tactic. Instead

  of the tens to hundreds of bombers used by

  the Germans, however, the British decided to

  deploy only small numbers of bombers, usually

  six to twelve. These were mostly Blenheims,

  although Stirlings, for example, were also

  deployed into combat. Gradually the number of

  bombers increased to 24 in exceptional cases,

  and the very complicated fighter escort system

  had as many as 350 Spitfires and Hurricanes

  in several flight levels. However, these actions,

  called Circus, posed no real threat because of

  the small number of bombers and the short

  range of the British planes, which did not have

  many strategic military or industrial targets

  within their radius of action. Germans were

  often unable to distinguish them from Sweep

  or Rodeo actions, which were purely fighter

  operations over enemy territory.

  By the end of June 1941, the RAF had carried

  out about 20 Circus missions. Thanks to their

  new radar stations, the Germans quickly learned

  to recognize the types of enemy operations and

  to react accordingly with their own fighter units

  (or even ignore them). Their new Bf 109 F-1 and

  F-2s represented a considerable advantage

  over the Hurricanes and Spitfires Mk.II. Soon the

  technical superiority was offset by the arrival

  of the Spitfire Mk.V. In the autumn, however, the

  first Fw 190 As appeared over the battlefield,

  which shifted the scales again slightly in favour

  of the German pilots. They were usually above

  their RAF opponents in time to be ready with

  the sun at their backs or behind the clouds.

  They chose their targets carefully and followed

  a disciplined hit-and-run tactic.

  After the attack on the Soviet Union, the

  RAF greatly increased the number of Circus

  operations, hoping to tying up more German

  fighter units at the Channel and make the

  situation easier for the Soviets. However,

  this did not happen and the German fighter

  units, although numerically weaker, retained

  the tactical initiative. German propaganda

  derisively referred to the British plan as the

  “Nonsense Offensive”.

  From the end of June 1941 to the end of the

  year, JG 2, JG 26 and one operational training

  unit lost 101 pilots and 110 aircraft in combat,

  with another 58 destroyed or seriously damaged

  in other circumstances. German fighter pilots

  claimed 838 RAF aircraft, with a number of

  other downed planes claimed by flak units.

  Their British opponents claimed 731 certain

  victories but lost 1,036 fighter aircraft and 585

  were severely damaged. The RAF command,

  thanks to the ULTRA service, had an accurate

  picture of the situation, from decoded German

  radio dispatches describing replenishment of

  Luftwaffe losses.

  The last mission of this type in 1941 was Circus

  No. 110, which on November 8, 1941, headed for

  the Lille area. Due to German readiness and

  a combination of poor weather conditions and

  bad decisions on the side of the RAF, eleven

  Spitfires and nine pilots were lost, including

  one Wing Commander and three Squadron

  Leaders. A further six Spitfires were shot down

  while escorting Hurricanes during a Ramrod

  mission to the St. Pol area. The outcome of this

  operation was so bad for the RAF, that these

  missions were cancelled, except to focus on

  significant ground targets.

  For a more detailed study of this subject

  I recommend John Foreman's publications and

  books focusing on the history of JG 2 and JG 26.

  Illustration: Piotr Forkasiewicz

  The Non-Stop Offensive

  Text: Jan Bobek

  INFO Eduard38

  February 2024

• Page 39

  #82161

  BOXART STORY

  This dramatic boxart by Piotr Forkasiewicz

  depicts one aircraft of II./JG 52 in the last

  weeks of the war. This unit was commanded

  by Hptm. Wilhelm Batz (237 v.) from February

  1945. Apart from a few Bf 109s of the G-6 and

  G-14 versions, the core of its armament were

  Bf 109 G-10/U4s from the nearby WNF plant.

  The unit also received several Bf 109 K-4s.

  From the autumn of 1944, II./JG 52 fought in

  the defence of Hungarian territory, together

  with the Bf 109s from units 101. Vadászezred,

  II./JG 51 and I./JG 53, which fought near Vienna

  and over southern Moravia in April 1945.

  Most airmen understood that the end of

  the war was inevitably approaching and that

  defeat would probably be terrible. They faced

  overwhelming odds against Soviet ground and

  air forces. At this time, over Hungarian and

  Austrian territory there were also sporadic

  engagements with American fighters. Yet the

  pilots of II./JG 52 in the final months of the

  war managed to find a way to make their lives

  a little more pleasant in the microworld of

  their unit. For example, announcing just after

  midnight a wake-up call pretending to slightly

  drunk colleagues that it was seven in the

  morning.

  In his memoirs Heinz Ewald, then a member

  of II./JG 52 and CO of the 7th Staffel (former

  6th Staffel), recalled such funny moments.

  He was lucky many times during the war

  (that's why he got the nickname E

  -

  Sau). Luck

  was on his side on March 1, 1945, when he was

  accidentally shot down by an SS anti-aircraft

  unit near his own airfield. His friend, later

  CO of JV 44´s Fw 190 D-9s, the legendary “Heino”

  Sachsenberg, dealt the flak unit his own crazy

  way. For more details on this incident, see the

  INFO Eduard 11/2010.

  A month later II./JG 52 was briefly stationed

  in Wien-Aspern. Landing on a concrete

  surface was not something Wilhelm Batz

  and his subordinates were used to. Not only

  Batz's K-4 but also twelve other Bf 109s were

  damaged. On a mission from this base, Ewald

  was again shot down. This occurred on April 3,

  1945, during a strafing attack south of Vienna.

  Bernd Barbas, in his chronicle of II./JG 52,

  states that this occurred after a dogfight with

  American fighters, but Ewald does not mention

  any enemy aircraft. Moreover, the Americans

  did not claim any victories in this area. Ewald

  points out in his memoirs that in addition to

  a 30mm cannon in the engine and two 13mm

  machine guns, his machine was also equipped

  with two 20mm cannons under the wing. After

  the end of the war, very few G-14 and G-10s

  were documented as being so armed, but three

  G-10s with underwing gondolas are known

  from Austria, for example.

  The target of Ewald's Schwarm was in the

  area Waltersdorf-Moosbrunn. After attacking

  several columns and equipment assembly

  areas, one of the wingmen reported that

  a white “stream” was leaking from Ewald's

  machine, probably the radiator in the wing

  had been hit. Then there was an engine failure

  and Ewald had to put his machine on its belly

  among the vineyard hills. The left gondola

  under the wing carved a furrow in the ground

  like a plough. Ewald pulled the parachute out

  of the machine and walked west. He soon

  came under enemy fire and ran away from

  the machine. Soon dusk fell and he came

  upon two Sturmgeschütz riding towards his

  plane. Together with them he returned to the

  Messerschmitt and the tankers helped him

  dismantle and salvage the radio station. It was

  only during the drive back that Ewald noticed

  that the tankers were from an SS unit. He was

  taken by another vehicle to his airbase where

  he was already presumed lost. The grateful

  airmen rewarded the tankers with a supply

  of aviation gasoline. During the following day,

  mechanics, accompanied by tankers, took

  the aircraft to the base and counted 18 hits.

  The very next day, 5 April, Ewald managed to

  shoot down an Il-2 Shturmovik over Vienna.

  It was his 79th victory. By the end of the war,

  he scored five more victories and received the

  Knight's Cross.

  In the final weeks of the fighting, Luftwaffe

  fighter units were being disbanded also in

  this part of the European battlefield. First

  II./JG 51 on 12 April, five days later the same

  fate awaited I./JG 53. Somehow this is how

  the “white 11” (with the inscription Rosemarie

  under the cockpit), which bore the overpainted

  insignia of JG 53 and II./JG 51, got to Ewald's

  7th Staffel. It wasthen flown by Ofw. Richter,

  who didn't belong to II./JG 52, to American

  captivity at Neubiberg on May 8, 1945. Heinz

  Ewald was released from American captivity

  in Fürstenfeldbruck on June 22, 1945.

  Text: Jan Bobek

  Illustration: Piotr Forkasiewicz

  The end of the war at the Danube

  INFO Eduard

  39

  February 2024

• Page 40

  #11179

  SPARVIERO

  1/48

  The Heavy Retro Limited edition of the kit of the famous Italian WWII three-engined medium

  bomber aircraft SM.79 Sparviero in 1/48 scale.The first edition of this kit was released in 2001.

  Sparviero (Sparrowhawk) served as a classic bomber or as a torpedo bomber. First fought

  in the Spanish Civil War, followed by service in World War II.

  plastic parts: Special Hobby

  marking options: 6

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: yes, cockpit, wheels, spinner,

  propeller, engines, exhausts etc.

  Product page

  KITS 02/2024

  INFO Eduard40

  February 2024

• Page 41

  MM23838, Capt. Carlo E. Buscaglia, 281

  a

  Squadriglia, 132

  o

  Gruppo AS, Gadurra, Rhodes, summer 1941

  52

  a

  Squadriglia, 27

  o

  Gruppo BT, 8

  o

  Stormo BV, Son San Juan,

  Baleares, March 1938

  Carlo Emanuele Buscaglia started his military

  career with the 50

  a

  Bomber Squadriglia and in

  the ranks of 252

  a

  Sq., he took part in a combat

  baptism, a raid on the port of Marseille, on June

  21, 1940. His fame began to rise after training for

  torpedo attacks and his subsequent assignment to

  278

  a

  Sq. operating from El Adem. Tenente

  Buscaglia hit the heavy cruiser Kent, the

  light cruiser Glasgow and several transport

  ships during his stay with the unit. On

  March 5, 1941, 281

  a

  Squadriglia was formed,

  and Capitano Buscaglia was appointed as

  commanding officer, subsequently becoming

  CO of the 132

  o

  Gruppo in early April 1942.

  On November 12, 1942, a Sparviero flown

  by Buscaglia was shot down by a Spitfire

  and Buscaglia was declared dead. However,

  he survived with severe injuries and burns and

  was transferred to a POW camp at Fort Meade, MD.

  After the surrender of Italy, Allies offered him

  command of the 28

  o

  Gruppo Bombardemento.

  Ironically, his former 132

  o

  Gruppo, now operating

  on the ANR side, was renamed 1

  o

  Gruppo

  Aerosiluranti Buscaglia. On August 23, 1944,

  Buscaglia crashed while taking off. His Baltimore

  exploded and Buscaglia succumbed to his injuries

  and burns the following day.

  The first Sparvieros destined to support the

  Nationalists during the Spanish Civil War

  landed at Son San Juan airport in February

  1937 and belonged to 12

  o

  Stormo BV. The crews

  of this unit participated in actions against the

  Republicans until November 1937, when the

  12

  o

  Stormo pilots were replaced by colleagues

  from the 27

  o

  Gruppo of the 8

  o

  Stormo BV, known

  as the Falchi delle Baleari (Balearic Falcons).

  The Sparvieros, supplied from Italy, were painted

  in pre-war camouflage scheme, consisting of

  large color fields using the Marrone Mimetico 2,

  Verde Mimetico 1 and Giallo Mimetico 3 shades

  on the upper and side surfaces, while the lower

  surfaces were covered by Grigio Mimetico.

  KITS 02/2024

  INFO Eduard

  41

  February 2024

• Page 42

  MM 22278 or 22279, Ten. Col. Mario Giuliano, 193

  a

  Squadriglia,

  87

  o

  Gruppo BT, 30

  o

  Stormo, Sciacca, Sicily, December 1940

  MM 22593, 252

  a

  Squadriglia, 104

  o

  Gruppo BT, 46

  o

  Stormo,

  Skadar, Albania, end of 1940

  The 192

  a

  and 193

  a

  Squadriglia, forming the

  87

  o

  Gruppo, received their first Sparvieros in

  1938 and used them in Albania the following year.

  In early June, 193

  a

  moved to Sciacca airfield

  in Sicily, from where its crews flew their first

  wartime missions against airfields in Tunisia.

  From June 6, Sparvieros of 193

  a

  Squadriglia

  started raids on the island of Malta and on

  supplying convoys. The unit participated in the

  fighting against Malta until August 1941, when

  the rearmament of the unit to CANT Z.1007bis

  bombers began. The Sparviero, designated by

  the code 193-6, was camouflaged with Verde

  Mimetico 2, Marrone Mimetico 1 and Giallo

  Mimetico 2 on the upper and side surfaces, while

  the lower surfaces were sprayed with aluminum

  paint. The unit's emblem – Omino Elettrico – was

  painted on the fuselage sides, and the canvas

  punctures sustained during the Malta raids were

  covered with patches. It is not entirely clear

  whether these took the form of British or Italian

  cockades. The larger punctures were re-taped

  with pieces of canvas with the Italian tricolor

  and a label indicating when the damage occurred.

  Under the fuselage codes was the inscription

  CHI

  -

  MI

  -

  TOCCO'-CI

  -

  LASCIO'-LE

  -

  PENNE.

  The 252

  a

  Squadriglia, which formed, together with

  253

  a

  Squadriglia, 104

  o

  Gruppo BT, received the first

  Sparvieros on February 15, 1940. In June of the

  same year the crews took part in the first raids

  on targets in Corsica and Marseilles, followed

  by a move to an airfield in occupied Albania in

  November, from where the Sparvieros took off

  for bombing raids over Greece. The Sparvieros

  used by 252

  a

  Squadriglia were camouflaged in

  several camouflage schemes, consisting of both

  spots and irregular patches. The Sparviero with

  number 252-3 had the camouflage of irregular

  patches sprayed with Marrone Mimetico 53193,

  Verde Mimetico 53192 and Giallo Mimetico

  3 shades on the upper and side surfaces, the

  lower surfaces were sprayed with aluminum

  paint.

  KITS 02/2024

  INFO Eduard42

  February 2024

• Page 43

  253

  a

  Squadriglia, 104

  o

  Gruppo BT, 46

  o

  Stormo, Gadurra,

  Rhodes, August 1942

  256

  a

  Squadriglia, 109

  o

  Gruppo BT, 36

  o

  Stormo, Castelvetrano,

  Sicily, June 1940

  The crews of 104

  o

  Gruppo Sparvieros were

  retrained for anti-ship torpedo attacks in the

  spring of 1942, and the unit first moved to

  Decimomanu airfield on the island of Sardinia

  in May 1942 to conduct raids on ships of the

  Harpoon convoy. Later they moved to Rhodes in

  July, from where they undertook reconnaissance

  flights over the eastern Mediterranean and

  attacks against Allied shipping in the same

  area. The Sparvieros used by 252

  a

  Sq. and

  253a Sq. against ships in the summer of 1942

  were camouflaged with Verde Oliva Scuro

  2 shade on the upper and side surfaces, the lower

  surfaces were painted in Grigio Azzuro Chiaro

  1 shade. The olive color on upper surfaces was

  supplemented with irregular patches of GAC 1

  paint before Rhodes deployment. The vertical fin

  of the aircraft number 253-8 was like the other

  aircraft of the unit adorned by silhouettes of the

  ships, which were hit during the operation against

  the Harpoon convoy by the entire 104

  o

  Gruppo BT.

  The entire 109

  o

  Gruppo, consisting of 256

  a

  Squadriglia and 257

  a

  Squadriglia, was formed

  along with its sister 108

  o

  Gruppo in the spring of

  1938 at Bologna Borgo Panigale airfield. These

  units were equipped with Savoias SM.79 and

  SM.81 and took part in the occupation of Albania

  with them. Subsequently, they were moved back

  to Sicily, from where they undertook raids on

  Malta and on convoys transporting much needed

  material destined for the struggling island and

  its inhabitants. The camouflage of this Sparviero

  consisted of a base color of Giallo Mimetico

  3 on the upper and side surfaces, with irregular

  patches of Marrone Mimetico 53193 and Verde

  Mimetico 53192 shades. The lower surfaces

  were camouflaged with Grigio Mimetico. On both

  sides of the vertical fin, there was painted the

  emblem of 36

  o

  Stormo, the towers of Asinelli and

  Garisenda, monuments and landmarks of the

  city of Bologna, meant as a honor of the place

  of origin of this unit.

  KITS 02/2024

  INFO Eduard

  43

  February 2024

• Page 44

  Recommended:

  for SPARVIERO 1/48

  481129 SM.79 bomb bay (PE

  -

  Set)

  481130 SM.79 undercarriage (PE

  -

  Set)

  481131 SM.79 rear fuselage interior (PE

  -

  Set)

  644252 SM.79 LööK (Brassin)

  648963 Italian WWII torpedo A.130 (Brassin)

  3DL48158 SM.79 SPACE (3D Decal Set)

  OVERLEPT

  #11179-LEPT1

  SM.79 PE

  -

  Set

  1/48

  Product page

  #644252

  #648463

  #481130

  #481131

  KITS 02/2024

  INFO Eduard44

  February 2024

• Page 45

  1/72

  L-39C Albatros

  The ProfiPACK edition kit of the Czechoslovak subsonic

  jet trainer L-39C Albatros in 1/72 scale.

  plastic parts: Eduard

  marking options: 6

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  #7044

  Product page

  KITS 02/2024

  INFO Eduard

  45

  February 2024

• Page 46

  L-39CM, s/n 915254, 2 Fighter Squadron, 81 Wing, Slovak Air Force,

  Sliač AFB, Slovakia, 2022

  L-39C, No. 0445, Pardubice, Czech Republic, 2023

  Albatros with fuselage number 5254 is

  a modernized CM variant operated by the 2 Tactical

  Squadron of the 81 Wing based at Sliač airbase.

  In 2011, the aircraft underwent an overhaul,

  during which it received a new grey camouflage,

  which includes cabin silhouette of a darker

  shade grey on the underside of the fuselage. The

  last overhaul of the aircraft took place in early

  June 2020 and the L-39CM No. 5254 became the

  last Albatros in Slovakia, overhauled jointly by

  Letecké opravovne Trenčín (Aviation Repair Shop

  Trencin) and Aero Vodochody. On May 4, 2022,

  a motif commemorating the 100th anniversary of

  the birth of the famous Czechoslovak pilot S/Ldr

  Otto Smik was applied to the vertical tail surfaces.

  On April 1, 2004, a new organizational unit of

  LOM PRAHA, Centrum leteckého výcviku (Flight

  Training Centre), was established. The state-

  owned company leased eight L-39C aircraft

  (Nos. 0103, 0113, 0115, 0440, 0441, 0444, 0445

  and 0448) from the Czech Armed Forces for

  the advanced training of military pilots. At the

  turn of 1999 and 2000, all eight of these aircraft

  underwent overhaul and modernization, as they

  received a completely new forward fuselage

  section into which the original equipment was

  installed. This provided the Army with aircraft

  technically equivalent to the 53rd series and with

  a full service life. A new camouflage consisting of

  three shades of grey was also applied as part of

  the overhaul. During the R3 revision, which took

  place between 2016 and 2019, the aircraft then

  received new insignia in “flag” form.

  KITS 02/2024

  INFO Eduard46

  February 2024

• Page 47

  L-39C, No.16, Russian Navy Air Force, 859 TsBP, Yeysk AB, Russia, 2018

  L-39C, s/n 533229, No. 77, Ukrainian Air Force, 299 brTA,

  Kulbakino AB, Nikolaev, Ukraine, 2015

  The L-39C remains the backbone of the Russian

  Air Force’s jet trainer fleet. After graduating

  from one of the three aviation academies, flight

  training during the third year of studies begins on

  these aircraft, and by the fourth year, trainees are

  divided into fighter, attack and tactical bomber

  or transport/long-range aviation, with training

  continuing on the L-39. This L-39C served in the

  ranks of the Russian Naval Air Force (AVMF-

  RF) at the Yeysk base. Albatros RF-34122 with

  blue fuselage number 16 was assigned to the

  859 Naval Aviation Combat Use and Crew Training

  Center (859 TsBP i PLS MA VMF). On October 19,

  2018, it crashed during a low-level training flight

  over the Sea of Azov, killing both crew members.

  Unconfirmed sources state that one of the pilots

  died after ejection, while the other did not eject

  from the aircraft.

  After the collapse of the USSR in 1991, 1,202 L-39s

  were to remain in Russia and the rest were

  divided among the new independent states. When

  the Ukrainian Air Force was established in 1992,

  it operated 708 L-39s, making the country the

  second largest operator in the world. The poor

  financial situation of the entire army has reduced

  their number considerably and in 2005 less than

  200 were in service. The remaining Albatroses

  were stored and offered for sale. The Ministry

  of Defense decided to modernize the L-39C

  with indigenous systems and assets. There are

  three versions of the upgrade (M1, M2 and M3),

  which denote different levels of modernization.

  Eight upgraded aircraft were delivered by 2014,

  but half of them were captured by Russia after it

  occupied Crimea in March 2014. With two major

  overhauls of the aircraft in Odessa and Chuhuiv,

  Ukraine became a master of L-39 overhauls,

  leading to many Ukrainian Albatroses being

  exported.

  KITS 02/2024

  INFO Eduard

  47

  February 2024

• Page 48

  L-39C, No. 20, Kazakhstan Air Force,

  Taldykorgan AB, Kazakhstan, 2012

  L-39C, s/n 131904, OK

  -

  JET, Czech Jet Team, airport Plzeň-Líně,

  Czech Republic, 2004–2014

  The Sunkar is one of the two aerobatic groups of

  the Kazakh Air Force. The Kazakh term Sunkar

  means “Falcon” and the group uses L-39 Albatros

  aircraft. It was formed in the fall of 2010 and

  has been given six L-39s. In March 2011, it made

  a name for itself at the International Exhibition

  of Arms and Military Technical Equipment

  (KADEX) in Astana and demonstrates its skills

  every year during the celebration of Air Force

  Day. The Kazakhstan Air Force operates a total of

  18 L-39 aircraft. In 2020/2021, six of these L-39s

  underwent upgrades at Aero Vodochody, during

  which the aircraft received modern avionics

  equipment, including a pair of MFDs. The aircraft

  are in service at the Kazakh Air Force training

  center in Balkhash.

  This aircraft was produced by Aero Vodochody in

  1981 as part of the 19th production series as the

  C1 version. It was delivered to the Soviet Union

  together with 35 other aircraft of this series.

  It served at the Ukrainian Chernigov Air Base

  as “Yellow 53” and was flown by members of the

  Soviet space program group in addition to military

  pilots. After the collapse of the USSR in 1991, the

  aircraft remained with several hundred other

  Albatroses in Ukraine but was only stored and

  ready for sale. In September 2002, it was bought

  by a Pilsen aviation enthusiast and in February

  2003 the dismantled aircraft was transported by

  truck to the Plzeň-Líně airport. In cooperation

  with Aero Vodochody, work was carried out on

  demilitarization of the aircraft, necessary repairs

  and modifications of systems and avionics.

  Instead of the original 100 litre wingtip tanks,

  230 litre ones of the same type as used on the

  L-59/L-159 were installed. On July 12, 2003, the

  aircraft passed its first engine test and on July 7,

  2004, it took to the air for test flight. On the same

  day, the aircraft was registered by the Civilian

  Aviation Bureau in the register of aircraft in the

  Experimental category under the matriculation

  OK

  -

  JET. The official entry into service of the first

  private-owned Czech Albatros took place on July

  13, 2004. The L-39 Albatros OK

  -

  JET aircraft in

  its unmistakable glossy black paint with yellow

  accessory has been a welcome visitor of the

  airshows since then and has performed many

  adventurous flights.

  KITS 02/2024

  INFO Eduard48

  February 2024

• Page 49

  672351 L-39 wheels PRINT (Brassin)

  Recommended:

  for L-39C Albatros 1/72

  OVERTREES

  #7040X

  L-39

  1/72

  Product page

  OVERLEPT

  #7044-LEPT1

  L-39C Albatros

  PE

  -

  Set 1/72

  Product page

  KITS 02/2024

  INFO Eduard

  49

  February 2024

• Page 50

  #8483

  Fokker D.VIIF

  1/48

  The Weekend edition kit of German WWI fighter aircraft

  Fokker D.VIIF in 1/48 scale. These Fokker D.VIIs are

  manufactured at the Fokker factory in Schwerin

  and were powered by BMW IIIa engines.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  Product page

  KITS 02/2024

  INFO Eduard50

  February 2024

• Page 51

  Lt. Olivier freiherr von Beaulieu-Marconnay, Jasta 19, Stenay, France, September 1918

  378/18, Lt. Ernst Udet, Jasta 4, Monthussart Ferme aerodrome, France, June 1918

  The younger of the von Beaulieu-Marconnay

  brothers (the elder Heinz was also a fighter

  pilot) was born in Berlin on September 14, 1898,

  and joined the 4th Cavalry Regiment (Dragoner

  Regiment von Bredow Nr. 4) as a cadet in June

  1915. He transferred to Luftstreitkräfte and after

  completing pilot training he became a member of

  Jasta 18 on December 1, 1917, subsequently Jasta

  15 on March 20, 1918. After five months of combat

  and 12 victories was “Bauli” appointed commander

  of Jasta 19 on September 2. He took with him the

  D.VIIF he had inherited from Rudolf Berthold.

  The white stylized 4D. was Olivier’s personal

  symbol. It was a branding mark of the horses of his

  former cavalry regiment. The aircraft originally

  had a red nose, like the other Jasta 15 aircraft,

  and while the red usually ended at the level of the

  machine gun breech, Berthold had it extended to

  the middle of the cockpit. After transferring to

  the Jasta 19 as its CO, Olivier instructed his men

  to paint the nose yellow to the usual line and the

  rest of the red overpaint in blue. This was either

  a darker shade or darkened by the underlying red,

  either way this part of the fuselage looks darker.

  The upper wing shows extensive repair, probably

  in lighter blue. On September 23, Olivier scored

  his 20th kill and was nominated for the Pour le

  Mérite but was wounded in aerial combat on

  October 18 and taken to a hospital with severe

  bleeding. He died eight days later. The decision

  to award him the Pour le Mérite was made just

  hours before his death.

  Ernst Udet is one of the most significant

  personalities of German aviation history.

  With 62 confirmed kills, he even became the

  most successful surviving fighter of the First

  World War. After his service with Jasta 37,

  Manfred von Richthofen, as commander of the

  entire JG I, put him in command of Jasta 11 in

  March 1918. When the Red Baron subsequently

  died in April, Udet took over command of Jasta

  4. This aircraft probably bore registration number

  378/18 (factory number 2465) and was powered

  by BMW IIIa engine number 1243. It was accepted

  at Schwerin on May 15, 1918 and was one of

  22 Fokker D.VIIFs delivered to JG I on June 22.

  Udet test-flown this aircraft shortly before he

  was shot down with his famous O.A.W. produced

  D.VII, bearing the inscription “Du doch nicht!!”.

  It is very likely that this aircraft was subsequently

  painted very similarly, so at some point it probably

  received red and white stripes on the upper wing.

  The design shown here therefore illustrates the

  likely appearance of the aircraft at a certain

  time period. The white chevron on the top of

  the horizontal tail surfaces is also uncertain.

  Aircraft of this series were supplied with printed

  aircraft fabric (Flugzeugstoff), familiarly known

  as Lozenge, in four-color version. The fuselage,

  on the other hand, was originally painted with

  the typical green streaked paint. Aircraft 378/18

  was the last D.VII to receive this finish at Fokker,

  all next aircraft had the fuselage covered with

  a fabric printed with colored irregular hexagons.

  KITS 02/2024

  INFO Eduard

  51

  February 2024

• Page 52

  Rittm. Karl Bolle, Jasta 2, Lens Mons, France, October 1918

  465/18, Lt. Georg von Hantelmann, Jasta 15, Chéry-les-Pouilly, France, August 1918

  Karl Bolle began his flying career as a KG4

  pilot, then served with Kampstaffel 23, where

  his observer was Lothar von Richthofen, who

  became successful fighter pilot later. In the

  autumn of 1917, Bolle was transferred to Jasta 28

  and, after becoming ace with five kills, he was

  appointed commander of Jasta 2 on February 20,

  1918. Bolle led this famous unit until the end of

  the war, and his score stood at 36 kills. On August

  28, 1918, he was awarded the highly recognized

  Pour le Mérite. He remained an active pilot after

  the war and in 1920 was appointed director of

  the Transport Pilots’ Flying School. This Bolle’s

  Fokker D.VII bore a broad yellow stripe on the

  fuselage with white and black lines and was

  a D.VIIF version with a BMW IIIa engine from

  the Schwerin factory’s medium production

  series (series 4250/18-4449/18). The production

  or military number of this aircraft is not known.

  Georg von Hantelmann was born on October

  9, 1898, in Rokietnica (today in Poland) and

  joined the army in 1916. He joined the 17th

  Hussar Cavalry Regiment (Braunschweigisches

  Husaren-Regiment Nr. 17), which had a skull and

  crossbones in its coat of arms. This motif later

  became von Hantelmann’s personal symbol. After

  being appointed to the rank of Lieutenant on June

  15, 1917, he was transferred to the Luftstreitkräfte

  and began pilot training on September 20 that

  year. After that, he reported on February 6, 1918,

  to Jasta 18, which became Jasta 15 in March.

  He achieved his first confirmed victory on June

  6. Within couple of weeks, he became an ace.

  His eighth victim was one of America’s leading

  fighter aces of that time, David Putnam (13 kills).

  Another notable pilot who perished under von

  Hantelmann’s gunfire was Maurice Boyau, who

  had 21 balloons and 14 aircraft on his account.

  Having achieved 22 victories, von Hantelmann

  was decorated with the Knight’s Cross First

  Class and also the Royal Hohenzollern Domestic

  Order, however he expected to be awarded the

  highest decoration, the Pour le Mérite (awarded

  for 20 victories). He was nominated for it,

  but before it was awarded the war was over.

  Von Hantelmann’s score counted 25 kills.

  He achieved all of them with Fokker D.VII,

  making him one of the most successful pilots

  of that type. This example had the upper wing

  changed for O.A.W. one in September. After the

  war von Hantelmann worked on his farm and on

  September 7, 1924, was killed by Polish poachers

  he caught on his property.

  KITS 02/2024

  INFO Eduard52

  February 2024

• Page 53

  1/48

  Spitfire Mk.Vb early

  The Weekend edition kit of British WWII fighter plane Spitfire Mk.Vb

  in 1/48 scale. All Spitfires are early version with armor glass before

  the windshield and have under the wings symetrical bulges.

  plastic parts: Eduard

  marking options: 5

  decals: Eduard

  PE parts: no

  painting mask: no

  resin parts: no

  #84198

  Product page

  KITS 02/2024

  INFO Eduard

  53

  February 2024

• Page 54

  W3312, S/Ldr James Rankin, No. 92 Squadron, RAF Biggin Hill,

  Great Britain, June–August 1941

  W3312, W/Cdr James Rankin, Biggin Hill Wing, RAF Biggin Hill,

  Great Britain, August-December 1941

  James Rankin joined the RAF in 1935 and after

  training he joined No. 25 Squadron, then was

  transferred to the Fleet Air Arm where he

  flew with No. 825 Naval Air Squadron on HMS

  Glorious. After serving with the FAA he became

  an instructor with No. 5 OTU. In early 1941 he was

  promoted to Squadron Leader and transferred to

  No. 64 Squadron to gain operational experience.

  During his short time with this unit, he is credited

  with shooting down one-third of a Ju 88 and

  two damaged enemies. In February 1941 he took

  command of No. 92 East India Squadron, which

  was in the process of being rearmed with the

  new Mk.Vb Spitfires. During the summer fighting

  his score increased rapidly. In June 1941 he was

  awarded the Distinguished Flying Cross for nine

  kills and on June 14 he shot down Galland’s

  wingman, Obfw. Robert Menge of III./JG 26

  (18 victories). Spitfire W3312, which was Jamie

  Rankin’s personal aircraft, was one of the most

  successful and brightly colored Spitfires in the

  RAF. It was decorated with the inscription EAST

  INDIA SQUADRON on the left side of the tank

  cover and the pilot’s personal emblem, which

  was a red lion in the crest. Under the cockpit,

  Rankin had symbols of the kills he had achieved.

  On the right side, the donation inscription

  “The Wiltshire Moonraker I” was displayed under

  the cockpit. Rankin’s Spitfire was camouflaged

  with a standard scheme consisting of shades of

  Dark Green / Dark Earth / Sky.

  In September 1941 Rankin became Wing

  Commander at Biggin Hill and in October received

  the Distinguished Service Order. In December

  1941 Rankin completed his tour of operations

  and was sent to Fighter Command. He returned

  to operational flying in April 1942 and led the

  Biggin Hill Wing again until December 1942.

  He then served at Central Gunnery School and

  in August 1943 took command of No. 15 Fighter

  Wing. During the Normandy landings in June 1944,

  he was commanding officer of No. 125 Wing.

  Rankin scored a total of 22 kills against enemy

  aircraft, including five shared ones (13+1 on

  Spitfire W3312), three probable and two shared

  probable kills, 16 damaged and three shared

  damaged. Almost all of the kills were achieved

  on Spitfires Mk.Vb. The Spitfire that Rankin flew

  in the autumn of 1941 as Wing Commander of

  Biggin Hill already carried the new camouflage

  scheme effective from August 16. Photographs

  show the use of a very dark shade of Mixed Grey

  (probably Extra Dark Sea Grey) in place of the

  original Dark Earth, the lower surfaces were in

  the new Medium Sea Grey. Although Rankin, as

  Wing Commander, could have chosen his initials

  in place of the squadron code letters, he did not

  use this option and retained the original code

  letters QJ

  -

  J, newly repainted in the Sky shade.

  KITS 02/2024

  INFO Eduard54

  February 2024

• Page 55

  W3257, F/Lt Eric S. Lock, No. 611 Squadron, RAF Hornchurch,

  Great Britain, July-August 1941

  W3774, P/O William V. Crawford-Compton, No. 485 Squadron, RAF Kenley,

  Great Britain, November 1941 – March 1942

  The most successful pilot of the Battle of Britain,

  Eric Stanley Lock, sortied for the first time with

  his Spitfire W3257 on July 14, 1941. He baptized

  his new aircraft by fire by shooting down

  a Bf-109F, which was also his very last kill. Barely

  three weeks later, on August 3, returning from

  a Rhubarb mission, he attacked a German

  column near Pas de Calais and has been missing

  ever since. It’s supposed he was shot down by

  AA fire and crashed into the sea. Neither his

  Spitfire Mk.V W3257 nor Lock himself have ever

  been found. At the time of his disappearance his

  score stood at 26 kills achieved during 25 weeks

  of the operational deployment in course of one

  year out of which he spent six months in the

  hospitals. Spitfire Mk.Vb W3257 was camouflaged

  in the standard Dark Green/Dark Earth/Sky.

  Code letters E

  -

  FY were painted in Sky which was

  a standard code letters color of the Hornchurch

  Wing Spitfires. A serial was overpainted in the

  camouflage color.

  One of the RAF’s most successful pilots was New

  Zealander William Vernon Crawford-Compton.

  He joined the RAF in 1939 as a mechanic, and

  was subsequently accepted for flight training,

  which he completed in 1940. In March 1941 he

  was assigned to the newly formed No. 485 Sqn.

  and from August 1942 served successfully as

  commander of B Flight in No. 611 Sqn. In late

  1942 he took command of No. 64 Sqn. and led it

  until the end of March the following year. After

  a period of staff duties, he became Commander

  of Hornchurch Fighter Wing in mid-1943 and

  led it until the end of the year. After his tour of

  operations, he lectured for three months in the

  United States on RAF operations. He returned

  to active service as commander of No. 145

  Wing, which he led in offensive operations prior

  to and after Operation Overlord. After the war

  he held senior posts in the RAF, retiring as Air

  Vice-Marshal at the end of 1968. He died in

  January 1988 at the age of 72. During his wartime

  career he achieved 22 kills, four probable and he

  also damaged a further 13 aircraft. The Spitfire

  W3774 was his first personal aircraft and he

  achieved four kills flying it. It had a drawing of

  a burning swastika on the left side under the

  cockpit and a pan with Hitler’s head above it.

  The left side of the tank cover was decorated with

  the inscription Auckland 1 “Waiuku”. On the right

  side under the cab was a Samson donation sign.

  W3774 was given a new livery effective August

  16, 1941. Photographs show the use of a very dark

  shade of Mixed Grey (probably Extra Dark Sea

  Grey) in place of the original Dark Earth, the Sky

  band was repainted with a new shade of Medium

  Sea Grey on the lower surfaces.

  KITS 02/2024

  INFO Eduard

  55

  February 2024

• Page 56

  P8537, Sgt J. Hloužek, No. 313 Squadron, RAF Hornchurch,

  Great Britain, November 1941 – March 1942

  Spitfire Mk.Vb P8537 served operationally with

  No. 313 Squadron from 2 November 1941 to

  28 March 1942. The most frequent pilots in its

  cockpit were Sgt. J. Hloužek, F/L K. Vykoukal and

  F/S K. Foglar. The figure of Horace the Horse, which

  was painted on this Spitfire by Sgt. Karel Pavlík,

  a Pilsen native, trained letter painter and author

  of all drawings on Spitfires of No. 313 Squadron,

  was for many years a mystery, because only half

  of the drawing was known from photographs.

  It was until two uncut photographs from the

  archive of the mechanic F/O Ing. Karl Beinhauer

  emerged and helped to solve the appearance of

  the other half. Spitfire P8537 had been repainted

  in the new camouflage shades in effect from

  August 16, 1941. Surviving photographs document

  the complete change of the Spitfire’s camouflage.

  A very light shade of Mixed Grey was used in place

  of the original Dark Earth, and a band of Sky Blue

  was repainted with a new shade of Medium Sea

  Grey on the lower surfaces. The code letters RY

  -

  Z

  were in the Sky Blue shade, as were the propeller

  cone and band in front of the VOP.

  Recommended:

  for Spitfire Mk.Vb early 1/48

  481065 Spitfire Mk.V landing flaps (PE

  -

  Set)

  FE1207 Spitfire Mk.V seatbelts STEEL (PE

  -

  Set)

  644113 Spitfire Mk.V LööK (Brassin)

  648098 Spitfire wheels - 5 spoke (Brassin)

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

  648640 Spitfire Mk.V engine (Brassin)

  648663 Spitfire Mk.V cockpit (Brassin)

  648664 Spitfire Mk.V wheels (Brassin)

  648665 Spitfire Mk. Vb gun bays (Brassin)

  648667 Spitfire Mk.V three-stacks exhausts rounded (Brassin)

  648668 Spitfire Mk.V three-stacks exhausts fishtail (Brassin)

  648669 Spitfire Mk.V six-stacks exhausts fishtail (Brassin)

  648670 Spitfire Mk. Va/ b undercarriage legs BRONZE (Brassin)

  648738 Spitfire Mk.V landing flaps PRINT (Brassin)

  SIN64878 Spitfire Mk. Va/b ESSENTIAL (Brassin)

  SIN64886 Spitfire Mk. Vb ADVANCED (Brassin)

  D48088 Spitfire Mk.V stencils (Decal Set)

  #648670

  #648738

  #648667

  #648640

  #644113

  KITS 02/2024

  INFO Eduard56

  February 2024

• Page 57

  1/48

  Bf 109G-10 WNF

  The ProfiPACK edition kit of German WWII fighter aircraft

  Bf 109G-10 in 1/48 scale. The kit is focused on 109s produced

  by Wiener Neustädter Flugzeugwerke/Diana.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  #82161

  Product page

  Re-release

  KITS 02/2024

  INFO Eduard

  57

  February 2024

• Page 58

  Bf 109G-10/U4, II./JG 52, Brno, Protektorat Böhmen und Mähren, April 1945

  Bf 109G-10/U4, WNr. 612769, 101. vadászezred, Neubiberg airfield,

  Germany, May 1945

  Bf 109G-10/U4, WNr. 611048, II./JG 52, Neubiberg airfield, Germany, May 1945

  The II./JG 51 was disbanded on April 5, 1945,

  at Fels am Wagram and part of its pilots and the

  equipment was transferred to JG 52. One of such

  aircraft was the Bf 109G-10/U4 with the name

  Rosemarie painted on the port side. The original

  unit can be determined thanks to the overpainted

  marking which location was exclusively used

  by II./JG 51.

  In the end of March 1945, the remaining

  Hungarian units were concentrated at Tulln

  airport in Austria from where they flew sorties

  to the areas of Vienna and Brno. After the front

  approached Tulln on April 5, 1945, they relocated

  to Raffelding airport, from where they continued

  in the air support of the land forces in the vicinity

  of Vienna. At the end of the war, the Hungarian

  airmen, same as their German comrades-in-

  arms, better surrendered to the American Army

  therefore the 101. vadaszezred pilots flew over

  to the Bavarian Neubiberg with the remaining

  aircraft. Airframes manufactured in Diana plant

  were camouflaged in the same colors as the

  airframes from Wiener Neustadt plant. From

  the photographs of “yellow 12” it is obvious that

  the Hungarian national markings were spray-

  painted directly on the factory camouflage.

  The German markings had not been applied at all.

  Part of the wing undersurfaces remained in the

  natural metal color.

  In the middle of April 1945, II./JG 52 relocated

  from Fels am Wagram airport to Hosching

  airport from where it pilots flew the missions

  to support the German units and to counteract

  the Soviet offensive during the battle of Brno.

  Fighter sorties against the American units over

  Austria and Southern Czechia were also on cards.

  In the beginning of May, the relocation to

  Zeltweg followed and from there, on May 8, 1945,

  all airworthy planes took off for Bavarian

  Neubiberg, where the pilots were captured by

  the American Army. Camouflage of this aircraft

  consisted of spray-painted RLM 75/83 colors

  on the upper surfaces and RLM 76 on the

  bottoms and was complimented by the Luftflotte

  4 recognition marking introduced on March

  7, 1945, in the form of yellow painted nose and

  rudder. Before the assignment to II./JG 52 the

  aircraft had served with another unit, its original

  marking was overpainted in the camouflage color.

  The rudder features seven kill markings.

  KITS 02/2024

  INFO Eduard58

  February 2024

• Page 59

  Bf 109G-10/U4, Jasta 5 der ROA, Nemecky Brod,

  Protektorat Böhmen und Mähren, May 1945

  In the beginning of March 1945, Jasta 5 of the

  Russian Liberation Army led my Major S. T.

  Bychkov was located at Deutsch Brod (nowadays

  Havlíčkův Brod) airfield. Together with the

  Nachtschlachtstaffel 8 of the ROA, equipped with

  Ju 87D-5 dive bombers, Jasta 5 participated in

  the German units’ battles of retreat during the

  fight for Brno in April 1945. Some of the aircraft

  used by this unit were found abandoned at the

  Deutsch Brod airport. The aircraft sporting the

  camouflage typical for the WNF plant production

  carried the ROA aircraft marking on the vertical

  tail surface in the form of St. Andrew’s Cross.

  OVERTREES

  #82161X

  Bf 109G-10 WNF

  1/48

  Product page

  OVERLEPT

  #82161-LEPT1

  Bf 109G-10 WNF

  PE

  -

  Set 1/48

  Product page

  Recommended:

  for Bf 109G-10 WNF 1/48

  49095 Seatbelts Luftwaffe WWII fighters STEEL (PE

  -

  Set)

  644004 Bf 109G-10 Löök (Brassin)

  648158 Bf 109G-10 wheels (Brassin)

  648247 Bf 109G exhaust stacks (Brassin)

  648265 Bf 109G external fuel tanks (Brassin)

  648309 Bf 109G undercarriage legs BRONZE (Brassin)

  648465 Bf 109G-10/ U4 engine (Brassin)

  648479 Bf 109G-10/U4 cockpit PRINT (Brassin)

  648672 Bf 109G-10 propeller (Brassin)

  SIN64862 Bf 109G-10/ U4 ESSENTIAL (Brassin)

  D48035 Bf 109G-10 MTT / WNF national insignia (Decal Set)

  EX609 Bf 109G-10 TFace 1/48 (Mask)

  #648672

  #644004

  #648465

  #648479

  #648309

  KITS 02/2024

  INFO Eduard

  59

  February 2024

• Page 60

  #8148

  I-16 Type-10

  1/48

  The ProfiPACK edition kit of Soviet pre-war and WWII

  fighter plane I-16 Type 10 in 1/48 scale.

  plastic parts: Eduard

  marking options: 4

  decals: Eduard

  PE parts: yes, pre-painted

  painting mask: yes

  resin parts: no

  Product page

  Re-release

  KITS 02/2024

  INFO Eduard60

  February 2024

• Page 61

  Leningrad, the Soviet Union, 1941

  The Soviet Union, summer 1941

  Genmjr. Ivan A. Lakeev, 46 IAP, Vasilkov, the Soviet Union, 1941

  Some I-16s survived in the war for a surprisingly

  long time. For example, this “red four”, which is

  a somewhat mysterious aircraft. No details are

  known, but it is thought it served as a liaison

  aircraft or possibly as a training one for some

  unit in the northern sector of the front in 1944.

  The livery was typical of the first half of the Great

  Patriotic War. Thus, the upper surfaces were

  in AII green and AII black (AMT-6), the lower in

  AII blue. The band in front of the tail surfaces

  is sometimes given as yellow, however, yellow

  stripes were not used by the Soviet Air Force

  for obvious reasons, and it is very likely that the

  stripe was in fact white.

  Among the many aircraft that fell into the hands

  of the advancing Germans during the summer

  of 1941 were a large number of I-16s of various

  versions. This one is probably the most famous

  one captured during Operation Barbarossa.

  The aircraft sported an unusual camouflage,

  which can best be interpreted as a brush-on

  green paint (probably AE-7) over the original

  light gray livery of AE-9. This camouflage

  was apparently hastily applied shortly after

  the surprise German attack on June 22, 1941.

  The VVS RKKA (Soviet military air force) emblem

  on the VOP was a fairly popular feature on Soviet

  aircraft in the early years of the Great Patriotic

  War.

  Ivan Alexeyevich Lakeev was a member of the

  first group of Soviet airmen to arrive in Spain in

  November 1936. With ten kills achieved with I-16

  Type 5, he became one of the most successful

  fighters of the Spanish Civil War. Some sources

  even give 12 individual kills and another 16 in

  cooperation. Lakeev left Spain in August 1937

  and was awarded the Gold Star of the Hero of

  the Soviet Union. He later fought over Khalkin-

  Gol, where he is credited with another kill. Some

  sources, however, list four kills, while others

  none. During the Great Patriotic War, he achieved

  three more individual kills and four in cooperation.

  Here too are discrepancies in the documents and

  only one kill is reported. Lakjeev’s I-16 Type 10 is

  a nice example of a personal aircraft of a high

  VVS officer. The typical Soviet camouflage of the

  early 1940s with the upper surfaces in AII green

  and the lower in AII blue was complemented by

  red accessories, a highly polished steel band

  and ideological slogans on the fuselage sides.

  It is uncertain whether these slogans were also

  on the other side of the fuselage – probably not.

  The aircraft was serving with 46 IAP at Vasilkov

  airfield. It was very carefully cared for and kept

  in perfect condition.

  KITS 02/2024

  INFO Eduard

  61

  February 2024

• Page 62

  Maj. Mikhail N. Yakushin, the Red Five aerobatic group, the Soviet Union, 1939

  The Red Five (Krasnaya Petyorka) was an

  aerobatic group of the Soviet military air force

  (VVS

  –

  Voyenno vozdushnye sily), operating in

  1939–1940. Today, three of its five members are

  known: the leader of the group, Major Mikhail

  Nesterovich Yakushin, Lieutenant Colonel V.

  Klevtsov and Captain Y. Shishkin. Mikhail Yakushin

  (alias Rodrigo Mateu) was the ace of the Spanish

  Civil War, where he shot down five enemy aircraft

  (three CR-32s and two Ju 52s) and another one

  achieved as shared victory. Yakushin spent half

  a year in Spain (from May 31 to November 15,

  1937) flying I-15s. In 1938 he was also serving

  in China. During the Great Patriotic War, he

  served in various command positions, ending the

  war with the rank of colonel as commander of

  the 215 Fighter Division. The aircraft of the Red

  Five were fully armed ones, ready for combat

  deployment. The paint scheme was pre-war gray

  AE-9 camouflage paint with a black AE-11 engine

  cowling and additional decorative elements

  – a white-lined black stripe on the fuselage

  (extending over and onto the leading edge of the

  elevator) and a bright red aft.

  OVERTREES

  #8148X

  I-16 Type-10

  1/48

  Product page

  OVERLEPT

  #8148-LEPT1

  I-16 Type-10

  PE

  -

  Set 1/48

  Product page

  Recommended:

  for I-16 Type 10 1/48

  49596 I-16 (PE

  -

  Set)

  3DL48157 I-16 Type 10 SPACE (3D Decal Set)

  #3DL48157

  KITS 02/2024

  INFO Eduard62

  February 2024

• Page 63

  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 64

  BRASSIN

  LööK set - Brassin pre-painted dashboards and STEEL

  seatbelts for Sea King HAS.1 in 1/48 scale. Easy to assemble,

  replaces plastic parts. Recommended kit: Airfix

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboards and

  STEEL seatbelts for Sea King HAS.5 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Airfix

  Set contains:

  - resin: 4 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  644247

  Sea King HAS.1 LööK

  1/48 Airfix

  644248

  Sea King HAS.5 LööK

  1/48 Airfix

  Product page

  Product page

  INFO Eduard64

  February 2024

• Page 65

  644250

  Hurricane Mk.IIc LööK

  1/48 Hobby Boss

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Hurricane Mk.IIc

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

  Recommended kit: Hobby Bosss

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  BRASSIN

  LööK set - Brassin pre-painted dashboard and STEEL

  seatbelts for S.79 in 1/48 scale. Easy to assemble,

  replaces plastic parts. Recommended kit: Eduard

  Set contains:

  - resin: 1 part

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  644252

  SM.79 LööK

  1/48 Eduard

  Product page

  Product page

  INFO Eduard

  65

  February 2024

• Page 66

  BRASSIN

  Collection of 3 sets for F-16D Block 50 in 1/48 scale.

  Recommended kit: Kinetic

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

  - TFace painting mask

  - ejection seats

  Collection of 3 sets for P-47D-25 in 1/48 scale.

  Recommended kit: Miniart

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

  - TFace painting mask

  - undercarriage wheels

  644239

  F-16D Block 50 LööKplus

  1/48 Kinetic

  644251

  P-47D-25 LööKplus

  1/48 MINIART

  Product page

  Product page

  INFO Eduard66

  February 2024

• Page 67

  BRASSIN

  Brassin set - the undercarriage wheels for J-35 Draken

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

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

  Recommended kit: Hasegawa

  Set contains:

  - resin: 5 parts

  - decals: yes

  - photo-etched details: yes

  - painting mask: yes

  Brassin set - ejection seat for J-35 Draken

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

  Recommended kit: Hasegawa

  Set contains:

  - resin: 3 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  648933

  J-35 Draken seat

  1/48 Hasegawa

  Product page

  Product page

  648934

  J-35 Draken wheels Type 1

  1/48 Hasegawa

  INFO Eduard

  67

  February 2024

• Page 68

  648936

  P-38J left engine PRINT

  1/48 Tamiya

  648963

  Italian WWII torpedo A.130

  1/48

  BRASSIN

  Brassin set - left engine for P-38J

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

  Recommended kit: Tamiya

  Set contains:

  - 3D print: 48 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  Brassin set - a torpedo fo Italian WW2 aircraf

  in 1/48 scale. The set consists of 2 torpedoes.

  Set contains:

  - resin: 10 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  Product page

  Product page

  INFO Eduard68

  February 2024

• Page 69

  BRASSIN

  Brassin set - the undercarriage wheels for TBF/TBM

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

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

  Recommended kit: Academy / Accurate Miniatures

  Set contains:

  - 3D print: 4 parts

  - resin: 5 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  648965

  TBF/TBM wheels w/pattern

  1/48 Academy

  Brassin set - the undercarriage wheels for TBF/TBM

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

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

  Recommended kit: Academy / Accurate Miniatures

  Set contains:

  - 3D print: 4 parts

  - resin: 5 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  648964

  TBF/TBM wheels w/smooth tire

  1/48 Academy

  Product page

  Product page

  INFO Eduard

  69

  February 2024

• Page 70

  BRASSIN

  Brassin set - seats for TBM in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing. Recommended kit:

  Academy / Accurate Miniatures

  Set contains:

  - 3D print: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - seats for TBF in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Made by direct 3D printing. Recommended kit:

  Academy / Accurate Miniatures

  Set contains:

  - 3D print: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  648967

  TBF seats PRINT

  1/48 Academy

  648966

  TBM seats PRINT

  1/48 Academy

  Product page

  Product page

  INFO Eduard70

  February 2024

• Page 71

  BRASSIN

  Brassin set - rudder pedals for Bf 109E in 1/72 scale.

  The set consists of 2 pairs of the pedals. Easy to assemble,

  replaces plastic parts.

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  672319

  Bf 109E rudder pedals early PRINT

  1/72 Eduard

  Brassin set - the undercarriage wheels for J-35 Draken

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

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

  Recommended kit: Hasegawa

  Set contains:

  - resin: 5 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: yes

  648968

  J-35 Draken wheels Type 2

  1/48 Hasegawa

  Product page

  Product page

  INFO Eduard

  71

  February 2024

• Page 72

  BRASSIN

  Brassin set - rudder pedals for Bf 109E in 1/72 scale.

  The set consists of 2 pairs of the pedals. Easy to assemble,

  replaces plastic parts.

  Set contains:

  - 3D print: 4 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - the undercarriage wheels

  for L-39 in 1/72 scale. The set consists

  of the main wheels and a nose wheel.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 3 parts

  - decals: no

  - photo-etched details: no

  - painting mask: yes

  672351

  L-39 wheels PRINT

  1/72 Eduard

  672320

  Bf 109E rudder pedals late PRINT

  1/72 Eduard

  Product page

  Product page

  INFO Eduard72

  February 2024

• Page 73

  BRASSIN

  Brassin set - engine for BF 109F

  in 1/72 scale. Made by direct 3D printing.

  Recommended kit: Eduard

  Set contains:

  - 3D print: 21 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  672350

  Bf 109F engine PRINT

  1/72 Eduard

  Product page

  INFO Eduard

  73

  February 2024

• Page 74

  BRASSIN

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

  Recommended kit: Eduard

  - enjgine

  - propeller

  - undercarriage legs BRONZE

  - fuel drop tanks

  All sets included in this BIG SIN are available separately,

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

  SIN648119

  Bf 109K-4 ADVANCED

  1/48 Eduard

  Product page

  INFO Eduard74

  February 2024

• Page 75

  BRASSIN

  Collection of 4 sets for FW 190A-7 in 1/48 scale.

  Recommended kit: Eduard

  - cockpit

  - undercarriage legs BRONZE

  - landing flaps

  - engine and fuselage guns

  All sets included in this BIG SIN are available separately,

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

  SIN648120

  Fw 190A-7

  1/48 Eduard

  Product page

  INFO Eduard

  75

  February 2024

• Page 76

  PHOTO

  -

  ETCHED

  FEBRUARY 2024

  USS Iowa BB-61

  1/350 Hobby Boss

  #53302

  #53303

  #53304 February release

  INFO Eduard76

  February 2024

• Page 77

  PHOTO

  -

  ETCHED

  INFO Eduard

  77

  February 2024

• Page 78

  M3A2 Half Track

  1/35 Tamiya

  #36516

  PHOTO

  -

  ETCHED

  INFO Eduard78

  February 2024

• Page 79

  PHOTO

  -

  ETCHED

  INFO Eduard

  79

  February 2024

• Page 80

  SM.79 undercarriage

  1/48 Eduard

  #481130

  PHOTO

  -

  ETCHED

  INFO Eduard80

  February 2024

• Page 81

  #481131

  SM.79 rear fuselage interior

  1/48 Eduard

  PHOTO

  -

  ETCHED

  INFO Eduard

  81

  February 2024

• Page 82

  Ki-21-I

  1/48 ICM

  #491414 general set

  #FE1414 Zoom

  #FE1415 seatbelts STEEL

  PHOTO

  -

  ETCHED

  INFO Eduard82

  February 2024

• Page 83

  FOTOLEPTY

• Page 84

  3DL48156 Ki-21-I SPACE 1/48 ICM

  3DL48157

  I-16 Type 10 SPACE 1/48 Eduard

  Product page

  Product page

  easy

  application

  INFO Eduard84

  February 2024

• Page 85

  SPACE

  3DL48158 SM.79 SPACE 1/48 Eduard

  3DL48159

  Go 244B SPACE 1/48 ICM

  SPACE

  Product page

  Product page

  INFO Eduard

  85

  February 2024

• Page 86

  SPACE

  3DL72027 Me 410A-1 SPACE 1/72 Airfix

  Product page

  DECAL SET

  D48115

  F-104A/C stencils

  1/48 Kinetic

  Product page

  INFO Eduard86

  February 2024

• Page 87

  We will be there

• How to apply Eduard decals

  On various modelling forums, in discussions, but also in messages from customers, there are repeated questions about “the new Eduard decals”, how to work with them, how to peel off the covering varnish film and what the decals actually are. In this article I would like to answer these questions and give the modelers a better understanding of how to work with these decals.

  How to apply Eduard

  decals

  To peel, or not to not peel,

  that is the question!

  DECAL SET

  Jakub Nademlejnský

  On various modelling forums, in discussions, but also in messages from

  customers, there are repeated questions about “the new Eduard decals”,

  how to work with them, how to peel off the covering varnish film and

  what the decals actually are. In this article I would like to answer these

  questions and give the modelers a better understanding of how to work

  with these decals. I'll start a bit broadly. Eduard started to use own decals

  made by digital printing in their kits from about autumn 2019, after some

  time my colleagues started to print the date on them, so all decals printed

  after autumn 2019 are made by this technology. However, we still varnish

  the decals using screen printing, on the same machine we used for

  varnishing decals before the introduction of digital printing. The varnish

  has also remained the same, we have just adjusted the film thickness

  based on customer feedback to make the application more user-friendly.

  Of course, digital printing has its advantages and disadvantages, for

  example it allows us to print smooth colour transitions, which allows us

  to print nice colours on pin-ups or small cartoons for example, but its

  weaker side is colour saturation.

  INFO Eduard88

  February 2024

• Page 89

  DECAL SET

  And now back to the initial question - to

  peel or not to peel? I think that for the vast

  majority of modellers, the appearance after

  application is very good when following the

  basic decal procedure and there is definitely

  no need to peel the varnish film off the decals.

  The application of these decals is exactly

  the same as applying any other decal. The

  most important thing is to have the substrate

  under the decal sufficiently glossy, then

  after applying the decal repaint the area

  with matt varnish. I understand that there

  are connoisseurs among us who peel off the

  varnish film from the decals if they can. But it

  is definitely not necessary, as you will see in

  the photos below. Let's do it!

  Lets start with the spraying of the paint. I spray the degreased model

  with a few fine coats of metallic paint from the Super Metallic series

  by Gunze, in this case SM201.

  Sprayed fuselage halves. I always try to spray the

  paint in several coats, for thinning Gunze paints

  I recommend Mr. Color Leveling Thinner to help

  prevent the paint from drying on the nozzle.

  The key is to have an absolutely glossy surface

  where I will be applying the decal. If I don't have

  a glossy enough finish, I spray the spot locally

  with Gunze GX100 varnish. It is also possible

  to re-polish the spot with a polishing cloth,

  for example from Gunze.

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  INFO Eduard

  89

  February 2024

• Page 90

  Another way to achieve a high

  gloss metallic paint finish is to

  prime the surface with black

  gloss paint before applying the

  metallic paint, in this case black

  gloss GX2 was used.

  Once the paint and varnish have dried, we have the area ready

  for decal application.

  I grab the decal by the backing paper and soak it in ambient

  temperature water for 1-2 seconds. Using room temperature water has

  worked well for me, I don't recommand hot water as with other decals.

  First I cut the decal with scissors with enough overlap to make

  it easier to handle.

  Then I let the decal stand aside, it will loosen from the paper

  in about a minute. I recommand checking this with a little wooden

  stick or your finger. I do not move the decal over the backing paper

  until it is completely loose.

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  DECAL SET

  INFO Eduard90

  February 2024

• Page 91

  In the meantime, I use an

  eyedropper to transfer

  a few drops of the water

  I have soaked the decal

  in to the place on the

  model where I will apply

  the decal. It is important

  to keep the place very

  wet, because so the decal

  will literally rides on the

  surface and be easier

  to manipulate.

  I slowly pull the decal

  into the water drops with

  one hand, still holding the

  backing paper in the other.

  If the decal is small, for

  example a stencil,

  I would not pull it off with

  my hand, it would risk

  sticking to my fingertip,

  but I would pull it off with

  a small piece of wood.

  Once the decal is completely loose, I use tweezers to move

  it to the spot.

  I attach the decal to a drop of water.

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  DECAL SET

  INFO Eduard

  91

  February 2024

• Page 92

  I dry off the surrounding water with a cotton swab.

  I can now move the decal around the surface of the model

  with my finger.

  I set the decal in place.

  Finished, set decal. This is how I apply all decals, whether I want to peel the film off or not.

  I wrap my fingertip in a clean piece of cloth. Then, using only pressure

  perpendicular to the decal, I press the decal onto the surface while

  sucking out excess water with the cloth.

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  DECAL SET

  INFO Eduard92

  February 2024

• Page 93

  After the decal

  has dried, I cut

  into the panel

  lines with

  a sharp scalpel.

  And I'll finish

  the rivets with

  a phonograph

  needle.

  I didn't use any decal lotions to apply the decals,

  I don't think they are needed. However, their use does

  not, in my observation, impair the characteristics

  of the Eduard decals.

  >

  >

  >

  >

  >

  >

  >

  >

  >

  DECAL SET

  INFO Eduard

  93

  February 2024

• Page 94

  The procedure to be followed now

  concerns the peeling of the varnish film.

  I really recommand it only to skilled

  modellers, I also recommand to try it

  on a test piece of plastic. Peeling film

  requires skill, but also training and

  courage. You may end up ruining part of

  your decal. If you don't want to peel the

  film, skip this part and continue on page

  96.

  It is best to start peeling off after the decal topcoat has completely dried,

  at least 48 hours after application. Several methods can be used to peel

  the film from decals. The first is to peel by rubbing with a cotton swab

  dipped in wash thinner. I use AK Interactive's Odourless Thinner.

  I run a cotton swab dipped in the thinner with a little pressure over

  the decal until the film starts to stick and pack onto the swab.

  After some time, the first film lint starts to form, then I run the swab

  over it and pack in more of it.

  Since I also picked up the film

  on the letters HO with the swab,

  I pulled it off with sharp tweezers.

  This procedure is also possible.

  I gradually pull the film off along

  the direction.

  I remove the remaining film with a re-dipped swab.

  I wrap the whole film in this way from one side through the whole

  surface of the decal.

  To peel, or not to not peel,

  that is the question!

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  A

  DECAL SET

  INFO Eduard94

  February 2024

• Page 95

  Views of all applied decals on the fuselage. Can you tell which ones have been peeled off and which ones have not? It is peeled off on the star,

  the letters HO and part of the small German crosses.

  The second possibility is to peel off the film with a scalpel and tweezers.

  I first peel off the film in the corner with the tip of a sharp scalpel.

  In this way, I gradually pull off the film piece by piece.

  I then catch the film in the tweezers and gently pull in the direction

  of the peeling.

  This is how the decal looks after peeling off the film. I recommand

  repainting it with matt varnish before the final weathering.

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  >

  DECAL SET

  INFO Eduard

  95

  February 2024

• Page 96

  Comparison of the decal with the film removed (top) and the decal from which the film has not been removed (bottom).

  For repainting I use C182 varnish from Gunze. I apply several

  thin coats. Be careful not to overcoat the surface, but to let the

  layers dry properly.

  This is how the decal looks after varnishing.

  If you have applied the decal on

  a surface from which it visually

  stands out, you need to repaint

  it with matt varnish.

  >

  >

  >

  >

  >

  >

  >

  >

  >

  B

  DECAL SET

  INFO Eduard96

  February 2024

• Page 97

  Have you read?

  How to Work with

  PE

  -

  Accessories - Part I

  INFO Eduard 11/2023

  page 104.

  How to Work with

  PE

  -

  Accessories - Part II

  INFO Eduard 12/2023

  page 84.

  Exploring SPACE:

  A Guide to Using SPACE Decals

  INFO Eduard 01/2024

  strana 92.

  New maska by Eduard

  INFO Eduard 07/2023

  page 94.

  Rivet the Eddie way

  INFO Eduard 08/2023

  page 87.

  DECAL SET

  INFO Eduard

  97

  February 2024

• Page 98

  BIG ED

  All sets included in this BIG ED are available separately,

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

  BIG33157 TBD-1 1/32 Trumpeter

  BIG33158

  MC.202 1/32 Italeri

  321013 TBD-1 1/32

  32486 TBD-1 exterior 1/32

  32487 TBD-1 landing flaps 1/32

  33358 TBD-1 seatbelts STEEL 1/32

  321014 MC.202 1/32

  32488 MC.202 landing flaps 1/32

  33360 MC.202 seatbelts STEEL 1/32

  JX318 MC.202 1/32

  Product page

  Product page

  INFO Eduard98

  February 2024

• Page 99

  All sets included in this BIG ED are available separately,

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

  BIG ED

  BIG72178 AC-130J PART I 1/72 Zvezda

  BIG72179

  AC-130J PART II 1/72 Zvezda

  72734 AC-130J exterior 1/72

  73811 AC-130J interior 1/72

  CX653 AC-130J 1/72

  73812 AC-130J cargo seatbelts 1/72

  73813 AC-130J cargo floor 1/72

  73814 AC-130J cargo interior 1/72

  Product page

  Product page

  INFO Eduard

  99

  February 2024

• Page 100

  MASKS

  IT FITS!

  EX1004 Ki-21-I

  1/48 ICM

  EX1005 Ki-21-I TFace

  1/48 ICM

  EX1006 Go 244B

  1/48 ICM

  EX1007 Go 244B TFace

  1/48 ICM

  EX1008 Fokker D.VIIF Weekend

  1/48 Eduard

  EX1009 Spitfire Mk.Vb

  early Weekend

  1/48 Eduard

  EX1010 Bf 109K-4 tulip pattern

  & national insignia

  1/48 Eduard

  CX658 Me 410A-1

  1/72 Airfix

  EX1004 Ki-21-I

  EX1004 Ki-21-I

  EX1005 Ki-21-I TFace EX1005 Ki-21-I TFace

  EX1005 Ki-21-I TFaceEX1005 Ki-21-I TFace

  EX1007 Go 244B TFace

  EX1007 Go 244B TFace

  EX1006 Go 244B

  EX1006 Go 244B

  EX1007 Go 244B TFace

  EX1007 Go 244B TFace

  INFO Eduard100

  February 2024

• Page 101

  MASKS

  CX658 Me 410A-1 CX658 Me 410A-1

• Page 102

  RELEASES

  FEBRUARY 2024

  KITS

  PE

  -

  SETS

  ZOOMS

  MASKS

  11179 SPARVIERO 1/48 Limited

  7044 L-39C Albatros 1/72 ProfiPACK

  8483 Fokker D.VIIF 1/48 Weekend

  84198 Spitfire Mk.Vb early 1/48 Weekend

  82161 Bf 109G-10 WNF Re-release 1/48 ProfiPACK

  8148 I-16 Type 10 Re-release 1/48 ProfiPACK

  53304 USS Iowa BB-61 part 3 1/350 Hobby Boss

  53305 HMS Ark Royal 1939 part 1 1/350 I LOVE KIT

  36515 M16 U.S. multiple gun motor carrier 1/35 Tamiya

  36516 M3A2 Half Track 1/35 Tamiya

  481129 SM.79 bomb bay 1/48 Eduard

  481130 SM.79 undercarriage 1/48 Eduard

  481131 SM.79 rear fuselage interior 1/48 Eduard

  491414 Ki-21-I 1/48 ICM

  491417 Go 244B 1/48 ICM

  73817 Me 410A-1 1/72 Airfix

  FE1414 Ki-21-I 1/48 ICM

  FE1415 Ki-21-I seatbelts STEEL 1/48 ICM

  FE1416 SM.79 seatbelts STEEL 1/48 Eduard

  FE1417 Go 244B 1/48 ICM

  FE1418 Go 244B seatbelts STEEL 1/48 ICM

  FE1419 Fokker D.VIIF Weekend 1/48 Eduard

  SS817 Me 410A-1 1/72 Airfix

  EX1004 Ki-21-I 1/48 ICM

  EX1005 Ki-21-I TFace 1/48 ICM

  EX1006 Go 244B 1/48 ICM

  EX1007 Go 244B TFace 1/48 ICM

  EX1008 Fokker D.VIIF Weekend 1/48 Eduard

  EX1009 Spitfire Mk.Vb early Weekend 1/48 Eduard

  EX1010 Bf 109K-4

  tulip pattern & national insignia 1/48 Eduard

  CX658 Me 410A-1 1/72 Airfix

  BIG ED

  BIG33157 TBD-1 1/32 Trumpeter

  BIG33158 MC.202 1/32 Italeri

  BIG72178 AC-130J PART I 1/72 Zvezda

  BIG72179 AC-130J PART II 1/72 Zvezda

  BIG-EDBIG-ED

  INFO Eduard102

  February 2024

• Page 103

  RELEASE

  BRASSIN

  LöökPLUS

  BIG SIN

  SPACE

  644247 Sea King HAS.1 LööK 1/48 Airfix

  644248 Sea King HAS.5 LööK 1/48 Airfix

  644250 Hurricane Mk.IIc LööK 1/48 Hobby Boss

  644252 SM.79 LööK 1/48 Eduard

  648933 J-35 Draken seat 1/48 Hasegawa

  648934 J-35 Draken wheels Type 1 1/48 Hasegawa

  648936 P-38J left engine PRINT 1/48 Tamiya

  648963 Italian WWII torpedo A.130 1/48

  648964 TBF/TBM wheels w/smooth tire 1/48 Academy

  648965 TBF/TBM wheels w/pattern 1/48 Academy

  648966 TBM seats PRINT 1/48 Academy

  648967 TBF seats PRINT 1/48 Academy

  648968 J-35 Draken wheels Type 2 1/48 Hasegawa

  672319 Bf 109E rudder pedals early PRINT 1/72

  672320 Bf 109E rudder pedals late PRINT 1/72

  672350 Bf 109F engine PRINT 1/72 Eduard

  672351 L-39 wheels PRINT 1/72 Eduard

  644239 F-16D Block 50 LööKplus 1/48 Kinetic

  644251 P-47D-25 LööKplus 1/48 MINIART

  SIN648119 Bf 109K-4 ADVANCED 1/48 Eduard

  SIN648120 Fw 190A-7 1/48 Eduard

  3DL48156 Ki-21-I SPACE 1/48 ICM

  3DL48157 I-16 Type 10 SPACE 1/48 Eduard

  3DL48158 SM.79 SPACE 1/48 Eduard

  3DL48159 Go 244B SPACE 1/48 ICM

  3DL72027 Me 410A-1 SPACE 1/72 Airfix

  FEBRUARY 2024

  DECAL SET

  D48115 F-104A/C stencils 1/48 Kinetic

  INFO Eduard

  103

  February 2024

• Page 104

  BUILT

  1/48

  built by Robert Szwarc

  #8092

  MARKING B

  P-400

  INFO Eduard104

  February 2024

• Page 105

  BUILT

  67th FS, Guadalcanal, Solomon Islands, November 1942

  P-400 listed in the squadron records as “Old 13”

  was one of few original Airacobras delivered to

  67th FS in the spring of 1942 and still serving on

  Guadalcanal in the beginning of 1943. Rudimentary

  conditions of the remote Pacific airbases and lack

  of the spare parts forced the ground personnel

  into many improvisations. Textbook example

  is the story of the “Old 13” Airacobra which

  already crash-landed during her service on New

  Caledonia and her wreck was cannibalized for

  the spare parts. 67th FS heavy losses after its

  transfer to Guadalcanal and the critical lack of

  the aircraft on the island caused the abandoned

  Airacobra wreck to be restored to the airworthy

  condition after a complex repair. The aircraft

  received a new wing and also a number of many

  fuselage panels and hatches had to be replaced.

  According to the surviving repair record the

  replacement parts were painted in Olive Drab/

  Neutral Grey colors and therefore the Airacobra

  sported the unique display of the British and

  American camouflage shades. Furthermore,

  the more powerful engine was installed, and

  the damaged propeller blade was replaced by

  another one balanced by pouring the melted

  plumb into its tip. The instrument panel was

  furnished with the essential gauges only, there

  were only holes after the rest of the instruments.

  This repaired Airacobra was christened “The

  Resurrection” and this inscription was painted

  on both sides of the fuselage. Unfortunately, no

  photographic evidence exists so the inscription

  appearance is based on another 67th FS airplane.

  Product page

  INFO Eduard

  105

  February 2024

• Page 106

  BUILT

  P-38J left engine PRINT

  1/48

  built by Jan Baranec

  Follow me here: https://instagram.com/48_scale_hangar

  Product page

  #648936

  INFO Eduard106

  February 2024

• Page 107

  BUILT

  INFO Eduard

  107

  February 2024

• Page 108

  1/72

  built by Karel Pádár

  Decals SBS Model - Hungary

  #2144

  the V.7+90 from 2/1. Vadászszázad

  BUILT

  INFO Eduard108

  February 2024

• Page 109

  stránka produktu

  the “Black 2” from 102/2. Vadászszázad, probably flown by

  Ferenc Málnássy, an ace with 12 victories

  BUILT

  INFO Eduard

  109

  February 2024

• Page 110

  Bf 109F-4

  1/72

  built by Fabio Santonocito

  Decals heroesmodels

  #70155X

  Accessories used:

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

  #672329 Bf 109 balance weights PRINT (Brassin)

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

  #D72045 Bf 109F stencils (Decal Set)

  Product page

  BUILT

  INFO Eduard110

  February 2024

• Page 111

  1/48

  built Paolo Portuesi

  Aftermarket Decals.

  #82145

  Fw 190A-8/R2

  Product page

  BUILT

  INFO Eduard

  111

  February 2024

• Page 112

  BUILT

  1/48

  built by Angelo Lodetti

  #8067

  MARKING F

  P-39N

  Airacobra

  Accessories used:

  #648203 P-39 wheels late (Brassin)

  INFO Eduard112

  February 2024

• Page 113

  BUILT

  P-39N-1, 42-18378, 10° Gruppo, 4° Stormo, ACI, Lecce-Galatina, Italy, 1944

  The Aviazione Cobelligerante Italiana (ACI) was

  the air force of the Southern Italian monarchist

  government of Pietro Badoglio, formed in

  October 1943 after the armistice concluded

  between Italy and the Allies at Cassibile. The

  ACI then used aircraft supplied by the USA and

  Great Britain in addition to Italian types. At the

  time of handover to ACI, this Airacobra had

  been operated approximately a year and a half

  by the 345th FS/350th FG USAAF in Africa and

  the Mediterranean. These worn out Airacobras

  were mainly used by the Italians to train pilots

  on the new equipment. The aircraft with the Jig-

  Jig insignia on the nose was photographed with

  other decommissioned P-39s from the 350th

  FG at an Italian airfield and was probably one of

  the first to receive Italian cockades, as the other

  aircraft in the picture are still in USAAF markings.

  The Italian cockades were applied directly to the

  original American markings at four positions, and

  two were added to the upper right and bottom

  left wing halves. At the same time, the yellow

  stripes marking the aircraft operating within the

  12th AF USAAF were retained. The aircraft has not

  undergone any other changes and can therefore

  be built in its spring 1943 form, when it was still

  part of the 345th Fighter Squadron, thanks to the

  alternative US markings offered in the decal.

  Product page

  INFO Eduard

  113

  February 2024

• Page 114

  ON APPROACH

  MARCH 2024

  644249

  Sea King HU.5 LööK

  1/48 Airfix

  644253

  TBM-3 LööK

  1/48 Academy

  644254

  I-16 Type 10 LööK

  1/48 Eduard

  BIG33159 AH-1G early 1/35 ICM

  BIG49396 Mi-17 1/48 Trumpeter

  BIG49397 Sea King HAS.1 1/48 Airfix

  BIG49398 Sea King HAS.5 1/48 Airfix

  BIG49399 Sea King HU.5 1/48 Airfix

  644249 Sea King HU.5 LööK 1/48 Airfix

  644253 TBM-3 LööK 1/48 Academy

  644254 I-16 Type 10 LööK 1/48 Eduard

  632192 Bf 109E rudder pedals early PRINT 1/32

  632193 Bf 109E rudder pedals late PRINT 1/32

  648928 Su-25 flaps and slats PRINT 1/48 Zvezda

  648969 F-16C Block 30 cockpit PRINT 1/48 Kinetic

  648975 Tornado ejection seats 1/48 Revell

  648976 Fw 190A-8/R2 cockpit PRINT 1/48 Eduard

  648977 Bf 109G-10 WNF cockpit PRINT 1/48 Eduard

  648978 F-35B wheels 1/48 Tamiya

  648979 F-35B ejection seat PRINT 1/48 Tamiya

  672352 Bf 109G-6 engine PRINT 1/72 Eduard

  644256 Sea King HAS.1 LööKplus 1/48 Airfix

  644257 Sea King HAS.5 LööKplus 1/48 Airfix

  SIN648121 FM-1 ESSENTIAL 1/48 Eduard

  SIN648122 FM-2 ADVANCED 1/48 Eduard

  BIG ED (March)

  BRASSIN (March)

  LöökPlus (March)

  BIGSIN (March)

  LööK set - Brassin pre-painted dashboards

  and STEEL seatbelts for Sea King HU.5 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Airfix

  Set contains:

  - resin: 4 parts

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboards and STEEL

  seatbelts for TBM-3 in 1/48 scale. Easy to assemble,

  replaces plastic parts. Recommended kit:

  Academy / Accurate Miniatures

  Set contains:

  - resin: 5 parts

  - 3D print: 1 part,

  - decals: no

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for I-16 Type 10 in 1/48 scale.

  Easy to assemble, replaces plastic parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 1 part

  - decals: no

  - photo-etched details: yes, pre-painted

  - painting mask: no

  PRELIMINARY IMAGES

  PRELIMINARY IMAGES

  PRELIMINARY IMAGES

  INFO Eduard114

  February 2024

• Page 115

  632192

  Bf 109E rudder pedals early PRINT

  1/32

  ON APPROACH

  Brassin set - rudder pedals for Bf 109E

  in 1/32 scale. The set consists of 2 pairs of the

  pedals. Easy to assemble, replaces plastic parts.

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  632193

  Bf 109E rudder pedals late PRINT

  1/32

  648928

  Su-25 flaps and slats PRINT

  1/48 Zvezda

  Brassin set - rudder pedals for Bf 109E

  in 1/32 scale. The set consists of 2 pairs

  of the pedals. Easy to assemble, replaces

  plastic parts.

  Set contains:

  - 3D print: 2 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  Brassin set - landing flaps and wing slats for

  Su-25 in 1/48 scale. Made by direct 3D printing.

  Recommended kit: Zvezda

  Set contains:

  - resin: 22 parts

  - decals: no

  - photo-etched details: no

  - painting mask: no

  INFO Eduard

  115

  February 2024

• Page 116

  ON APPROACH

  MARCH 2024

  648969

  F-16C Block 30 cockpit PRINT

  1/48 Kinetic

  648975

  Tornado ejection seats

  1/48 Revell

  648976

  Fw 190A-8/R2 cockpit PRINT

  1/48 Eduard

  Brassin set - a cockpit for F-16C Block 30

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

  Recommended kit: Kinetic

  Set contains:

  - 3D print: 15 parts,

  - decals: yes,

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  Brassin set - ejection seats for Tornado

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

  Recommended kit: Revell

  Set contains:

  - resin: 14 parts

  - decals: yes

  - photo-etched details:

  yes, pre-painted

  - painting mask: no

  Brassin set - a cockpit for Fw 190A-8/R2

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

  Recommended kit: Eduard

  Set contains:

  - 3D print: 17 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  INFO Eduard116

  February 2024

• Page 117

  ON APPROACHMARCH 2024

  648977

  Bf 109G-10 WNF cockpit PRINT

  1/48 Eduard

  648978

  F-35B wheels

  1/48 Tamiya

  648979

  F-35B ejection seat PRINT

  1/48 Tamiya

  Brassin set - a cockpit for Bf 109G-10 WNF

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

  Recommended kit: Eduard

  Set contains:

  - 3D print: 16 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  Brassin set - a cockpit for Bf 109G-10 WNF

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

  Recommended kit: Eduard

  Set contains:

  - 3D print: 16 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  Brassin set - ejection seat for F-35B in 1/48 scale.

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

  plastic parts. Recommended kit: Tamiya

  Set contains:

  - 3D print: 9 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painting mask: no

  INFO Eduard

  117

  February 2024

• Page 118

  ON APPROACH

  672352

  Bf 109G-6 engine PRINT

  1/72 Eduard

  Brassin set - engine for Bf 109G-6 in 1/72 scale.

  The cownlings are included. Made by direct

  3D printing. Recommended kit: Eduard

  Set contains:

  - 3D print: 22 parts

  - decals: no

  - photo-etched details: yes

  - painting mask: no

  644256

  Sea King HAS.1 LööKplus

  1/48 Airfix

  Collection of 3 sets for Sea King HAS.1 in 1/48 scale.

  Recommended kit: Airfix

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

  - TFace painting mask

  - undercarriage wheels

  MARCH 2024

  INFO Eduard118

  February 2024

• Page 119

  ON APPROACH

  Collection of 3 sets for Sea King HAS.5 in 1/48 scale.

  Recommended kit: Airfix

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

  - TFace painting mask

  - undercarriage wheels

  644257

  Sea King HAS.5 LööKplus

  1/48 Airfix

  MARCH 2024

  INFO Eduard

  119

  February 2024

• Page 120

  SIN648121

  FM-1 ESSENTIAL

  1/48 Eduard

  Collection of 4 sets for FM-1 in 1/48 scale.

  Recommended kit: Eduard

  - cockpit

  - endercarriage wheels,

  - undercarriage legs BRONZE

  - exhausts

  All sets included in this BIG SIN are available separately,

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

  ON APPROACH

  MARCH 2024

  INFO Eduard120

  February 2024

• Page 121

  SIN648122

  FM-2 ADVANCED

  1/48 Eduard

  Collection of 3 sets for FM-2 in 1/48 scale.

  Recommended kit: Eduard

  - gun bays

  - undercarriage bay

  - engine

  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 2024

  INFO Eduard

  121

  February 2024

• Page 122

  PE

  -

  SETS

  53306 HMS Ark Royal 1939 part 2 1/350 I LOVE KIT

  481132 F-5E upgrade set 1/48 AFV Club/Eduard

  491420 F-35B 1/48 Tamiya

  491422 Hurricane Mk.IIb 1/48 Arma Hobby

  491424 Gannet AS.1 1/48 Airfix

  491425 Gannet AS.4 1/48 Airfix

  491427 F4U-1A 1/48 Magic Factory

  491428 F4U-2 1/48 Magic Factory

  73818 A-6A 1/72 Trumpeter

  73819 P-400 1/72 Arma Hobby

  ZOOMS

  FE1420 F-35B 1/48 Tamiya

  FE1421 F-35B seatbelts STEEL 1/48 Tamiya

  FE1422 Hurricane Mk.IIb 1/48 Arma Hobby

  FE1423 Hurricane Mk.IIb seatbelts STEEL 1/48 Arma Hobby

  FE1424 Gannet AS.1 1/48 Airfix

  FE1425 Gannet AS.4 1/48 Airfix

  FE1426 Gannet AS.1/AS.4 seatbelts STEEL 1/48 Airfix

  FE1427 F4U-1A 1/48 Magic Factory

  FE1428 F4U-2 1/48 Magic Factory

  FE1429 F4U-1A/2 seatbelts STEEL 1/48 Magic Factory

  FE1430 F-5E seatbelts STEEL 1/48 AFV Club/Eduard

  FE1431 Bf 108 seatbelts STEEL 1/48 Eduard

  SS818 A-6A 1/72 Trumpeter

  SS819 P-400 1/72 Arma Hobby

  MASKS

  EX1011 F-35B 1/48 Tamiya

  EX1012 F-35B TFace 1/48 Tamiya

  EX1013 F-35B RAM coating 1/48 Tamiya

  EX1014 Hurricane Mk.IIb 1/48 Arma Hobby

  EX1015 Hurricane Mk.IIb TFace 1/48 Arma Hobby

  EX1016 Gannet AS.1/AS.4 1/48 Airfix

  EX1017 Gannet AS.1/AS.4 TFace 1/48 Airfix

  EX1018 Gannet AS.1/AS.4 national & a/c marking 1/48 Airfix

  EX1019 F-5E TFace 1/48 AFV Club/Eduard

  EX1020 Bf 108 TFace 1/48 Eduard

  CX659 A-6A 1/72 Trumpeter

  CX660 P-39 / P-400 1/72 Arma Hobby

  SPACE

  3DL48160 F-35B SPACE 1/48 Tamiya

  3DL48161 Hurricane Mk.IIb SPACE 1/48 Arma Hobby

  3DL48162 Gannet AS.1 SPACE 1/48 Airfix

  3DL48163 Gannet AS.4 SPACE 1/48 Airfix

  3DL48164 F4U-1A SPACE 1/48 Magic Factory

  3DL48165 F4U-2 SPACE 1/48 Magic Factory

  3DL48166 Bf 108 SPACE 1/48 Eduard

  3DL48167 F-5E SPACE 1/48 AFV Club/Eduard

  3DL72028 A-6A SPACE 1/72 Trumpeter

  SPACE

  ER48008 Surface panels 1/48

  ER72003 Surface panels 1/72

  DECAL SET

  D48115 F-35B stencils 1/48

  ON APPROACH

  MARCH 2024

  INFO Eduard122

  February 2024

• Page 123

  ON APPROACH

  FREEDOM TIGER #11182 1/48

  73-00878, 63rd Tactical Wing, RVNAF,

  Bien Hoa, South Vietnam, 1974

  73-00878, Socialist Republic of Vietnam, Renovation for the Aviation Museum Kbely,

  Prague, Czech Republic, 2023

  VFC-13 “Fighting Saints”, US Navy, NAS Fallon,

  Nevada, USA, 1998

  MARCH 2024

  INFO Eduard

  123

  February 2024

• Page 124

  ON APPROACH

  Maj. Lenny Bucko, NSFTIP, US Marines,

  MCAS Miramar, California, USA, 1983

  VFA-127 „Cylons“, Capt. Jerry B. Singleton, US Navy,

  NAS Fallon, Nevada, USA, 1993

  1º/14º GAV “Esquadrão Pampa”, FAB, Canoas AB, Brazil, 2005

  73-0897, 57th Fighter Weapons Wing, 65th Fighter Weapons Squadron,

  US Air Force, Nellis AFB, USA, 1981

  425th Squadron, 58th TFTW, Luke AFB, US Air Force,

  Arizona, USA, late 70s

  211 Squadron, Wing 21, Royal Thai Air Force,

  Udon Ratchathani AB, Thailand, late 90s

  MARCH 2024

  INFO Eduard124

  February 2024

• Page 125

  ON APPROACH

  Bf 109G-2 #70156 1/72

  Bf 109G-2, Maj. Johannes Trautloft, CO of JG 54,

  the Soviet Union, August 1942

  Bf 109G-2, Fw. Anton Hafner, 4./JG 51, El Aouina,

  Tunis, December 1942

  Bf 109G-2/R6/Trop, WNr. 10805, Lt. Wilhelm Crinius, 3./JG 53,

  Bizerta, Tunis, January 1943

  Bf 109G-2/R6, WNr. 13531, Hptm. Hermann Graf, CO of 9./JG 52,

  Pitomnik, the Soviet Union, September 1942

  Bf 109G-2/R6, WNr. 13949, Maj. Hans Hahn, CO of II./JG 54,

  Rjelbicy, the Soviet Union, January 1943

  Bf 109G-2/R6, WNr. 14810, Ofw. Rudolf Müller, 6./JG 5,

  Petsamo, Finland, April 1943

  MARCH 2024

  INFO Eduard

  125

  February 2024

• Page 126

  Fw 190A-5 light fighter

  1/48

  ON APPROACH

  #84118

  Fw 190A-5, WNr. 2700, 2./JG 11, Husum,

  Germany, August 1943

  Fw 190A-5, WNr. 410004, Oblt. Walter Nowotny,

  CO of I./JG 54, Orel, the Soviet Union,

  October 1943

  Fw 190A-5, WNr. 0152594, Maj. Hermann Graf,

  CO of JGr. Ost, Toulouse-Blagnac, France,

  April 1943

  Fw 190A-5/U8, WNr. 01501353, Oblt. Kurt Hevler,

  Stab IV./SKG 10, Cognac, France, June 1943

  MARCH 2024

  INFO Eduard126

  February 2024

• Page 127

  Spitfire LF Mk.IXc, W/O Henryk Dygala, No. 302 (Polish) Sqn.,

  ALG G10 Plumetot, France, August 1944

  Spitfire LF Mk.IXc, S/Lt. Pierre Clostermann, No. 602 Sqn.,

  Longues-sur-Mer, France, July 1944

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

  RAF Tangmere, United Kingdom, June 1944

  Spitfire HF Mk.IXc, F/Lt Otto Smik, No. 312 (Czechoslovak)

  Sqn., RAF North Weald, United Kingdom, August 1944

  Spitfire LF Mk.lXc, F/O Desmond Ibbotson, No. 601 Sqn.,

  Italy, Summer 1944

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

  France, July 1944

  ON APPROACH

  Re-release

  Spitfire Mk.IXc late verison

  #8281

  1/48

  MARCH 2024

  INFO Eduard

  127

  February 2024

• Page 128

  Bf 108

  1/48

  #8078Re-release

  ON APPROACH

  Sonderkommando Blaich, Tripoli,

  Libya, January 1942

  Germany, September 1939

  Stab I./JG51, Soviet Union,

  Winter 1942 - 1943 1943

  France, May 1940

  Hungary, 1942–1944

  MARCH 2024

  INFO Eduard128

  February 2024

• Page 129

  Every month during the editorial board of

  INFO Eduard magazine, we also plan the popular

  boxart stories for the content of the following

  issues. They were first written about in detail by

  my colleague Richard Plos in April 2022. Most of

  the one-page articles are written by colleagues

  who prepared the kit or were involved. We also

  frequently write boxart stories for re-releases.

  If the kits were issued a few years ago,

  the writer has a relatively easy job. I will explain

  why it is so at the end of this article. But if it's

  a painting that was done ten or nearly twenty

  years ago, it can be quite a challenging task.

  Just such a conundrum is the painting created

  by our late friend Martin Novotný in 2006 for

  the 1/48th scale Polikarpov I-16 Type 10 kit we

  are re-releasing this month. It shows the I-16

  in a dogfight with Finnish Brewsters, one of

  the Finns is obviously in serious trouble. After

  nearly twenty years, none of my colleagues

  remembered how the brief for Martin Novotny

  was defined. When Martin created the painting

  in 2006, he was apparently given a fairly loose

  brief and painted a very lively scene.

  Since I am interested in Finnish - Soviet

  air battles, I can imagine what the process

  might have been back then to create the

  I-16 “Red 4” markings in the kit instructions.

  In the publication Polikarpov Fighters in action

  Pt. 2 - Aircraft No. 162, there is a colour profile

  of this machine and a cropped photo. The author

  of this photographic booklet, Hans-Heiri Stapfer,

  has, in my opinion, quite realistically estimated

  that this is probably a trainer aircraft from

  late in the war, probably from 1944. In fact,

  the fuselage side sports an insignia which

  design was not introduced until the second

  half of the war. The text in our instructions

  was written in this sense. In the re-release, we

  have mistakenly stated that it is a 1941 aircraft,

  but the details of the text do not contain this

  typo and the year 1944 is given.

  The quality of aviation-historical research

  is constantly evolving, so today we are in

  a much different situation in terms of available

  information than in 2006. I have gone through

  all the volumes of the history of the Finnish Air

  Force co-authored by Keskinen and Stenman

  for the years 1941 to 1944. Unless I missed

  something, not a single Finnish B-239 was shot

  down in a fighter engagement in 1941, and in

  1942 most of these American machines were

  credited to Hurricane pilots. But both in August

  and October 1942, one Brewster was shot down

  by I-16 pilots of the 71st IAP KBF. In 1943, when

  one of these rugged aircraft was destroyed in

  combat, it was credited to aviators with modern

  domestically produced planes or Airacobra

  pilots. Same in 1944, only in late 1944, during the

  so-called Lapland War, the German flak became

  the enemy of the Brewsters.

  This detailed information was not available

  at the time the boxart was created and the I-16

  in Martin's painting certainly does not belong

  to the 71st IAP KBF. Moreover, Polikarpov had

  a yellow band on the fuselage in the original

  painting. This was recommended by the In Action

  publication, but back in 2006 we pointed out in

  the instructions that the band was probably

  white. Therefore, we adjusted the colour on the

  boxart of the re-release. I still think that this is

  a great painting to remember Martin Novotny by.

  Today we approach the preparation of

  the boxart in a completely different way.

  The aircraft that will become the main subject of

  the painting is chosen by a team of colleagues

  from the final selection of machines whose

  decals will be included in the kit. Depending

  on the edition of the kit, we choose the theme

  for the boxart from four to twelve aircraft and

  believe me, this is sometimes a difficult choice.

  The aircraft we select for our kits are the result

  of a vote on a usually much longer list of

  aircraft.

  When we agree on the aircraft that will

  eventually appear in the painting, we prepare

  a detailed specification for the artist describing

  the situation in which the aircraft and its pilot or

  crew should be depicted. We often work with an

  analysis of the reports of both fighting sides and

  try to keep the details of the terrain, altitude,

  cloud cover, and the intensity and coloration of

  daylight according to the day and hour of the

  fight. Often we also call in outside consultants

  for details of the fights. I think our artists

  kind of hate us for such detailed commissions

  sometimes. Although Piotr Forkasiewicz told

  me recently, it is these extremely detailed

  painting briefs that he really likes and suit his

  style of work.

  The amount of information that we gather

  when preparing a boxart led us to the idea of

  starting a one-page boxart story a few years

  ago, because we were sorry not to share this

  valuable and interesting historical information.

  We felt that our customers did not know how

  realistic the situations we present on our

  boxarts were. I believe that we are the only

  manufacturer that is this careful about the

  historical veracity of the paintings on our kits.

  I hope you enjoy the work of all my colleagues

  who work on our kits and boxart stories.

  A friend recently told me that the boxart story

  is his favourite reading in the morning over

  coffee. I firmly believe that there are many more

  coffees to come with us!

  HISTORY OF ONE BOXART STORY

  Jan Bobek

  INFO Eduard

  129

  February 2024

• Page 130

  FORTHCOMING

  MODELLERS AND AVIATION HISTORY FANS,

  JaPo Publishing s.r.o. has been preparing publications for you for more than 20 years.

  Focke-Wulf Fw 190s ofJagdgeschwader 6

  inWWII Final Operations

  e next volume in the series of books on the Luwae history

  over the Czech territory will focus on the nal days of WWII and

  ghter JG 6. e unit based at airelds located in northern Bohemia

  participated in the defence of Berlin against Soviet armies. For the rst

  time in our series we attempt to analyze in detail air operations of both

  parties day by day, while concentrating on missions own by JG 6. e

  second part of the book oers information on unit’s equipment with

  a particular focus on the Fw 190A andD. Like in our earlier volumes,

  we also introduce several aircra in detail, including their career and

  camouage.

  Messerschmitt Bf 109s

  &Other Aircraft of I./EKG(J)

  German Fighters in the West

  from Poland to the Defence of the Reich

  Messerschmitt Bf 109s

  of KG(J) 6

  Avia B.534 “Dogan”

  inthe Bulgarian Air Force

  Messerschmitt Me 262

  Production & Arado Ar234’s

  Final Operations

  B-24 Liberator in RAF

  Coastal Command Service

  Messerschmitt Me 262s

  of KG & KG(J) units

  Aviatik D.I & D.II

  WORLD WARII OVER CZECH TERRITORY

  WORLD WARII WORLD WARI

  Our own research is focused mainly on WWII aviation history – especially late war history and Luftwaffe activity over Czech

  territory, or more precisely over Protektorat Böhmen und Mähren. Other periods – Great War and post-WWII aviation – are also

  covered by our publishing activity, in particular history related to Czechoslovakia and Czechoslovak and Czech Air Force. We offer

  publishing cooperation to the authors of interesting works, don’t hesitate to contact us in case you are working on a manuscript

  from the same or similar field of interest or you have any documents and photos relating to titles and projects described.

  SELECTED ALREADY ISSUED TITLES

  www.japo.eu

  YOU CAN BUY PUBLICATIONS FROM OUR E-SHOP OR FROM OUR DISTRIBUTORS

  Under preparation is Focke-Wulf Fw 190D Camouflage & Markings, Part III,

  the final volume of the trilogy and the

  next book in our World War II series.

  We will soon return to WWI topics

  with another study on the history

  of the Austro-Hungarian Air Force.

• Editorial

  
  

  
  

  Good day, Dear Friends

   After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants. It's better than the six days they tried on us before, but it's still at least a day more than we want and need to be here. From the point of view of the participation of companies, the fair is certainly better this year than last, but when it comes to visitors, traders and journalists, the situation is more or less still on the weak side. There is peace here. Calm is usually nice, but at a trade fair, calm is probably the last thing an exhibitor wants to experience. Maybe it will change tomorrow or the day after and the fair will come to life, but we have no indication of that as yet. So we have begun thinking about a backup plan. I will tell you how it turned out in the next editorial.

   As far as February new releases are concerned, I have to tell you first and foremost about the Sparviero and the Eduard Heavy Retro edition line. I feel that this is necessary, because the reactions to this kit show a certain misunderstanding on the part of modelers of what this edition and the kits released in it actually are and will be. The Sparviero is a reminder of the old days, when we still had a long way to go to today's quality of our kits. It is also an answer to the wishes of modelers who would like to see some kits from that time back in the range. I'll admit I resisted it long and hard, but last fall I capitulated and decided to give it a go with these old pieces. I think that either it will be a successful move and those who long for the old kits will be satisfied, or it will be a flop and everyone will be convinced that it is all nonsense. Since I don't think it's really possible to release these old pieces in our current lines, we've created a new line to release them, called ‘Eduard Heavy Retro’. There won't be any super modern perfectly fitting kits in this line, but rather those older items that lent themselves well to discussions and criticisms pertaining to the execution of details and even on how to go about it. Or you may need to putty a hole with a diameter of 0.1 mm and drill another one with the same diameter 1.2 mm to the left….or right.  Such horrors will be the price you pay with the kits in the EHR line. Part of their charm will be that there will be no shortage of topics to discuss. You’ll need to get out the putty, and some of you may have not seen a tube of the stuff in a long time indeed. You will have neither the time nor the mood to drill any holes. You can then with confidence say that Eduard released this to increase sales of GSI brand surface treatment products. There won't be much detail on the moldings. This deficiency will be compensated for by the details on the PE frets and resin, which are really a lot in this kit. Of course, there are also masks,  and I also guarantee you nice, high-quality decals, a great selection of markings and a beautiful boxart. We'll also add some good reading for you here within the pages of our newsletter. Today's article on the Sparviero was written by the renowned expert on Italian aircraft, Mauricio di Terlici, and in my opinion, in addition to his admirable historical knowledge, he projects the Italians' view of this symbol of the Italian Regia Aeronautica into it.

  
  

   To sum it up, these are kits for the tough guys, for modelers who can do something with the canvas they are given. But just because we've dusted off and offered up old plastic doesn't mean we'll slack off on the rest. What is being created with these kits today is what we do today….the highest standard possible with them. And for those with the skill and interest level in the subject matter, you will be considered among the elite.

   So, by reading this far, you know what it's all about. If you are thinking of buying, consider your abilities first. If you embark on this adventure, don't moan and whine. Show that you've got what it takes or just stay away from these kits. They are designed with a specific segment of the modeling community in mind. As they say, if you can’t stand the heat, get out of the kitchen. On the other hand, if you have the urge to get into something like this, or at least add it to your collection, don't hesitate too long. For reasons I don't understand, the Sparviero is the best selling February release, and since we only made 2000, we don't have many left. As of today, there are just over 400 available. With this sales so dynamic, an item like this usually doesn't make it past the end of the first month of sales. The good old slogan of ‘take it or leave it’  still applies. This is no joke, heavy retro is heavy retro.

   Another February new release, the L-39C Albatros in 1:72, is a bit of a lighter retro. The molds for this kit are actually almost as old as the Sparviero molds. The Albatros L-39 was made by us, the Sparviero comes from Special Hobby. The Sparviero is a more difficult test, but even the Albatros will benefit from modeling skills nicely. In this issue, you will see the creation of a near perfect model (assuming there is no perfection) , despite the age of the kit in our article by Karel Pádár about his build of the 72nd L-39 in Hungarian markings.

  
  

   If you don't have the stomach for these old pieces, we also have current standard quality items for you. This is in the shape of the Fokker D.VIIF and Spitfire Mk.Vb in the Weekend range, in addition to re-releases the Bf 109 G-10 (WNF) and I-16 Type 10, both of these items being Profipack releases and all four kits mentioned are in 1:48th. For all of them, in today's newsletter issue we have the popular corresponding Boxart Story, with the exception of I-16 type 10, which is written by Jan Bobek in his Tail End Charlie contribution. This article is also worth reading. You will learn a lot about the background of the creation of our boxarts, their historical development and the meaning of our striving for realistic and historically accurate boxarts.

   I won't go into any great detail about the additions to our range coming from the February lineup of new releases. You can find everything important about them throughout this issue of our newsletter. I will mention just one item which is the 1:48th scale P-38J Lightning engine for use in the Tamiya P-38J kit. We have been working our way through many difficulties for a long time in releasing this Brassin set, or rather kit, to be more precise. It is probably the most complicated and complex project undertaken in the Brassin series so far. You can see what the result looks like not only on the product page of this item, but also in Jan Baranc's article about building his model of this engine.

   We keep coming across various criticisms regarding our decals. The latter, in our opinion, is associated with the fear of a new thing, shrouded in the fog of new ideas and associated prejudices and rumors that  digital decals and their properties specifically precipitate. This situation reminds me a bit of the distrust and skepticism that once existed about digital photography. Today, Jakub Nademlejnský will try to dispel your fears and mistrust with his article about working with digital decals from our production. By the way, the aforementioned L-39C model by Karel Pádár also uses these decals, as well as all the other models that we have presented both in this issue and in previous ones of the newsletter for at least the last four years.

   In the historical articles, in addition to the already mentioned Sparviero bit by Mauricio di Terlici, we have another installment of the Air War over Ukraine series by Mira Barič and the second part of Gustav VI., that is, the developmental history of the Messerschmitt Bf 109 G-6 and its variants. I thought this would be the last part, but it looks like I have a few facts left that didn't fit into the two previous, so there will be a Part Three. It follows that I am an undisciplined author, not adhering to the set scope of my work. In order not to make this situation worse, I am quitting for today and going to attend to my duties as an exhibitor at the fair. I wish you a pleasant evening and a good read!

   

  Happy Modelling!

  Vladimir Sulc

• A face on the tail

  Text: Jan Zdiarský

  Illustration: Antonis Karydys

  Cat. No. 7044

  
  

  Decorating military aircraft with symbols or markings related to significant anniversaries is quite common in modern times, especially in NATO units. A nice anniversary marking on an aircraft is usually of interest to modellers. In the case of the L-39 Albatros, we have seen two such honours in recent years and both of them have appeared in Eduard kits for obvious reasons.

  The first one was L-39ZA, no. 232433 from Náměšt' nad Oslavou, with the depiction of the main designer of this aircraft, Jan Vlček. The second one is L-39CM, No. 915254 of the 2 Fighter Squadron, 31 Fighter Wing, of the Slovak Air Force from 2022, commemorating the 100th anniversary of the birth of the Czechoslovak fighter ace, S/Ldr. Otto Smik (current ProfiPACK No. 7044).

  Otto Smik was born on 20 January 1922 in Borjomi in the Caucasus. His father, a Slovak soldier who fell into Russian captivityin this area during the First World War, got married there, and although he wanted to return to his homeland, he couldn't do so before many years. He did eventually return in 1934 with his Russian Wife and their three sons, of whom Otto was the middle one. After some peripeties, the family settled in Bratislava. Otto, who had been interested in aviation since he was a child, built models and learned to fly gliders. However, he could not reconcile himself tothe Slovak state's establishment and its leaning towards nazi Germany. At the tender age of 18, in March 1940, he fled Slovakia to join the Czechoslovak foreign resistance. Via Hungary, Yugoslavia, Greece and Iran, he reached France, where he joined the Czechoslovak Air Group in the French Air Force in June 1940. However, France fell before he started his training. The direction of further escape was, as for many others, Great Britain.

  Here he was accepted into the RAF, where he underwent flight training. After that, the British Royal Air Force promoted him to the rank of Pilot Officer, but in the structures of the Czechoslovak Foreign Army he had the rank of Corporal. This discrepancy was not well borne by some Czechoslovak career officers, and Smik was put to considerable hardship during his first tour of duty with the No. 312 and No. 310 Czechoslovak Squadrons. After only a few days, Smik therefore transferred to the British 131 Squadron at his own request, and later to the 122 Squadron of the RAF.

  On 13 March 1943 he achieved his first victory, a probable shoot down of a Bf 109. In May 1943 he transferred to 222 Squadron, where he increased his score to 7 and 1/2 aircraft shot down for sure, 2 probably and 3 damaged. With this score, after taking a break from operational flying, he started his second operational tour as one of the most successful Czechoslovak fighters. In March 1944 he returned to the Czechoslovak unit, this time with the No. 310, later 312, Squadron.

   While Flight commander he was  shot down over the Netherlands on September 3, 1944. After an emergency landing he managed to get behind Allied lines and after less than two months he was back in England. On 13 November 1944 he took leadership of the No. 127 squadron of the RAF, with which he undertook mainly bomber escorts and attacks on ground targets in support of the allied invasion troops. After fifteen days, however, Otto Smik was again shot down. This time his attack on the railway station at Zwole in the Netherlands was fatal. His Spitfire was hit several times by flak and the aircraft crashed at the Blooksteeg farm near Zwole. Otto Smik died in the wreckage. At the same time, one of his wingmen, Belgian Henri L. J. Taymans, was also shot down and his plane crashed into a muddy ditch by the railway line. A series of misidentifications, started by the Germans when one of the two pilots was buried, and continued by the Belgian and then the British War Graves Commission, created a mistake and a mystery that was not unravelled until 1965.

  Since 1994 the famous pilot has been buried in the Slavic Valley in Bratislava. Otto Smik received many military decorations for his successful combat activities: five Czechoslovak War Crosses 1939-45, the Czechoslovak Medal for Valour, the Order of the M.R.S. 3rd Class, the French Croix de Guerre with palms  and the British Defence Medal and Air Crew Europe Star. During the war he flew 263 operational sorties, 215 of which were over enemy territory. He certainly shot down 11 enemy aircraft, 1 probably and 3 damaged, in addition to these, he destroyed three V-1 missiles in flight and a number of ground targets. Smik's commemoration on the tail surfaces of Albatross No. 915254 is one of the significant tributes the Slovak Air Force has paid to his legacy.

  For more information about Otto Smik and his aircraft, we recommend the book by Zdenek Hurt "Naší se vraceji“ (Boys are back / Eduard, 2013), and the website of the aviation society Classic Trainers.

• The Non-Stop Offensive

  Text: Jan Bobek

  Illustration: Piotr Forkasiewicz

  Cat. No. 84198

  
  

  On the boxart of this Spitfire edition, Piotr Forkasiewicz captured S/Ldr James Rankin of the No. 92 Squadron RAF in battle with German opponents somewhere over France in the summer of 1941. This period of large numbers of RAF raids over occupied territory on the west coast of Europe was given the name Non-Stop Offensive.

  In the winter of 1940, after the Battle of Britain, most Luftwaffe fighter units moved to Germany  to rest, replenish pilots and take delivery of new machines. Many airmen anticipated that the battle would continue in the spring and eventually lead to an invasion of southern England. But Adolf Hitler's plans, as we know, headed elsewhere.

  Meanwhile the RAF command decided to shift its operations over French territory during 1941. It proposed several methods of deployment. These were not just raids on naval targets (Roadstead), daily bombing missions against specific ground targets (Ramrod) or risky attacks by pairs of fighter aircraft on more or less random targets on the continent (Rhubarb).

  German air raids during the Battle of Britain, designed to lure into combat and destroy fighter units of Hurricanes and Spitfires, impressed the RAF command to such an extent that it decided to adopt and modify this tactic. Instead of the tens to hundreds of bombers used by the Germans, however, the British decided to deploy only small numbers of bombers, usually six to twelve. These were mostly Blenheims, although Stirlings, for example, were also deployed into combat. Gradually the number of bombers increased to 24 in exceptional cases, and the very complicated fighter escort system had as many as 350 Spitfires and Hurricanes in several flight levels. However, these actions, called Circus, posed no real threat because of the small number of bombers and the short range of the British planes, which did not have many strategic military or industrial targets within their radius of action. Germans were often unable to distinguish them from Sweep or Rodeo actions, which were purely fighter operations over enemy territory.

  By the end of June 1941, the RAF had carried out about 20 Circus missions. Thanks to their new radar stations, the Germans quickly learned to recognize the types of enemy operations and to react accordingly with their own fighter units (or even ignore them). Their new Bf 109 F-1 and F-2s represented a considerable advantage over the Hurricanes and Spitfires Mk.II. Soon the technical superiority was offset by the arrival of the Spitfire Mk.V. In the autumn, however, the first Fw 190 As appeared over the battlefield, which shifted the scales again slightly in favour of the German pilots. They were usually above their RAF opponents in time to be ready with the sun at their backs or behind the clouds. They chose their targets carefully and followed a disciplined hit-and-run tactic.

  After the attack on the Soviet Union, the RAF greatly increased the number of Circus operations, hoping to tying up more German fighter units at the Channel and make the situation easier for the Soviets. However, this did not happen and the German fighter units, although numerically weaker, retained the tactical initiative. German propaganda derisively referred to the British plan as the “Nonsense Offensive”.

  From the end of June 1941 to the end of the year, JG 2, JG 26 and one operational training unit lost 101 pilots and 110 aircraft in combat, with another 58 destroyed or seriously damaged in other circumstances. German fighter pilots claimed 838 RAF aircraft, with a number of other downed planes claimed by flak units. Their British opponents claimed 731 certain victories but lost 1,036 fighter aircraft and 585 were severely damaged. The RAF command, thanks to the ULTRA service, had an accurate picture of the situation, from decoded German radio dispatches describing replenishment of Luftwaffe losses.

  The last mission of this type in 1941 was Circus No. 110, which on November 8, 1941, headed for the Lille area. Due to German readiness and a combination of poor weather conditions and bad decisions on the side of the RAF, eleven Spitfires and nine pilots were lost, including one Wing Commander and three Squadron Leaders. A further six Spitfires were shot down while escorting Hurricanes during a Ramrod mission to the St. Pol area. The outcome of this operation was so bad for the RAF, that these missions were cancelled, except to focus on significant ground targets.

  For a more detailed study of this subject I recommend John Foreman's publications and books focusing on the history of JG 2 and JG 26.

• The end of the war at the Danube

  Text: Jan Bobek

  Illustration: Piotr Forkasiewicz

  Cat. No. 82161

  
  

  This dramatic boxart by Piotr Forkasiewicz depicts one  aircraft of II./JG 52 in the last weeks of the war. This unit was commanded by Hptm. Wilhelm Batz (237 v.) from February 1945. Apart from a few Bf 109s of the G-6 and G-14 versions, the core of its armament were Bf 109 G-10/U4s from the nearby WNF plant. The unit also received several Bf 109 K-4s. From the autumn of 1944, II./JG 52 fought in the defence of Hungarian territory, together with the Bf 109s from units 101. Vadászezred, II./JG 51 and I./JG 53, which fought near Vienna and over southern Moravia in April 1945.

  Most airmen understood that the end of the war was inevitably approaching and that defeat would probably be terrible. They faced overwhelming odds against Soviet ground and air forces. At this time, over Hungarian and Austrian territory there were also sporadic engagements with American fighters. Yet the pilots of II./JG 52 in the final months of the war managed to find a way to make their lives a little more pleasant in the microworld of their unit. For example, announcing just after midnight a wake-up call pretending to slightly drunk colleagues  that it was seven in the morning.

  In his memoirs Heinz Ewald, then a member of II./JG 52 and CO of the 7th Staffel (former 6th Staffel), recalled such funny moments. He was lucky many times during the war (that's why he got the nickname E-Sau). Luck was on his side on March 1, 1945, when he was accidentally shot down by an SS anti-aircraft unit near his own airfield. His friend, later CO of JV 44´s Fw 190 D-9s, the legendary “Heino” Sachsenberg, dealt the flak unit his own crazy way. For more details on this incident, see the INFO Eduard 11/2010. 

  A month later II./JG 52 was briefly stationed in Wien-Aspern. Landing on a concrete surface was not something Wilhelm Batz and his subordinates were used to. Not only Batz's K-4 but also twelve other Bf 109s were damaged. On a mission from this base, Ewald was again shot down. This occurred on April 3, 1945, during a strafing attack south of Vienna. Bernd Barbas, in his chronicle of II./JG 52, states that this occurred after a dogfight with American fighters, but Ewald does not mention any enemy aircraft. Moreover, the Americans did not claim any victories in this area. Ewald points out in his memoirs that in addition to a 30mm cannon in the engine and two 13mm machine guns, his machine was also equipped with two 20mm cannons under the wing. After the end of the war, very few G-14 and G-10s were documented as being so armed, but three G-10s with underwing gondolas are known from Austria, for example.

  The target of Ewald's Schwarm was in the area Waltersdorf-Moosbrunn. After attacking several columns and equipment assembly areas, one of the wingmen reported that a white “stream” was leaking from Ewald's machine, probably the radiator in the wing had been hit. Then there was an engine failure and Ewald had to put his machine on its belly among the vineyard hills. The left gondola under the wing carved a furrow in the ground like a plough. Ewald pulled the parachute out of the machine and walked west. He soon came under enemy fire and ran away from the machine. Soon dusk fell and he came upon two Sturmgeschütz riding towards his plane. Together with them he returned to the Messerschmitt and the tankers helped him dismantle and salvage the radio station. It was only during the drive back that Ewald noticed that the tankers were from an SS unit. He was taken by another vehicle to his airbase where he was already presumed lost. The grateful airmen rewarded the tankers with a supply of aviation gasoline. During the following day, mechanics, accompanied by tankers, took the aircraft to the base and counted 18 hits. The very next day, 5 April, Ewald managed to shoot down an Il-2 Shturmovik over Vienna. It was his 79th victory. By the end of the war, he scored five more victories and received the Knight's Cross.

  In the final weeks of the fighting, Luftwaffe fighter units were being disbanded also in this part of the European battlefield. First II./JG 51 on 12 April, five days later the same fate awaited I./JG 53. Somehow this is how the “white 11” (with the inscription Rosemarie under the cockpit), which bore the overpainted insignia of JG 53 and II./JG 51, got to Ewald's 7th Staffel. It wasthen flown by Ofw. Richter, who didn't belong to II./JG 52, to American captivity at Neubiberg on May 8, 1945. Heinz Ewald was released from American captivity in Fürstenfeldbruck on June 22, 1945.

• Markings for Sparviero 1/48

  MM23838, Capt. Carlo E. Buscaglia, 281a Squadriglia, 132o Gruppo AS, Gadurra, Rhodes, summer 1941

  Carlo Emanuele Buscaglia started his military career with the 50a Bomber Squadriglia and in the ranks of 252a Sq., he took part in a combat baptism, a raid on the port of Marseille, on June 21, 1940. His fame began to rise after training for torpedo attacks and his subsequent assignment to 278a Sq. operating from El Adem. Tenente Buscaglia hit the heavy cruiser Kent, the light cruiser Glasgow and several transport ships during his stay with the unit. On March 5, 1941, 281a Squadriglia was formed, and Capitano Buscaglia was appointed as commanding officer, subsequently becoming CO of the 132o Gruppo in early April 1942. On November 12, 1942, a Sparviero flown by Buscaglia was shot down by a Spitfire and Buscaglia was declared dead. However, he survived with severe injuries and burns and was transferred to a POW camp at Fort Meade, MD. After the surrender of Italy, Allies offered him command of the 28o Gruppo Bombardemento. Ironically, his former 132o Gruppo, now operating on the ANR side, was renamed 1o Gruppo Aerosiluranti Buscaglia. On August 23, 1944, Buscaglia crashed while taking off. His Baltimore exploded and Buscaglia succumbed to his injuries and burns the following day.

   

  52a Squadriglia, 27o Gruppo BT, 8o Stormo BV, Son San Juan, Baleares, March 1938

  The first Sparvieros destined to support the Nationalists during the Spanish Civil War landed at Son San Juan airport in February 1937 and belonged to 12o Stormo BV. The crews of this unit participated in actions against the Republicans until November 1937, when the 12o Stormo pilots were replaced by colleagues from the 27o Gruppo of the 8o Stormo BV, known as the Falchi delle Baleari (Balearic Falcons). The Sparvieros, supplied from Italy, were painted in pre-war camouflage scheme, consisting of large color fields using the Marrone Mimetico 2, Verde Mimetico 1 and Giallo Mimetico 3 shades on the upper and side surfaces, while the lower surfaces were covered by Grigio Mimetico.

   

  MM 22278 or 22279, Ten. Col. Mario Giuliano, 193a Squadriglia, 87o Gruppo BT, 30o Stormo, Sciacca, Sicily, December 1940

  The 192a and 193a Squadriglia, forming the 87o Gruppo, received their first Sparvieros in 1938 and used them in Albania the following year. In early June, 193a moved to Sciacca airfield in Sicily, from where its crews flew their first wartime missions against airfields in Tunisia. From June 6, Sparvieros of 193a Squadriglia started raids on the island of Malta and on supplying convoys. The unit participated in the fighting against Malta until August 1941, when the rearmament of the unit to CANT Z.1007bis bombers began. The Sparviero, designated by the code 193-6, was camouflaged with Verde Mimetico 2, Marrone Mimetico 1 and Giallo Mimetico 2 on the upper and side surfaces, while the lower surfaces were sprayed with aluminum paint. The unit's emblem – Omino Elettrico – was painted on the fuselage sides, and the canvas punctures sustained during the Malta raids were covered with patches. It is not entirely clear whether these took the form of British or Italian cockades. The larger punctures were re-taped with pieces of canvas with the Italian tricolor and a label indicating when the damage occurred. Under the fuselage codes was the inscription CHI-MI-TOCCO'-CI-LASCIO'-LE-PENNE.

   

  MM 22593, 252a Squadriglia, 104o Gruppo BT, 46o Stormo, Skadar, Albania, end of 1940

  The 252a Squadriglia, which formed, together with 253a Squadriglia, 104o Gruppo BT, received the first Sparvieros on February 15, 1940. In June of the same year the crews took part in the first raids on targets in Corsica and Marseilles, followed by a move to an airfield in occupied Albania in November, from where the Sparvieros took off for bombing raids over Greece. The Sparvieros used by 252a Squadriglia were camouflaged in several camouflage schemes, consisting of both spots and irregular patches. The Sparviero with number 252-3 had the camouflage of irregular patches sprayed with Marrone Mimetico 53193, Verde Mimetico 53192 and Giallo Mimetico 3 shades on the upper and side surfaces, the lower surfaces were sprayed with aluminum paint.

   

  253a Squadriglia, 104o Gruppo BT, 46o Stormo, Gadurra, Rhodes, August 1942

  The crews of 104o Gruppo Sparvieros were retrained for anti-ship torpedo attacks in the spring of 1942, and the unit first moved to Decimomanu airfield on the island of Sardinia in May 1942 to conduct raids on ships of the Harpoon convoy. Later they moved to Rhodes in July, from where they undertook reconnaissance flights over the eastern Mediterranean and attacks against Allied shipping in the same area. The Sparvieros used by 252a Sq. and 253a Sq. against ships in the summer of 1942 were camouflaged with Verde Oliva Scuro 2 shade on the upper and side surfaces, the lower surfaces were painted in Grigio Azzuro Chiaro 1 shade. The olive color on upper surfaces was supplemented with irregular patches of GAC 1 paint before Rhodes deployment. The vertical fin of the aircraft number 253-8 was like the other aircraft of the unit adorned by silhouettes of the ships, which were hit during the operation against the Harpoon convoy by the entire 104o Gruppo BT.

   

  256a Squadriglia, 109o Gruppo BT, 36o Stormo, Castelvetrano, Sicily, June 1940

  The entire 109o Gruppo, consisting of 256a Squadriglia and 257a Squadriglia, was formed along with its sister 108o Gruppo in the spring of 1938 at Bologna Borgo Panigale airfield. These units were equipped with Savoias SM.79 and SM.81 and took part in the occupation of Albania with them. Subsequently, they were moved back to Sicily, from where they undertook raids on Malta and on convoys transporting much needed material destined for the struggling island and its inhabitants. The camouflage of this Sparviero consisted of a base color of Giallo Mimetico 3 on the upper and side surfaces, with irregular patches of Marrone Mimetico 53193 and Verde Mimetico 53192 shades. The lower surfaces were camouflaged with Grigio Mimetico. On both sides of the vertical fin, there was painted the emblem of 36o Stormo, the towers of Asinelli and Garisenda, monuments and landmarks of the city of Bologna, meant as a honor of the place of origin of this unit.

• Markings for L-39C Albatros 1/72

  L-39CM, s/n 915254, 2 Fighter Squadron, 81 Wing, Slovak Air Force, Sliač AFB, Slovakia, 2022

  Albatros with fuselage number 5254 is a modernized CM variant operated by the 2 Tactical Squadron of the 81 Wing based at Sliač airbase. In 2011, the aircraft underwent an overhaul, during which it received a new grey camouflage, which includes cabin silhouette of a darker shade grey on the underside of the fuselage. The last overhaul of the aircraft took place in early June 2020 and the L-39CM No. 5254 became the last Albatros in Slovakia, overhauled jointly by Letecké opravovne Trenčín (Aviation Repair Shop Trencin) and Aero Vodochody. On May 4, 2022, a motif commemorating the 100th anniversary of the birth of the famous Czechoslovak pilot S/Ldr Otto Smik was applied to the vertical tail surfaces.

  
  

  L-39C, No. 0445, Pardubice, Czech Republic, 2023

  On April 1, 2004, a new organizational unit of LOM PRAHA, Centrum leteckého výcviku (Flight Training Centre), was established. The state-owned company leased eight L-39C aircraft (Nos. 0103, 0113, 0115, 0440, 0441, 0444, 0445 and 0448) from the Czech Armed Forces for the advanced training of military pilots. At the turn of 1999 and 2000, all eight of these aircraft underwent overhaul and modernization, as they received a completely new forward fuselage section into which the original equipment was installed. This provided the Army with aircraft technically equivalent to the 53rd series and with a full service life. A new camouflage consisting of three shades of grey was also applied as part of the overhaul. During the R3 revision, which took place between 2016 and 2019, the aircraft then received new insignia in “flag” form.

   

  L-39C, No.16, Russian Navy Air Force, 859 TsBP, Yeysk AB, Russia, 2018

  The L-39C remains the backbone of the Russian Air Force’s jet trainer fleet. After graduating from one of the three aviation academies, flight training during the third year of studies begins on these aircraft, and by the fourth year, trainees are divided into fighter, attack and tactical bomber or transport/long-range aviation, with training continuing on the L-39. This L-39C served in the ranks of the Russian Naval Air Force (AVMF-RF) at the Yeysk base. Albatros RF-34122 with blue fuselage number 16 was assigned to the 859 Naval Aviation Combat Use and Crew Training Center (859 TsBP i PLS MA VMF). On October 19, 2018, it crashed during a low-level training flight over the Sea of Azov, killing both crew members. Unconfirmed sources state that one of the pilots died after ejection, while the other did not eject from the aircraft.

   

  L-39C, s/n 533229, No. 77, Ukrainian Air Force, 299 brTA, Kulbakino AB, Nikolaev, Ukraine, 2015

  After the collapse of the USSR in 1991, 1,202 L-39s were to remain in Russia and the rest were divided among the new independent states. When the Ukrainian Air Force was established in 1992, it operated 708 L-39s, making the country the second largest operator in the world. The poor financial situation of the entire army has reduced their number considerably and in 2005 less than 200 were in service. The remaining Albatroses were stored and offered for sale. The Ministry of Defense decided to modernize the L-39C with indigenous systems and assets. There are three versions of the upgrade (M1, M2 and M3), which denote different levels of modernization. Eight upgraded aircraft were delivered by 2014, but half of them were captured by Russia after it occupied Crimea in March 2014. With two major overhauls of the aircraft in Odessa and Chuhuiv, Ukraine became a master of L-39 overhauls, leading to many Ukrainian Albatroses being exported.

   

  L-39C, No. 20, Kazakhstan Air Force, Taldykorgan AB, Kazakhstan, 2012

  The Sunkar is one of the two aerobatic groups of the Kazakh Air Force. The Kazakh term Sunkar means “Falcon” and the group uses L-39 Albatros aircraft. It was formed in the fall of 2010 and has been given six L-39s. In March 2011, it made a name for itself at the International Exhibition of Arms and Military Technical Equipment (KADEX) in Astana and demonstrates its skills every year during the celebration of Air Force Day. The Kazakhstan Air Force operates a total of 18 L-39 aircraft. In 2020/2021, six of these L-39s underwent upgrades at Aero Vodochody, during which the aircraft received modern avionics equipment, including a pair of MFDs. The aircraft are in service at the Kazakh Air Force training center in Balkhash.

  
  

  L-39C, s/n 131904, OK-JET, Czech Jet Team, airport Plzeň-Líně, Czech Republic, 2004–2014

  This aircraft was produced by Aero Vodochody in 1981 as part of the 19th production series as the C1 version. It was delivered to the Soviet Union together with 35 other aircraft of this series. It served at the Ukrainian Chernigov Air Base as “Yellow 53” and was flown by members of the Soviet space program group in addition to military pilots. After the collapse of the USSR in 1991, the aircraft remained with several hundred other Albatroses in Ukraine but was only stored and ready for sale. In September 2002, it was bought by a Pilsen aviation enthusiast and in February 2003 the dismantled aircraft was transported by truck to the Plzeň-Líně airport. In cooperation with Aero Vodochody, work was carried out on demilitarization of the aircraft, necessary repairs and modifications of systems and avionics. Instead of the original 100 litre wingtip tanks, 230 litre ones of the same type as used on the L-59/L-159 were installed. On July 12, 2003, the aircraft passed its first engine test and on July 7, 2004, it took to the air for test flight. On the same day, the aircraft was registered by the Civilian Aviation Bureau in the register of aircraft in the Experimental category under the matriculation OK-JET. The official entry into service of the first private-owned Czech Albatros took place on July 13, 2004. The L-39 Albatros OK-JET aircraft in its unmistakable glossy black paint with yellow accessory has been a welcome visitor of the airshows since then and has performed many adventurous flights. 

• Markings for Fokker D.VIIF 1/48

  Lt. Olivier freiherr von Beaulieu-Marconnay, Jasta 19, Stenay, France, September 1918

  The younger of the von Beaulieu-Marconnay brothers (the elder Heinz was also a fighter pilot) was born in Berlin on September 14, 1898, and joined the 4th Cavalry Regiment (Dragoner Regiment von Bredow Nr. 4) as a cadet in June 1915. He transferred to Luftstreitkräfte and after completing pilot training he became a member of Jasta 18 on December 1, 1917, subsequently Jasta 15 on March 20, 1918. After five months of combat and 12 victories was “Bauli” appointed commander of Jasta 19 on September 2. He took with him the D.VIIF he had inherited from Rudolf Berthold. The white stylized 4D. was Olivier’s personal symbol. It was a branding mark of the horses of his former cavalry regiment. The aircraft originally had a red nose, like the other Jasta 15 aircraft, and while the red usually ended at the level of the machine gun breech, Berthold had it extended to the middle of the cockpit. After transferring to the Jasta 19 as its CO, Olivier instructed his men to paint the nose yellow to the usual line and the rest of the red overpaint in blue. This was either a darker shade or darkened by the underlying red, either way this part of the fuselage looks darker. The upper wing shows extensive repair, probably in lighter blue. On September 23, Olivier scored his 20th kill and was nominated for the Pour le Mérite but was wounded in aerial combat on October 18 and taken to a hospital with severe bleeding. He died eight days later. The decision to award him the Pour le Mérite was made just hours before his death.

   

  378/18, Lt. Ernst Udet, Jasta 4, Monthussart Ferme aerodrome, France, June 1918

  Ernst Udet is one of the most significant personalities of German aviation history. With 62 confirmed kills, he even became the most successful surviving fighter of the First World War. After his service with Jasta 37, Manfred von Richthofen, as commander of the entire JG I, put him in command of Jasta 11 in March 1918. When the Red Baron subsequently died in April, Udet took over command of Jasta 4. This aircraft probably bore registration number 378/18 (factory number 2465) and was powered by BMW IIIa engine number 1243. It was accepted at Schwerin on May 15, 1918 and was one of 22 Fokker D.VIIFs delivered to JG I on June 22. Udet test-flown this aircraft shortly before he was shot down with his famous O.A.W. produced D.VII, bearing the inscription “Du doch nicht!!”. It is very likely that this aircraft was subsequently painted very similarly, so at some point it probably received red and white stripes on the upper wing. The design shown here therefore illustrates the likely appearance of the aircraft at a certain time period. The white chevron on the top of the horizontal tail surfaces is also uncertain. Aircraft of this series were supplied with printed aircraft fabric (Flugzeugstoff), familiarly known as Lozenge, in four-color version. The fuselage, on the other hand, was originally painted with the typical green streaked paint. Aircraft 378/18 was the last D.VII to receive this finish at Fokker, all next aircraft had the fuselage covered with a fabric printed with colored irregular hexagons.

   

  Rittm. Karl Bolle, Jasta 2, Lens Mons, France, October 1918

  Karl Bolle began his flying career as a KG4 pilot, then served with Kampstaffel 23, where his observer was Lothar von Richthofen, who became successful fighter pilot later. In the autumn of 1917, Bolle was transferred to Jasta 28 and, after becoming ace with five kills, he was appointed commander of Jasta 2 on February 20, 1918. Bolle led this famous unit until the end of the war, and his score stood at 36 kills. On August 28, 1918, he was awarded the highly recognized Pour le Mérite. He remained an active pilot after the war and in 1920 was appointed director of the Transport Pilots’ Flying School. This Bolle’s Fokker D.VII bore a broad yellow stripe on the fuselage with white and black lines and was a D.VIIF version with a BMW IIIa engine from the Schwerin factory’s medium production series (series 4250/18-4449/18). The production or military number of this aircraft is not known.

   

  465/18, Lt. Georg von Hantelmann, Jasta 15, Chéry-les-Pouilly, France, August 1918

  Georg von Hantelmann was born on October 9, 1898, in Rokietnica (today in Poland) and joined the army in 1916. He joined the 17th Hussar Cavalry Regiment (Braunschweigisches Husaren-Regiment Nr. 17), which had a skull and crossbones in its coat of arms. This motif later became von Hantelmann’s personal symbol. After being appointed to the rank of Lieutenant on June 15, 1917, he was transferred to the Luftstreitkräfte and began pilot training on September 20 that year. After that, he reported on February 6, 1918, to Jasta 18, which became Jasta 15 in March. He achieved his first confirmed victory on June 6. Within couple of weeks, he became an ace. His eighth victim was one of America’s leading fighter aces of that time, David Putnam (13 kills). Another notable pilot who perished under von Hantelmann’s gunfire was Maurice Boyau, who had 21 balloons and 14 aircraft on his account. Having achieved 22 victories, von Hantelmann was decorated with the Knight’s Cross First Class and also the Royal Hohenzollern Domestic Order, however he expected to be awarded the highest decoration, the Pour le Mérite (awarded for 20 victories). He was nominated for it, but before it was awarded the war was over. Von Hantelmann’s score counted 25 kills. He achieved all of them with Fokker D.VII, making him one of the most successful pilots of that type. This example had the upper wing changed for O.A.W. one in September. After the war von Hantelmann worked on his farm and on September 7, 1924, was killed by Polish poachers he caught on his property.

• Markings for Spitfire Mk.Vb early 1/48

  W3312, S/Ldr James Rankin, No. 92 Squadron, RAF Biggin Hill, Great Britain, June–August 1941

  James Rankin joined the RAF in 1935 and after training he joined No. 25 Squadron, then was transferred to the Fleet Air Arm where he flew with No. 825 Naval Air Squadron on HMS Glorious. After serving with the FAA he became an instructor with No. 5 OTU. In early 1941 he was promoted to Squadron Leader and transferred to No. 64 Squadron to gain operational experience. During his short time with this unit, he is credited with shooting down one-third of a Ju 88 and two damaged enemies. In February 1941 he took command of No. 92 East India Squadron, which was in the process of being rearmed with the new Mk.Vb Spitfires. During the summer fighting his score increased rapidly. In June 1941 he was awarded the Distinguished Flying Cross for nine kills and on June 14 he shot down Galland’s wingman, Obfw. Robert Menge of III./JG 26 (18 victories). Spitfire W3312, which was Jamie Rankin’s personal aircraft, was one of the most successful and brightly colored Spitfires in the RAF. It was decorated with the inscription EAST INDIA SQUADRON on the left side of the tank cover and the pilot’s personal emblem, which was a red lion in the crest. Under the cockpit, Rankin had symbols of the kills he had achieved. On the right side, the donation inscription “The Wiltshire Moonraker I” was displayed under the cockpit. Rankin’s Spitfire was camouflaged with a standard scheme consisting of shades of Dark Green / Dark Earth / Sky.

   

  W3312, W/Cdr James Rankin, Biggin Hill Wing, RAF Biggin Hill, Great Britain, August-December 1941

  In September 1941 Rankin became Wing Commander at Biggin Hill and in October received the Distinguished Service Order. In December 1941 Rankin completed his tour of operations and was sent to Fighter Command. He returned to operational flying in April 1942 and led the Biggin Hill Wing again until December 1942. He then served at Central Gunnery School and in August 1943 took command of No. 15 Fighter Wing. During the Normandy landings in June 1944, he was commanding officer of No. 125 Wing. Rankin scored a total of 22 kills against enemy aircraft, including five shared ones (13+1 on Spitfire W3312), three probable and two shared probable kills, 16 damaged and three shared damaged. Almost all of the kills were achieved on Spitfires Mk.Vb. The Spitfire that Rankin flew in the autumn of 1941 as Wing Commander of Biggin Hill already carried the new camouflage scheme effective from August 16. Photographs show the use of a very dark shade of Mixed Grey (probably Extra Dark Sea Grey) in place of the original Dark Earth, the lower surfaces were in the new Medium Sea Grey. Although Rankin, as Wing Commander, could have chosen his initials in place of the squadron code letters, he did not use this option and retained the original code letters QJ-J, newly repainted in the Sky shade.

   

  W3257, F/Lt Eric S. Lock, No. 611 Squadron, RAF Hornchurch, Great Britain, July-August 1941

  The most successful pilot of the Battle of Britain, Eric Stanley Lock, sortied for the first time with his Spitfire W3257 on July 14, 1941. He baptized his new aircraft by fire by shooting down a Bf-109F, which was also his very last kill. Barely three weeks later, on August 3, returning from a Rhubarb mission, he attacked a German column near Pas de Calais and has been missing ever since. It’s supposed he was shot down by AA fire and crashed into the sea. Neither his Spitfire Mk.V W3257 nor Lock himself have ever been found. At the time of his disappearance his score stood at 26 kills achieved during 25 weeks of the operational deployment in course of one year out of which he spent six months in the hospitals. Spitfire Mk.Vb W3257 was camouflaged in the standard Dark Green/Dark Earth/Sky. Code letters E-FY were painted in Sky which was a standard code letters color of the Hornchurch Wing Spitfires. A serial was overpainted in the camouflage color.

   

  W3774, P/O William V. Crawford-Compton, No. 485 Squadron, RAF Kenley, Great Britain, November 1941 – March 1942

  One of the RAF’s most successful pilots was New Zealander William Vernon Crawford-Compton. He joined the RAF in 1939 as a mechanic, and was subsequently accepted for flight training, which he completed in 1940. In March 1941 he was assigned to the newly formed No. 485 Sqn. and from August 1942 served successfully as commander of B Flight in No. 611 Sqn. In late 1942 he took command of No. 64 Sqn. and led it until the end of March the following year. After a period of staff duties, he became Commander of Hornchurch Fighter Wing in mid-1943 and led it until the end of the year. After his tour of operations, he lectured for three months in the United States on RAF operations. He returned to active service as commander of No. 145 Wing, which he led in offensive operations prior to and after Operation Overlord. After the war he held senior posts in the RAF, retiring as Air Vice-Marshal at the end of 1968. He died in January 1988 at the age of 72. During his wartime career he achieved 22 kills, four probable and he also damaged a further 13 aircraft. The Spitfire W3774 was his first personal aircraft and he achieved four kills flying it. It had a drawing of a burning swastika on the left side under the cockpit and a pan with Hitler’s head above it. The left side of the tank cover was decorated with the inscription Auckland 1 “Waiuku”. On the right side under the cab was a Samson donation sign. W3774 was given a new livery effective August 16, 1941. Photographs show the use of a very dark shade of Mixed Grey (probably Extra Dark Sea Grey) in place of the original Dark Earth, the Sky band was repainted with a new shade of Medium Sea Grey on the lower surfaces.

   

  P8537, Sgt J. Hloužek, No. 313 Squadron, RAF Hornchurch, Great Britain, November 1941 – March 1942

  Spitfire Mk.Vb P8537 served operationally with No. 313 Squadron from 2 November 1941 to 28 March 1942. The most frequent pilots in its cockpit were Sgt. J. Hloužek, F/L K. Vykoukal and F/S K. Foglar. The figure of Horace the Horse, which was painted on this Spitfire by Sgt. Karel Pavlík, a Pilsen native, trained letter painter and author of all drawings on Spitfires of No. 313 Squadron, was for many years a mystery, because only half of the drawing was known from photographs. It was until two uncut photographs from the archive of the mechanic F/O Ing. Karl Beinhauer emerged and helped to solve the appearance of the other half. Spitfire P8537 had been repainted in the new camouflage shades in effect from August 16, 1941. Surviving photographs document the complete change of the Spitfire’s camouflage. A very light shade of Mixed Grey was used in place of the original Dark Earth, and a band of Sky Blue was repainted with a new shade of Medium Sea Grey on the lower surfaces. The code letters RY-Z were in the Sky Blue shade, as were the propeller cone and band in front of the VOP.

• Markings for Bf-109G-10 WNF 1/48

  Bf 109G-10/U4, II./JG 52, Brno, Protektorat Böhmen und Mähren, April 1945

  The II./JG 51 was disbanded on April 5, 1945, at Fels am Wagram and part of its pilots and the equipment was transferred to JG 52. One of such aircraft was the Bf 109G-10/U4 with the name Rosemarie painted on the port side. The original unit can be determined thanks to the overpainted marking which location was exclusively used by II./JG 51.

   

  Bf 109G-10/U4, WNr. 612769, 101. vadászezred, Neubiberg airfield, Germany, May 1945

  In the end of March 1945, the remaining Hungarian units were concentrated at Tulln airport in Austria from where they flew sorties to the areas of Vienna and Brno. After the front approached Tulln on April 5, 1945, they relocated to Raffelding airport, from where they continued in the air support of the land forces in the vicinity of Vienna. At the end of the war, the Hungarian airmen, same as their German comrades-in-arms, better surrendered to the American Army therefore the 101. vadaszezred pilots flew over to the Bavarian Neubiberg with the remaining aircraft. Airframes manufactured in Diana plant were camouflaged in the same colors as the airframes from Wiener Neustadt plant. From the photographs of “yellow 12” it is obvious that the Hungarian national markings were spray-painted directly on the factory camouflage. The German markings had not been applied at all. Part of the wing undersurfaces remained in the natural metal color.

   

  Bf 109G-10/U4, WNr. 611048, II./JG 52, Neubiberg airfield, Germany, May 1945

  In the middle of April 1945, II./JG 52 relocated from Fels am Wagram airport to Hosching airport from where it pilots flew the missions to support the German units and to counteract the Soviet offensive during the battle of Brno. Fighter sorties against the American units over Austria and Southern Czechia were also on cards. In the beginning of May, the relocation to Zeltweg followed and from there, on May 8, 1945, all airworthy planes took off for Bavarian Neubiberg, where the pilots were captured by the American Army. Camouflage of this aircraft consisted of spray-painted RLM 75/83 colors on the upper surfaces and RLM 76 on the bottoms and was complimented by the Luftflotte 4 recognition marking introduced on March 7, 1945, in the form of yellow painted nose and rudder. Before the assignment to II./JG 52 the aircraft had served with another unit, its original marking was overpainted in the camouflage color. The rudder features seven kill markings.

   

  Bf 109G-10/U4, Jasta 5 der ROA, Nemecky Brod, Protektorat Böhmen und Mähren, May 1945

  In the beginning of March 1945, Jasta 5 of the Russian Liberation Army led my Major S. T. Bychkov was located at Deutsch Brod (nowadays Havlíčkův Brod) airfield. Together with the Nachtschlachtstaffel 8 of the ROA, equipped with Ju 87D-5 dive bombers, Jasta 5 participated in the German units’ battles of retreat during the fight for Brno in April 1945. Some of the aircraft used by this unit were found abandoned at the Deutsch Brod airport. The aircraft sporting the camouflage typical for the WNF plant production carried the ROA aircraft marking on the vertical tail surface in the form of St. Andrew’s Cross.

• Tail End Charlie

  Illustration: Martin Novotný

  
  

  History of one boxart story

  Every month during the editorial board of INFO Eduard magazine, we also plan the popular boxart stories for the content of the following issues. They were first written about in detail by my colleague Richard Plos in April 2022. Most of the one-page articles are written by colleagues who prepared the kit or were involved. We also frequently write boxart stories for re-releases.  If the kits were issued a few years ago, the writer has a relatively easy job. I will explain why it is so at the end of this article. But if it's a painting that was done ten or nearly twenty years ago, it can be quite a challenging task.

  Just such a conundrum is the painting created by our late friend Martin Novotný in 2006 for the 1/48th scale Polikarpov I-16 Type 10 kit we are re-releasing this month. It shows the I-16 in a dogfight with Finnish Brewsters, one of the Finns is obviously in serious trouble. After nearly twenty years, none of my colleagues remembered how the brief for Martin Novotny was defined. When Martin created the painting in 2006, he was apparently given a fairly loose brief and painted a very lively scene.

  Since I am interested in Finnish - Soviet air battles, I can imagine what the process might have been back then to create the I-16 “Red 4” markings in the kit instructions. In the publication Polikarpov Fighters in action Pt. 2 - Aircraft No. 162, there is a colour profile of this machine and a cropped photo. The author of this photographic booklet, Hans-Heiri Stapfer, has, in my opinion, quite realistically estimated that this is probably a trainer aircraft from late in the war, probably from 1944. In fact, the fuselage side sports an insignia which design  was not introduced until the second half of the war. The text in our instructions was written in this sense. In the re-release, we have mistakenly stated that it is a 1941 aircraft, but the details of the text do not contain this typo and the year 1944 is given.

  The quality of aviation-historical research is constantly evolving, so today we are in a much different situation in terms of available information than in 2006. I have gone through all the volumes of the history of the Finnish Air Force co-authored by Keskinen and Stenman for the years 1941 to 1944. Unless I missed something, not a single Finnish B-239 was shot down in a fighter engagement in 1941, and in 1942 most of these American machines were credited to Hurricane pilots. But both in August and October 1942, one Brewster was shot down by I-16 pilots of the 71st IAP KBF. In 1943, when one of these rugged aircraft was destroyed in combat, it was credited to aviators with modern domestically produced planes or Airacobra pilots. Same in 1944, only in late 1944, during the so-called Lapland War, the German flak became the enemy of the Brewsters.

  This detailed information was not available at the time the boxart was created and the I-16 in Martin's painting certainly does not belong to the 71st IAP KBF. Moreover, Polikarpov had a yellow band on the fuselage in the original painting. This was recommended by the In Action publication, but back in 2006 we pointed out in the instructions that the band was probably white. Therefore, we adjusted the colour on the boxart of the re-release. I still think that this is a great painting to remember Martin Novotny by.

  Today we approach the preparation of the boxart in a completely different way. The aircraft that will become the main subject of the painting is chosen by a team of colleagues from the final selection of machines whose decals will be included in the kit. Depending on the edition of the kit, we choose the theme for the boxart from four to twelve aircraft and believe me, this is sometimes a difficult choice. The aircraft we select for our kits are the result of a vote on a usually  much  longer list of aircraft.

  When we agree on the aircraft that will eventually appear in the painting, we prepare a detailed specification for the artist describing the situation in which the aircraft and its pilot or crew should be depicted. We often work with an analysis of the reports of both fighting sides and try to keep the details of the terrain, altitude, cloud cover, and the intensity and coloration of daylight according to the day and hour of the fight. Often we also call in outside consultants for details of the fights. I think our artists kind of hate us for such detailed commissions sometimes. Although Piotr Forkasiewicz told me recently, it is these extremely detailed painting briefs that he really likes and suit his style of work.

  The amount of information that we gather when preparing a boxart led us to the idea of starting a one-page boxart story a few years ago, because we were sorry not to share this valuable and interesting historical information. We felt that our customers did not know how realistic the situations we present on our boxarts were. I believe that we are the only manufacturer that is this careful about the historical veracity of the paintings on our kits.

  I hope you enjoy the work of all my colleagues who work on our kits and boxart stories. A friend recently told me that the boxart story is his favourite reading in the morning over coffee. I firmly believe that there are many more coffees to come with us! 

  Jan Bobek

• Markings for I-16 Type 10 1/48

  Leningrad, the Soviet Union, 1941

  Some I-16s survived in the war for a surprisingly long time. For example, this “red four”, which is a somewhat mysterious aircraft. No details are known, but it is thought it served as a liaison aircraft or possibly as a training one for some unit in the northern sector of the front in 1944. The livery was typical of the first half of the Great Patriotic War. Thus, the upper surfaces were in AII green and AII black (AMT-6), the lower in AII blue. The band in front of the tail surfaces is sometimes given as yellow, however, yellow stripes were not used by the Soviet Air Force for obvious reasons, and it is very likely that the stripe was in fact white.

   

  Genmjr. Ivan A. Lakeev, 46 IAP, Vasilkov, the Soviet Union, 1941

  Ivan Alexeyevich Lakeev was a member of the first group of Soviet airmen to arrive in Spain in November 1936. With ten kills achieved with I-16 Type 5, he became one of the most successful fighters of the Spanish Civil War. Some sources even give 12 individual kills and another 16 in cooperation. Lakeev left Spain in August 1937 and was awarded the Gold Star of the Hero of the Soviet Union. He later fought over Khalkin-Gol, where he is credited with another kill. Some sources, however, list four kills, while others none. During the Great Patriotic War, he achieved three more individual kills and four in cooperation. Here too are discrepancies in the documents and only one kill is reported. Lakjeev’s I-16 Type 10 is a nice example of a personal aircraft of a high VVS officer. The typical Soviet camouflage of the early 1940s with the upper surfaces in AII green and the lower in AII blue was complemented by red accessories, a highly polished steel band and ideological slogans on the fuselage sides. It is uncertain whether these slogans were also on the other side of the fuselage – probably not. The aircraft was serving with 46 IAP at Vasilkov airfield. It was very carefully cared for and kept in perfect condition.

   

  The Soviet Union, summer 1941

  Among the many aircraft that fell into the hands of the advancing Germans during the summer of 1941 were a large number of I-16s of various versions. This one is probably the most famous one captured during Operation Barbarossa. The aircraft sported an unusual camouflage, which can best be interpreted as a brush-on green paint (probably AE-7) over the original light gray livery of AE-9. This camouflage was apparently hastily applied shortly after the surprise German attack on June 22, 1941. The VVS RKKA (Soviet military air force) emblem on the VOP was a fairly popular feature on Soviet aircraft in the early years of the Great Patriotic War.

   

  Maj. Mikhail N. Yakushin, the Red Five aerobatic group, the Soviet Union, 1939

  The Red Five (Krasnaya Petyorka) was an aerobatic group of the Soviet military air force (VVS – Voyenno vozdushnye sily), operating in 1939–1940. Today, three of its five members are known: the leader of the group, Major Mikhail Nesterovich Yakushin, Lieutenant Colonel V. Klevtsov and Captain Y. Shishkin. Mikhail Yakushin (alias Rodrigo Mateu) was the ace of the Spanish Civil War, where he shot down five enemy aircraft (three CR-32s and two Ju 52s) and another one achieved as shared victory. Yakushin spent half a year in Spain (from May 31 to November 15, 1937) flying I-15s. In 1938 he was also serving in China. During the Great Patriotic War, he served in various command positions, ending the war with the rank of colonel as commander of the 215 Fighter Division. The aircraft of the Red Five were fully armed ones, ready for combat deployment. The paint scheme was pre-war gray AE-9 camouflage paint with a black AE-11 engine cowling and additional decorative elements – a white-lined black stripe on the fuselage (extending over and onto the leading edge of the elevator) and a bright red aft.

• SAVOIA MARCHETTI SM.79

  
  

  FROM TRANSPORT PLANE TO DARING TORPEDO MISSIONS.

  
  

  Text: Maurizio Di Terlizzi

   

  Talking about a famous aircraft like the Savoia Marchetti SM.79 isn't  easy, a lot has been written about it and, more or less, everything has already been said. To do it in an article is even more difficult since it’s very complex to summarize the very rich and exciting history of such a legendary aircraft. Nonetheless the development history of the SM.79 looks rather simple, a handful of well defined steps brought about, in a natural way, changes in  aircraft production and evolutions in its service.

   

  The origin of this project came from the necessity of reaching locations at considerable distances while transporting 10 passengers at faster speeds than the other transport planes of the time. Speed was key, when engineer Alessandro Marchetti in February of 1933 completed the first drawings, the aircraft designated SM.79, already had  its trimotor elegant profile. Many structural and aerodynamic characteristics promised great performance, retractable landing gears, three radial engines Isotta-Fraschini “750” Asso of 800 hp and Handley Page slots connected to the flaps were some of them. In the spring of 1934 the aircraft, now ready, was given the civilian code I-MAGO which means “wizard” in Italian, a sign of things to come.

  A very early picture of the first prototype of the SM.79 serialled I-MAGO in its passenger configuration with cabin side windows.

  
  

  However the first couple of flights were rather disappointing, the speed, just over 350km/h, was nowhere near what it was supposed to be. The cause of the problem was quickly identified in the engines,which just weren’t powerful enough and were not ideal for high performance. The solution was to turn to Alfa Romeo, in particular to the Alfa 125 RC.35 which were license built Bristol Pegasus.. The designation of the engine is important,explaining the motivations of the change. "R" stands for Radial, so an engine with 9 cylinders in a star shape, "C" stands for Compressor which means that the engine had a single speed compressor, that would enter in action only at a certain altitude in order to rebalance power. With higher altitude the progressive lack of oxygen causes a substantial loss of power in the engines and the compressor is needed to counter that loss, compressing air and fuel thus injected in the cylinders with higher pressure and energy. Finally "35" (3500 meters) was the altitude at which the compressor started working, allowing the aircraft to keep its performance even above this altitude. With the new engines things changed quickly, the SM.79P broke handily the 400km/h speed, a new record that no other transport plane had ever achieved.

  A nice shot of the personal SM.79C airplane of Bruno Mussolini, the son of the Chief of the Government at that time. The plane joined the famous Istres-Damascus-Paris flying race in August 1937.

  
  

   The aircraft was subject of numerous tests from pilots of Roma-Guidonia then  started to be used for flights towards West and East Africa as VIP transport. Those flights were major records, completed without any issues and at an impressive rate. Meanwhile, military clashes were brewing in Somalia and Eritrea, so these very promising outlooks persuaded the SIAI to develop a military version which had an increased autonomy and military payloads such as bombs and machine guns. Just as the first military versions came out of the factory there was another change in the engine, adopting the new Alfa 126 RC.34 which would go on to become the main engine of the aircraft until the end of the war. By the end of 1935 the aircraft had already completed all the tests and real bombing runs, while, sadly, the political and military situation in Spain was worsening, turning into a civil war.

  A wonderful formation of several SM.79 taken in Spain during the Spanish Civil War. SM.79s were fast and reliable, and performed bombing missions with very few losses.

  
  

  Germany and Italy, supporting Franco's Fascist dictatorship, gave men and equipment to the war effort, utilizing the conflict as a testbed for new weapons and tactics. The SM.79 couldn’t have missed this chance and in February 1937 roughly 60 of those planes reached Spain having been bought by the Francoist government. Another 92 planes sent by the Italian government joined in and started bombing targets along fellow Italian and German planes. It must be said that the peculiar configuration of the payload in the fuselage raised some doubts, the bombs being attached vertically, would have to unnaturally rotate when dropped, at the expense of precision. The aiming duty fell to the commander of the aircraft that had to go through the entire airframe to get to the bombsight which was in the “gondola” situated almost at the tail section. He also had control of the rudder through a little steering wheel, allowing him to adjust his aim. The quantity and different kinds of payloads was selected by the pilot through a big keyboard that was ironically called “Typewriter”. The deployment of the SM.79 in Spain was a success, enemy fighters weren’t fast enough to intercept them and this contributed even more the reputation of the aircraft, although failing to rationally consider more modern aircraft that would soon enter into service. In any case it became the Regia Aeronautica standard bomber, sharing its service with the Fiat Br. 20.

  Many different camouflages schemes for these 193^ Squadriglia flying along balkans coastline. The Electring man insignia was painted on fuselage sides.

  
  

  In 1937 came the idea to modify the SM.79 in order to participate in a French sporting cup race which was to start in Istres, go through Damascus and end in Paris. The idea was to extensively modify 6 aircraft. The military components were removed, the fuselage was improved as well as the engines, radio and navigational equipment. A noticeable increase in maximum weight for takeoff brought an increase of utility equipment and autonomy. The aircraft were labled SM.79C for “Corsa” (Race) and they were quickly able to participate in the cup in August 1937. Right from the start it was clear the Italians were superior, their aircraft sported a bright red paintjob that would then be known as “Rosso Corsa”. Even after some unfavorable weather conditions on the Mediterranean between Damascus and Paris, the aircraft code named I-CUPA reached the french capital beating all the opponents and winning the Cup hosted by the French Aero Club in honor of the 10 years anniversary of the Lindbergh flight. It was a triumph and such a big success that it brought up an old Italian ambition, to connect with fast aircraft the nations on both sides of the Atlantic. To achieve this the SM.79C were even more modified to make it from Rome to Rio de Janeiro. When the crew were ready, three aircraft took off, reaching the midpoint of Dakar in less than 11 hours. From there, in formation, they crossed the Atlantic at about 400km/h. A huge crowd was waiting for them at the finish line, with great satisfaction everyone thought the SM.79 was the aircraft of records.

  A torpedo-bomber SM.79 belonging to 204^ Squadriglia. Many authors assigned this specific plane to Marchese Emilio Pucci, a pilot that after the war became a very famous fashion firm owner and designer.

  
  

  Sadly  war was brewing again and the Second World War would see this beautiful plane as a protagonist. With the outbreak of the war, the SM.79 was sent into combat in almost all theaters, carrying out all kinds of missions. Bombing, transport, reconnaissance and even low level incendiary bombing runs. The aircraft was well liked by the crews and even if it was already obsolete, due to the one piece wooden wing and the metallic tubes framed and canva covered fuselage, it remained the backbone of the Italian military operations in Africa, Albania and the Mediterranean, carrying out an impressive number of missions. Already in 1940, almost all military operation were against the British “Home Fleet” which was a serious threat due to the convoy escorts and port raids. High altitude bombing being ineffective, for reasons already said,that prompted an interest to convert the SM.79 into a torpedo bomber. Italy had a long standing tradition when it came to torpedoes which were produced in several factories, the idea was convincing enough that some SM.79s were converted to carry these weapons under the fuselage. Racks for two torpedoes were attached under the belly, an extra fuel tank added in place of the bomb compartment, and different aiming devices were developed so that the moving target would be hit at a specific angle of attack. The propaganda picture showing an SM.79 with two torpedoes sent shockwaves all around the globe, contribuiting to the false myth that the aircraft could carry two of them in combat. This myth lasted for years after the war, even in the modelling world, Airfix is still selling a SM.79 in 1/72 which splendid box-art shows several  Sparviero with two torpedoes under their belly. Along the name Sparviero (Sparrowhawk) the nickname “Gobbo Maledetto” (Damned Hunchback) was given to the aircraft due to the large cabin on top of the fuselage were the radio operator and the engineer sat along with a Breda-Safat 12.7mm machine gun to defend against enemy fighters.

  A post-war SM.79 attached to Zona Roma, a big unit based in central Italy. Side windows can be seen on fuselage sides.

  
  

  With the introduction of the first six SM.79 modified to carry the SIAI torpedo, preparations were made for the first combat actions. On the 25th of July 1940 the Reparto Sperimentale Aerosiluranti was created, speeding up preparations of the equipment and crew it was ready for early August. The first torpedo combat action was carried out against the port of Alexandria by 5 planes on the night of the 15th of August. It wasn’t a total success however, one SM.79 was lost without any tangible victory. The determination of the crews, however, lead the way for a series of very successful missions that took into account all the previous errors. New tactics and techniques were developed and victories didn’t take long. From 1940 to 1943 a great number of Sparviero were modified or built in the torpedo bomber configuration even with shortages, sabotage and the ever increasing enemy fighters threat that made torpedo runs much more dangerous. The amount of sank or damaged ships by the SM.79 speaks for itself, contributing to fuel the myth of the “gobbo maledetto”. Despite being obsolete or if it wasn’t designed for such actions, this aircraft was a perfect adaptation, even when compared to its successor the SM.84, which failed to replace it.With the Armistice in Italy in September 1943 there were still a lot of SM.79, but the fall of the fascist government and the Italian military apparatus brought about a great crisis. With the Civil War on the horizon, Italy divided, in the North the new fascist regime still allied to the Germans, while the South sided with the allies. The SM.79s saw combat actions once more, in the South it was limited to transport and training, but in the North torpedoes were still being attached to the belly of the aircraft. SIAI had already modified the Sparviero project with new “bis” version, the aircraft were greatly improved with new Alfa 128 engines, a more powerful armament, new radios and the removal of the gondola. All these changes finalized the Sparviero into a true torpedo bomber. Taking advantage  that SIAI was  in Northern Italy, the ANR (Aeronautica Nazionale Repubblicana) was able to group together new and old equipment and determined crews ready to attack the enemy that was climbing the Peninsula. The ANR carried out daring torpedo runs in Ancona, Bari, to counter the landings at Anzio and even a night time raid on Gibraltar. The losses decimated the ranks, along with aircraft lost in combat missions a lot were also lost in transport flights intercepted by enemy fighters.

  A wonderful pics of the interior of a preserved SM.79 in Italy, with many details and colours well visible.

  The famous "typewiter" placed inside the bomber aimer gondola. It was a device that selected the order of launching bombs and their selection.

  
  

  When the war in Europe was finally over, a great number of SM.79 were still airworthy. They would go on to have a major role in the rebirth of the new Aeronautica Militare Italiana that struggled to get back on its feet due to the losses of men and equipment. More obsolete than ever, the SM.79 still served with many squadrons after the war, waiting for the Allies to grant surplus or more modern aircraft. The SM.79 also had one last merit that deserves a mention. 4 aircraft converted to transport planes were sold to Lebanon in 1949.  In a time of great economic struggle selling those 4 aircraft was needed to not go bankrupt but many years later it would turn out to be an extraordinary blessing. With the phasing out of the lebanese SM.79, that government donated one  back to Italy and today it is on display at the museum of Vigna di Valle. Nobody at the time thought about preserving some of them for future memory so all italian SM.79 were destroyed. Without Lebanon, which lated donated a second one to the Caproni museum in Trento, today there wouldn’t be any Sparviero for our eyes to marvel at or to remember the sacrifice made by so many men in combat.

  The second example of SM.79 preserved in the world is on display with Lebanese colours at Caproni Museum at Trento, in Northern Italy.

  The SM.79 preserved at Vigna di Valle Museum near Rome, Italy, with topsides just repainted in an unusual and strange "olive drab" colour.

  
  

• Air War in Ukraine

  Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have been in the Ukrainian service for a long time.

  
  

  Wish for something, the red stars are falling!

  
  

  Text: Miro Barič

  Photos:  Ukrainian armed forces, social media and other public sources
  

  
  

  In the period covered by this part of the series, the Russian air force suffered some of the highest losses in the air, excluding the initial months of the invasion. Between December 1 and December 31, 2023, Ukrainian anti-aircraft defense shot down five to seven Russian aircraft, including one helicopter being taken out of service. Systematic attacks also continued in the occupied Crimea and the ships of the Black Sea Fleet. Unfortunately, at the end of the observed period, the Russians launched long-awaited winter missile attacks on Ukrainian cities.

   

  The first Russian loss occurred on Tuesday, December 5, when a Su-24M bomber attempted to attack Odesa from the south. According to some sources, it intended to launch missiles, while others claim it carried gliding bombs with a range of up to 70 km. Instead, it was shot down by a Ukrainian missile in the area of Snake Island. The Patriot system was likely used. Ukrainians received two batteries in the spring of the previous year, initially used for the defense of Kyiv, and one battery was later transferred to Odesa in the fall. At the end of last year, they were supposed to receive a third battery from Germany, and it seems they successfully used it not only in a defensive mode, as we will later see.

   Both pilots of the downed Su-24M, belonging to the Russian naval aviation, were supposed to eject, but they did not survive. Russians sent an An-26 aircraft and an Mi-8 helicopter to search for them, but the search was unsuccessful. On the very next day, Wednesday, December 6, Russians lost an Mi-8 helicopter. It landed in a field near the village of Mankivka in the Svatove district of the Luhansk region. It stayed on the ground long enough for a Ukrainian drone to notice it and guide the firing from the M142 HIMARS rocket launcher. The rocket did not directly hit the helicopter but exploded nearby, still causing the fuselage to be pierced by fragments.

   On Sunday, December 17, Russians lost a Su-25 attack aircraft. The location and circumstances were not specified. The pilot, a lieutenant colonel with the call sign Mason, lost his life. According to some sources, he was shot down by his own Buk M3 air defense system. According to other sources, he was flying by instruments in very bad weather and crashed after losing orientation. It is worth noting that the Russian side does not officially report its losses. However, the losses of pilots are usually confirmed by sources on social networks, such as the Telegram channel Fighterbomber.

   Inscription on a Russian bomb as a memento for the Su-25 pilot nicknamed Mason.

  Equipment at the site where one of the pilots from the downed Russian Su-34 ejected on December 22, 2023.

  Russian rescue helicopter Mi-8. At least two of the downed pilots were found alive on December 22.

  The first confirmed casualty from the downed Su-34 was Lieutenant Stepan Zhirnov from the 277th Bomber Aviation Regiment.

  According to the latest information, Captain Vyacheslav Kisilev from the 559th Bomber Aviation Regiment also died on December 22.

  Damaged Ka-52, captured in Crimea in September. The footage appeared three months later.

  Major Stanislav Romanenko, who died in a Ukrainian Su-27 at the Ozerne airbase.

  
  

  Three Sukhois shot down at the same time

   Black day for the Russian air force occurred on Friday, December 22, when a group of Su-34 fighter-bombers fell into a deadly trap. Russian aircraft regularly flew to bomb the Ukrainian bridgehead on the left bank of the Dnieper and artillery positions on the right bank of the river. A similar situation occurred last May in northern Ukraine when Russians regularly flew to bomb Ukrainian territory with gliding bombs. However, Ukrainians moved the Patriot system closer to the border, and on May 13, 2023, they shot down two aircraft and three helicopters. They did a similar thing now in southern Ukraine and reported the shooting down of three Su-34s at once. It was supposed to happen in the Chaplynka and Kalanchak districts of the Kherson region. Official confirmation from the Russian side, of course, was not announced. Unofficial sources, however, stated that at least three pilots died, and at least two others survived the shootdown. This would suggest the downing of three Su-34s, which have a two-member crew. The identity of one of the dead pilots was confirmed as Lieutenant Stepan Zhirnov from the 277th Bomber Aviation Regiment.

   Although the Russian side officially remains silent, the loss of three Su-34s at once shook the Russian air force. Until then, they released about a hundred gliding bombs daily on the Ukrainian bridgehead around the village of Krynky, on the next day, Saturday, December 23, these attacks stopped completely. And the Ukrainians were not done with their mission by any means. On Christmas, December 24, they reported the downing of another Su-34 near Mariupol and a Su-30 near Odesa. This would truly suggest the deployment of two Patriot batteries in southern Ukraine. One protects Odesa, and the other moves as needed. The mentioned Telegram channel Fighterbomber even stated that this battery was placed on a train for easier and faster relocation. However, this information cannot be verified and seems rather unlikely.

   In addition to all the above mentioned recent shootdowns, photos documenting older losses have also appeared. On Saturday, December 23, images of a damaged Ka-52 helicopter were published, as it was transported on a trailer across the Kerch Strait to occupied Crimea. The footage dates back to September and probably relates to the Ukrainian offensive in the Zaporizhia region. During this offensive, Ukrainians reported several hits on Ka-52 helicopters, which were not visually confirmed at that time.

   American guided gliding bomb under the wing of a Ukrainian MiG-29 fighter.

  
  

  Ukrainian Losses and Successes

   A similar case of confirming previously undocumented losses from the previous period has also occurred on the Ukrainian side. On Friday, December 8, footage of an Mi-8 helicopter wreckage was released, which had crashed into a house, likely in the Kherson region. When and under what circumstances this happened is unknown. The fate of the crew is also unclear. A confirmed loss during this period on the Ukrainian side occurred on Friday, December 22. After the alarm was raised due to approaching Shahid drones, a Su-27 fighter took off from the Ozerne base in the Zhytomyr region. It was piloted by Major Stanislav Romanenko from the 39th Tactical Aviation Brigade. A few minutes after takeoff, the aircraft crashed near the airport, and the pilot died. The cause of the plane crash is not yet known. Romanenko was already retired, but after the Russian attack in February 2022, he again assumed an active duty as a pilot with the Ukrainian Air Force.

   In addition to shooting down the aircraft, Ukrainians also claimed another significant success in attacks on surface targets. In the port of Feodosia in occupied Crimea, on Tuesday, December 26, a landing ship of the Ropucha class was destroyed. Before the war, the Russians concentrated thirteen landing ships in the Black Sea. However, the expected amphibious operation against Odessa never took place, and these vessels serve only to transport supplies for the frontline units. Ukrainians gradually managed to destroy Saratov and Minsk ships and damage the Olenegorsky Gornyak. Novocherkassk is now the fourth decommissioned landing ship of the Russian fleet.

   Its demise was captured in several videos. The ship was hit by Storm Shadow missiles, caught fire, and then suffered a massive explosion. The cargo being carried, which probably consisted of artillery shells and rocket launcher missiles, exploded. However, initial reports mentioned a shipment of Iranian drones. The ship's fragments were scattered within a radius of 700 meters, and residents of Feodosia found debris in their yards and on the streets for several days after the incident. The explosion also caused the sinking of the old training ship UTS-150, converted from a former T43-class minesweeper from the 1950s. It was anchored opposite the landing ship on the other side of the port basin. 
  

  Fire on the Russian landing ship Novocherkassk in the port of Feodosia.

  The wreck of the Novocherkassk ship after sinking near the pier.

  
  

  The wreckage of Novocherkassk sank to the bottom of the harbor, with only the burned remnants of the bridge, chimney, and broken mast remaining above water. Some Russian sources admitted that 33 sailors were missing after the attack. The Ukrainian side reports that about 70 Russians died on the ship. What followed the sinking of Novocherkassk vividly illustrates the work of Russian propaganda, aiming to inundate the information space with a multitude of versions that not only contradict available evidence but often contradict each other. Do not look for logic in this; Russia is merely trying to marginalize and doubt the truth in this way.

   In the case of Novocherkassk, for example, the Russians took advantage of the fact that higher-quality footage was not available shortly after the attack. The wreckage of the ship was not clearly visible at the pier, and the buildings and cranes on the pier appeared untouched. Therefore, claims emerged that Ukrainians did not sink any ship in Feodosia, and the video of its explosion is fake. However, further images quickly revealed that even the concrete pier was seriously damaged, and it likely diverted the explosion's energy away from the buildings and cranes. The shipwreck was also clearly visible in subsequent satellite images.

   Afterward, the Russians tried to downplay the loss of the ship by claiming that it was already decommissioned and unused. However, the Suchonimus channel on YouTube, based on recent satellite images, demonstrated that although Novocherkassk regularly anchored in the same place, there were days when it was absent from the harbor. Obviously, it was lifted to pick up some cargo during those times. This happened, for example, on October 18. Russians also labeled Feodosia as a peaceful civilian port with no defenses, explaining how Ukrainians managed to sink the ship. However, this claim was easily refuted by Suchonimus based on satellite images. In the photo from October 2, Feodosia can be seen with 16 ships, at least seven of which are military, including two corvettes and two minesweepers.

   The assertion of a civilian port without defenses contradicts another Russian version, according to which the port's defense worked excellently and shot down two attacking Ukrainian Su-24 aircraft directly above the ship. The huge explosion in the video is said to capture the end of the Ukrainian planes. Ignoring the fact that, according to multiple statements from the Kremlin, all Ukrainian Su-24s were already eliminated sometime in the summer and fall of 2022, it is a childish excuse, especially considering that Su-24s release low-flying missiles hundreds of kilometers away from the target. Therefore, they did not need to fly over the territory controlled by Russia during the attack.

   Czech self-propelled machine guns MR-2 Viktor caliber 14.5 mm have been in the Ukrainian service for a long time.

  ZSU-23-4 Shilka self-propelled anti-aircraft gun in Ukrainian service.

  Cannons mounted on MT-LB chassis are also used against drones.

  The battle against drones is ongoing around the clock.

  
  

  The Largest Attack of the Entire War

   At the very end of the observed period, Russia resumed its bombing offensive against Ukrainian cities. For several months, it had been using primarily Shahid drones, which helped map the activity of the Ukrainian air defense. However, on Friday, December 29, Russia launched a large-scale attack using a significant number of missiles and low-flying missiles, fired from 18 strategic bombers. A total of 122 were aimed at Ukraine, of which the defenders managed to destroy 87. They were complemented by 36 drones, of which 27 were shot down. It was the largest aerial attack since the beginning of the war. The targets included Kyiv, Kharkiv, Dnipro, Lviv, Odessa, Zaporizhia, and other cities. The attack resulted in 58 human casualties and more than 160 injuries.

   The target this time was not the energy infrastructure as in the past winter, but the military-industrial complex, specifically objects that Russians believed were used for military production. However, Ch-22 missiles were also used in the attack, which the Ukrainian defense struggles to intercept due to their high speed, but they are notoriously inaccurate. Consequently, the projectiles again hit mainly civilian objects. The impact affected 45 apartment buildings, over 100 houses, schools, hospitals, two churches, shops, warehouses, and a metro station. In Kyiv, 33 people died, and 35 were injured. In Dnipro, where a maternity hospital and a shopping center were hit, seven people died, and 30 were injured. In Odessa, the attacks claimed five lives and injured 27 people. During the attack, one of the Russian missiles penetrated Polish territory and, after about three minutes, turned back into Ukrainian airspace. It appears to be a deliberate maneuver aimed at avoiding Ukrainian defense and attacking from an unexpected direction. There were also cases where Ch-101 missiles released decoy targets during flight. It is unclear whether they were pre-programmed to do so in specific areas or if they have a sensor that alerts them when they are targeted.

  Burning shopping center hit on December 29 in Dnipro.

  The maternity hospital in Dnipro was also destroyed. Mothers were evacuated to shelters after the alarm was sounded.

   Damaged residential building in Odesa.

  
  

  Ukrainian Retaliation

   On the following day, Saturday, December 30, Ukraine launched 70 drones targeting locations in Russian territory. The most severely affected was the city of Belgorod, approximately 40 km from the Ukrainian border. Russian authorities claim that Ukrainians targeted civilian objects, including a skating rink, a shopping center, and a university. Twenty-five civilians were reported dead, and over 100 were injured. However, based on photographs released by Belgorod residents, it appears that the city was mainly hit by its own air defense missiles. Some debris found in the streets was identified as remnants of S-300 missiles, and several houses were hit by missiles from the Pantsir systems. The Kremlin rejected this claim, and a military spokesperson stated that the Russian armed forces precisely target their objectives without causing any collateral damage. Remember this statement, as we will come back to it later in the continuation. Mutual attacks between the two sides continued. After Belgorod was shelled, Russia launched missile attacks on Kharkiv, hitting a hotel, apartment buildings, and other "military" targets. In the following days, Russia also deployed 49 drones against Ukrainian cities.

   The shelling of Belgorod had repercussions in the UN. The Kremlin, without any evidence, claimed that Ukraine used RM-70 Vampire rocket launchers supplied from the Czech Republic. They could not have had any evidence because even with extended-range rockets, the Vampire from Ukrainian territory could not reach the center of Belgorod. Nevertheless, Russia sought to summon the Czech representative to the UN to provide an explanation. However, the Czech representative refused the summons and did not allow himself to be exploited by Russian propaganda.

   Disposal of a Kinzhal missile warhead that got harmlessly buried in the ground. There is also a video capturing the fall of another downed Kinzhal into the water.

  
  

  F-16 from the Netherlands as well

   During the observed period, problems with the delivery of necessary weapons and ammunition escalated due to internal political disputes in the United States. Despite this, there were positive developments for Ukraine. For example, missiles for Patriot systems are manufactured under license in Japan. Although they are not directly delivered to Kyiv, Japan agreed to provide its products to the United States, which could then supply Patriot missiles to Ukraine. Good news also came regarding F-16 fighter jets. In addition to Belgium, Denmark, and Norway, which had already promised their delivery, the Netherlands joined during the observed period, announcing that it would provide Ukraine with 18 aircraft. At the same time, the first six Ukrainian pilots completed basic training on the F-16 and moved to Denmark, where they continue their combat training. There were also reports that donor states are actively working to enhance the F-16 aircraft within their capabilities during the training of Ukrainian pilots. This includes the installation of more modern radars, and the integration of advanced weapons is not ruled out. Incidentally, Russia reacted in its typical manner. Even before the arrival of the F-16s in Ukraine, it claimed to have destroyed six of them in an attack on the airport in Odessa. They even provided a photo of a burned fighter on the ground. However, there was one small flaw – the photo is from 2018 and captures the crash of a Belgian aircraft.

  Ukrainian President Volodymyr Zelensky in the cockpit of an F-16. Beside him is the Commander of the Dutch Air Force, Lieutenant General Andre Steur.

  
  

• How to apply Eduard decals

  
  

  To peel, or not to not peel, that is the question!

  Text: Jakub Nademlejnský

  
  

  On various modelling forums, in discussions, but also in messages from customers, there are repeated questions about “the new Eduard decals”, how to work with them, how to peel off the covering varnish film and what the decals actually are. In this article I would like to answer these questions and give the modelers a better understanding of how to work with these decals. I'll start a bit broadly. Eduard started to use own decals made by digital printing in their kits from about autumn 2019, after some time my colleagues started to print the date on them, so all decals printed after autumn 2019 are made by this technology. However, we still varnish the decals using screen printing, on the same machine we used for varnishing decals before the introduction of digital printing. The varnish has also remained the same, we have just adjusted the film thickness based on customer feedback to make the application more user-friendly. Of course, digital printing has its advantages and disadvantages, for example it allows us to print smooth colour transitions, which allows us to print nice colours on pin-ups or small cartoons for example, but its weaker side is colour saturation.

  And now back to the initial question - to peel or not to peel? I think that for the vast majority of modellers, the appearance after application is very good when following the basic decal procedure and there is definitely no need to peel the varnish film off the decals. The application of these decals is exactly the same as applying any other decal. The most important thing is to have the substrate under the decal sufficiently glossy, then after applying the decal repaint the area with matt varnish. I understand that there are connoisseurs among us who peel off the varnish film from the decals if they can. But it is definitely not necessary, as you will see in the photos below. Let's do it!

  Lets start with the spraying of the paint. I spray the degreased model with a few fine coats of metallic paint from the Super Metallic series by Gunze, in this case SM201.

  Sprayed fuselage halves. I always try to spray the paint in several coats, for thinning Gunze paints I recommend Mr. Color Leveling Thinner to help prevent the paint from drying on the nozzle. 

  The key is to have an absolutely glossy surface where I will be applying the decal. If I don't have a glossy enough finish, I spray the spot locally with Gunze GX100 varnish. It is also possible to re-polish the spot with a polishing cloth, for example from Gunze.

  Another way to achieve a high gloss metallic paint finish is to prime the surface with black gloss paint before applying the metallic paint, in this case black gloss GX2 was used.

  Once the paint and varnish have dried, we have the area ready for decal application.

  First I cut the decal with scissors with enough overlap to make it easier to handle.

  I grab the decal by the backing paper and soak it in ambient temperature water for 1-2 seconds. Using room temperature water has worked well for me, I don't recommand hot water as with other decals.

  Then I let the decal stand aside, it will loosen from the paper in about a minute.
  I recommand checking this with a little wooden stick or your finger. I do not move the decal over the backing paper until it is completely loose.

  In the meantime, I use an eyedropper to transfer a few drops of the water I have soaked the decal in to the place on the model where I will apply the decal. It is important to keep the place very wet, because so the decal will literally rides on the surface and be easier to manipulate.

  Once the decal is completely loose, I use tweezers to move it to the spot.

  I attach the decal to a drop of water.

  I slowly pull the decal into the water drops with one hand, still holding the backing paper in the other. If the decal is small, for example a stencil, I would not pull it off with my hand, it would risk sticking to my fingertip, but I would pull it off with a small piece of wood.

  I can now move the decal around the surface of the model with my finger.

  I set the decal in place.

  I dry off the surrounding water with a cotton swab.

  I wrap my fingertip in a clean piece of cloth. Then, using only pressure perpendicular to the decal, I press the decal onto the surface while sucking out excess water with the cloth. 

  Finished, set decal. This is how I apply all decals, whether I want to peel the film off or not.

  After the decal has dried, I cut into the panel lines with a sharp scalpel.

  And I'll finish the rivets with a phonograph needle.

  I didn't use any decal lotions to apply the decals, I don't think they are needed. However, their use does not, in my observation, impair the characteristics of the Eduard decals.

  
  

  The procedure to be followed now concerns the peeling of the varnish film. I really recommand it only to skilled modellers,  I also recommand to try it on a test piece of plastic. Peeling  film requires skill, but also training and courage. You may end up ruining part of your decal. 

  It is best to start peeling off after the decal topcoat has completely dried, at least 48 hours after application. Several methods can be used to peel the film from decals. The first is to peel by rubbing with a cotton swab dipped in wash thinner. I use AK Interactive's Odourless Thinner.

  I run a cotton swab dipped in the thinner with a little pressure over the decal until the film starts to stick and pack onto the swab.

  After some time, the first film lint starts to form, then I run the swab over it and pack in more of it.

  I wrap the whole film in this way from one side through the whole surface of the decal.

  I remove the remaining film with a re-dipped swab.

  Since I also picked up the film on the letters HO with the swab, I pulled it off with sharp tweezers. This procedure is also possible. I gradually pull the film off along the direction. 

  Views of all applied decals on the fuselage. Can you tell which ones have been peeled off and which ones have not? It is peeled off on the star, the letters HO and part of the small German crosses. 

  The second possibility is to peel off the film with a scalpel and tweezers. I first peel off the  film in the corner with the tip of a sharp scalpel.

  I then catch the film in the tweezers and gently pull in the direction of the peeling.

  In this way, I gradually pull off the film piece by piece.

  This is how the decal looks after peeling off the film. I recommand repainting it with matt varnish before the final weathering.

  If you have applied the decal on a surface from which it visually stands out, you need to repaint it with matt varnish.

  For repainting I use C182 varnish from Gunze. I apply several thin coats. Be careful not to overcoat the surface, but to let the layers dry properly.

  This is how the decal looks after varnishing.

  Comparison of the decal with the film removed (top) and the decal from which the film has not been removed (bottom).

  
  

• GUSTAV Part Two

  Luutn. Kyösti Karhila of 3/HLeLv 24 in the cockpit of MT-461 at Lappeenranta base in July 1944. This aircraft with WNr. 165342 and Stammkennzeichen SZ+PG was received by the unit at the end of June 1944. Finnish pilots achieved a total of 18 victories with this plane, of which Karhila achieved eight successes. Photo: SA-Kuva

  
  

  In the second part of our Gustav VI article, we will focus on armament and equipment upgrade and conversion sets, take a gander at the reconnaissance versions of the Bf 109 G-6 including the recce specific Bf 109 G-8, we’ll describe the high-altitude Bf 109 G-5 and finally, we will take a look at the Bf 109 G-14, a de facto summary of all modifications and improvements continuously introduced into production during the long development of the Bf 109 G-6 series and its variants.

   

  Equipment and weapons sets / Rüstsätze R

  For the Bf 109 G-6, as for other versions of the Bf 109 G, modification kits were available, installed in unit level workshops or service centers during overhauls. Available weapon sets were as follows:

   

  Rüstsatz R1: bomb rack (Abwurfwaffenanlage) ETC 500 IX b for one 250 kg (550 lb) bomb.

  Rüstsatz R2: bomb rack (Abwurfwaffenanlage) 4 x ETC 50 VII d for four 50 kg (110 lb) bombs.

  
  

  Rüstsatz R4: bomb rack/dispenser for twenty-four SD 2 bomblets (Abwurfwaffenanlage für 24 SD 2).

  Rüstsatz R6: Underwing pods each holding an MG 151/20 20mm cannon (Flügelgondel – bewaffnung zwei MG 151/20 mm).

    

  Rüstsatz W: Bordrakete BR 21 cm

  BR 21 21cm rockets, also known as W. Gr. 21 or Wfr. Gr. 21, unofficially dubbed ‘Dödel’ (‘fool’, but carried a number of other understood meanings) were a new and exclusive piece of armament for the Bf 109 G-6, with other version use having not been documented. In addition to the Bf 109 G-6, they were deployed on the Fw 190 A of various versions and the twin-engined Bf 110 G-2, and Me 210/410. Bf 109 G-6s armed with a pair of rockets may have been designated Bf 109 G-6/w.

   The BR 21 aerial rocket launchers were created by adapting the Nebelwerfer 42 six-barreled ground based 21cm rocket launcher by hanging the launch tube under the wing of the aircraft. In the case of the Bf 109 G-6 and Fw 190 A-8, one rocket launcher was suspended under each wing at an angle of 15o to the airfoil centreline. The weight of the rocket was 112. 6kg (250lb), it was powered by solid fuel propellant weighing 18. 4kg (40lb), and the warhead contained 40. 8kg (90lb) of explosives. The muzzle velocity of the projectile was 320 m/s (1,050 ft/s), effective range 1,200m (4,000ft), and the rocket was rotation stabilized. Since rocket launchers significantly worsened the flight characteristics and speed of the aircraft, it was possible to jettison them as necessary.

  The use of BR 21 rockets was tested and fine tuned by fighter groups JG 1 and JG 11. They also used them for the first time in combat on July 29th, 1943, during a USAAF raid on Kiel and Warnemünde. During August, combat tactics were further developed, and BR 21s gradually reached other units. On August 17th, 1943, they were deployed in the famous American raid on Schweinfurt and Regensburg, in which the USAAF lost sixty bombers and another 95 were damaged to varying degrees. A large part of them were written off after their return. This was especially the case with the 3rd Bombardment Wing of the 8th Air Force under the command of Colonel Curtis LeMay, which attacked Regensburg and continued south after the raid and landed at American bases in North Africa. However, it should be noted that the deployment of BR 21 was only one of the many reasons for such heavy losses.

  In the Defense of the Reich (Reichsverteidigung) units, one Staffel, equipped with the Bf 109 G-6/w, was usually allocated within the Gruppe, called the Werferstaffel. The deployment tactic was to attack with the full strength of the entire Gruppe, of which one Staffel (usually twelve aircraft) was armed with BR 21 rockets. The latter began the attack by firing their rockets from a distance of 600 to 1000m (650 to 1100 yards) at a box formation of bombers. Timed fuses were mainly used, although impact fuses could be as well. Timed fuses detonated rockets inside the box formation, with the aim of breaking up the formation and separating any damaged machines from it, which were then attacked by other Staffel birds from the Assault Gruppe, equipped with fighters armed only with gun and cannon armament. In the case of units with Bf 109 G-6s, these were often Bf 109 G-6/R6s with underwing gun pods mounting MG 151/20 cannon.

  It was an effective combat tactic, successful especially against groups of heavy four-engine bombers operating deep in German airspace without fighter escort, as was the case with the raid on Schweinfurt and Regensburg. In the second half of 1943, German tactics against American heavy four-engine bombers were so effective and inflicted such heavy losses on the Americans that after the second raid on Regensburg in October, 1943, the USAAF Eighth Air Force halted major raids on Germany for five months. It resumed these only in February 1944, after it had enough escort fighters with sufficient range to provide protection over the entire bomber route at its disposal.

  BR 21s were also used to attack formations of medium bombers both on the Western Front and in the Mediterranean. A total of 402,600 210 mm Wfr rockets were produced during the war (Wurframmen Granate 21), including both ground and air launchers.

     

  Equipment upgrades:

  Rüstsatz R3: 300 liter auxiliary drop tank (300 Liter Kraftstoffzusatztank)

    

  Various types of drop tank were used:

   

   Rüstsatz R7: ZVG 16

  ZVG 16 direction finder system with PR 16 (Peilrahmen) loop antenna at the top of the spine. (Peilrufanlage ZVG 16 mit PR 16 Peilrahmen)

    

  Armament sets R1, R2 and R6 were already used on the Bf 109 F and especially on the G-2 and G-4. On the Bf 109 G-6, as on the G-2 and G-4, the R6 set consisting of the underwing cannon pods were popular. They significantly increased the firepower of the aircraft armed with them, and thanks to the more powerful DB 605 A engine, they did not reduce the performance of the machine as much as was the case with both versions of the Bf 109 F, in which these nacelles were not used much due to the lower power offered by their engines. Their use on the Bf 109 G-6 was even more extensive than on the G-2 and G-4.

   

  Exploring the frequency of the R6 kit usage on the Bf 109 G-6

   According to some researchers, the cannon pod use on the Bf 109 G-6 decreased as compared to the Bf 109 G-4. In this case, it would have been because the introduction of the MG 131 fuselage mounted machine guns increased the firepower of the Bf 109 G-6, reducing the need for additional armament. It makes sense if the advantage of a lighter and therefore more powerful and maneuverable fighter outweighed the advantage of more firepower, and in some cases it, this may have certainly held true.

  But I have my doubts about this claim. For one thing, I don't think that the need would decrease for fighter firepower on either the Eastern or Western fronts, or in the Mediterranean for that matter. Targets that required concentrated firepower over a short firing bursts was not only ever present on all battlefields, but increased in number. In the West and the Mediterranean, they were sorely needed against allied medium and heavy bombers, and in the East, against the Soviet Il-2 armored beasts of various versions. All these adversaries over the fronts were increasing in number, firepower and improved tactical use and the quality of their pilots was growing. It makes no sense to me that the Luftwaffe would go about decreasing the firepower of its fighters.

  The second reason for my doubts is in the analysis of the available photos. In those that are at my disposal, the ratio of photos of aircraft that can be identified as having cannon pods under the wing to those that do not is as follows:

  Bf 109 G-2 ratio of aircraft with the pods to those without: 1:2. 4

  Bf 109 G-4 ratio of aircraft with the pods to those without: 1:1. 1

  Bf 109G-6 ratio of aircraft with the pods to those without: 1. 16:1

  From this it would follow that the ratio of aircraft equipped with cannon pods between subsequent models increased, and while the G-2 and G-4 have more airframes without the pods in the photos, those with them dominate in the G-6. With this in mind, it is important to note that there are aircraft with BR 21 rockets launchers in a significant number of the available images. This too would indicate an ever-increasing demand for firepower rather than the other way around.

  Granted that this is not a scientific analysis of the subject matter using proper data sampling or methodology, but the result hinted at can be taken as a solid base for a hypothesis that would be worth a more thorough examination.

   

  Bf 109 G-5

  The Bf 109 G-6 also had a high-altitude variant with a pressurized cockpit in the form of the Bf 109 G-5, the distinguishing feature of which, like the other high-altitude versions of the Bf 109 F and G, was an airtight armored bulkhead with two triangular windows in the upper corners, mounted in the middle of the hinged canopy section so that it formed a wall behind the pilot. On this bulkhead, there were two cockpit pressurization system valves, one was a safety valve, preventing the maximum cabin pressure from being exceeded, and the other was an equalizing pressure valve. Contrary to popular belief that the G-5 version did not have standard armor, this was surprisingly not the case. Much of the G-5 run with the standard canopy had both an airtight bulkhead and standard slanted armor mounted beneath the hinged canopy cover. There were silica gel capsules in the corners of the cockpit canopy windows to absorb moisture between the panes. Handles behind the cockpit were on both sides of the fuselage.

  The Bf 109 G-5 also had, as part of the cockpit pressurization system, blanked off vents under the cockpit windscreen on the side of the fuselage below the cockpit. Those on the cowl were either not there at all, or they were also decommissioned and fared over.

  The G-5 version also featured a small bulge covering the cockpit pressurization air compressor, added to the larger fairing over the machine gun on the right side of the forward fuselage. But it is not a clear identifier by which to gage the Bf 109 G-5. As already mentioned, it was also used on some of the Bf 109 G-6 fighters produced by all three manufacturers turning out Bf 109 Gs. The compressor was the new Knorr-Luftpresser 300/10 type. It was an oil-free item with two pistons rotating against each other in a figure eight. This compressor (blower) had certain disadvantages, mainly pulses of compressed air being blown back into the compressor chamber. This was because the pistons do not touch the chamber walls, but that feature allowed for operation without lubricating oil. However, this is of no practical importance for pressurizing the small space of the cockpit. Additionally, the pulses were dampened by the relief valve situated on the rear air-tight bulkhead of the cockpit. The advantage of the Roots blower was the achievement of a stable output pressure and a high flow rate of compressed air at low revolutions, along with the already mentioned absence of oil. This was an advantage precisely for pressurizing the cockpit, which was not polluted by oil and the compressed air did not need to be filtered. The reason for moving the compressor to the side of the engine from its top, where the MAG III air compressor was located on the Bf 109 G-1 and G-3, is not entirely clear. M. Baumgarl states that it did not fit between the larger MG 131 machine guns. This may be true, but it is probably not due to the size of the machine guns, but rather to the different shape of the Knorr 300/10 compressor as compared to the MAG III unit.
  

  None of the authors state that the DB 605 A-1 engine in the Bf 109 G-5 had modified high altitude characteristics. A special high altitude distributor (Zünder) with modified plug firing was considered for the Bf 109 G-5/U2, but in the end, the standard Bosch ZM 12 CR 8 distributor, only with a modified ignition advance for the spark plugs, was retained.

  During 1943 and early 1944, production of the Bf 109 G-5 took place at the Erla AG works in Leipzig. The first five airframes were produced as part of production block 15 000 by March and April of 1943. H. H. Vogt lists the production numbers as 15 338 to 15 344, which does not quite fit the five units he claims. The reason for this may lie in that the Bf 109 G-5 was on the production line together with the G-6, so the serial numbers did not necessarily run consecutively, but intermingled with the serial numbers of the concurrently produced G-6. A further 200 or so were built in production block 15 000 between June and October, 1943. Further G-5s were built in production blocks 26 000 (25) and 27 000 (33) between August and October, 1943. The last of the series comprised 287 machines in production block 110 000, built continuously between November, 1943 and June, 1944. From February 1944, the Bf 109 G-5 and G-5/U2 were produced at Erla Werk VII in Antwerp, Belgium.

   

  Bf 109 G-5/U2

  Some Bf 109 G-5s were built as the Bf 109 G-5/U2, equipped with a GM-1 boost system. The GM-1 system pressure bottles were located in the right wing, unlike the Bf 109 G-6/U2, which had the GM-1 pressure bottles placed in the fuselage, behind the second fuselage bulkhead. According to H. H. Vogt, most, if not all, Bf 109 G-5s, including the airframes from production block 15 000 in March and February, 1943, were built as G-5/U2. But this is contradicted by M. Baumgartl's statement, which states that the GM-1 system was only available for the G-5 from July or August 1943, and the first fully equipped G-5/U2s were delivered only from December, 1943. The statement by M . Baumgartl seems to me to be better grounded.

  All Bf 109 G-5/U2s had VDM 9-12159. 10 propellers, the same as the Bf 109 G-6/AS and G-10 powered by the DB 605 AS and DB 605 D engine respectively. This propeller was considered for all G-5s, but eventually G-5s without the GM 1 system were supplied with the standard VDM 9-12087. 10 unit. The Bf 109 G-5/U2 also did not have laminated armor fuel tanks. The removal of the armor compensated for the increase in weight of the Bf 109 G-5/U2, caused by the installation of the GM 1 system, and the heavier VDM 9. 12159. 10 propeller.

  The Bf 109 G-5 was also produced in several production variants. All had the same armament and the same engine (DB 601 A) as the Bf 109 G-6.

   

  First Production Variant

  Bf 109 G-5 from production block 15 000 (205 units, five in March and April 1943, 200 between June and October, 1943).

  These airframes had the following distinctive features:

   

  • Tall antenna mast.
  • Not equipped with a ZVG 16 direction finder and lacked the associated PR 16 loop antenna on the fuselage spine.
  • FuG 16 Z radio was used.
  • FuG 25a IFF system.
  • REVI C 12 D gunsight.
  • Sealed cockpit, silica gel tablets in the corners of the canopy windows (1).
  • Airtight bulkhead forming the rear wall of the hinged canopy section (2).
  • Angled armor plate behind the pilot's head (3).
  • Suction slots for cockpit ventilation under the windscreen absent (5).
  • Without cockpit vent on left side below canopy (6).
  • A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the fairing covering the breech of the right fuselage machine gun.
  • On the right side of the fuselage, there was only a socket for the external electrical power source connection and the access cover for the pressurized oxygen bottle between fuselage bulkheads 1 and 2.

    

  Second Production Variant

  This covered Bf 109 G-5s from production blocks 26 000 (25) and 27 000 (33) produced between August and October, 1943, and part of the Bf 109 G-5 and Bf 109 G-5/U2 run from production block 110 000.

  These aircraft displayed the following features:

  • Short antenna mast.
  • Most had the ZVG 16 direction finder system with the associated PR 16 loop antenna on the spine.
  • FuG 16 Z radio.
  • Commanders’ aircraft, equipped with a FuG 16 ZY radio and its Moranmast whip antenna mounted under the fuselage/wing were designated Bf 109 G-5/Y.
  • FuG 25a IFF system.
  • REVI C12 D gunsight.
  • Sealed cockpit, silica gel tablets in the corners of the canopy windows (1)
  • An airtight partition forming the rear wall of the hinged section of the canopy.
  • Angled armor behind the pilot's head in aircraft from production block 110 000.
  • A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the fairing covering the breech of the right fuselage machine gun (4).
  • Ventilation slots under the windscreen were missing (5).
  • Vents on the left side of the fuselage below the canopy were also absent.
  • Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades (as with the Bf 109 G-10)
  • A small fuel tank was used for starting the engine, with a filler neck on the right side of the fuselage spine between fuselage bulkheads 4 and 5 (6).

  
  

  The Bf 109 G-5/U2 in the 110 000 range production block had the GM-1 boost system pressure bottles located in the left wing, the access cover for which was on the lower wing surface (7).

   

  Example: Bf 109G-5/U2/R6, WNr. 27112, Flown by Maj. Walther Dahl, III. /JG 3, Bad Wörishofen, Germany, December, 1943.

   

   

  Third Production Variant

  This characterizes part of Bf 109 G-5 and Bf 109 G-5/U2 production in block 110 000. These aircraft had Erlahaube canopies and short rudders, and are often confused with the Bf 109 G-6 or G-14.

  These aircraft can be identified by the following:

  • Short antenna mast.
  • Erlahaube-type canopy, non-pressurized. (10)
  • Short rudder.
  • Usually equipped with a ZVG 16 direction finder unit with its PR 16 loop antenna on the spine.
  • FuG 16 Z radio.
  • Command aircraft, equipped with a FuG 16 ZY radio with its Moranmast whip antenna mounted under the left wing were designated Bf 109 G-5/Y. (8)
  • FuG 25a IFF system.
  • REVI C 12 D gunsight.
  • REVI 16 B gunsight from the summer of 1944.
  • A small bulge covering the Knorr 300/10 compressor on the lower leading edge of the fairing covering the breech of the right fuselage machine gun.
  • A small fuel tank was used for starting the engine, with a filler neck on the right side of the fuselage spine between fuselage bulkheads 4 and 5.
  • The Bf 109 G-5/U2 had a cover on the underside of the left wing for access to the GM-1 boost system pressure bottles located in the wing (7)
  • No intake gills for cockpit ventilation under the windscreen. In some cases, probably on aircraft converted from older airframes, the cockpit ventilation openings may have been covered with circular caps (9)
  • Cockpit ventilation on the left side under the canopy were absent.
  • The Bf 109 G-5/U2 had a VDM 9-12159. 10 propeller with wider blades (as with the Bf 109 G-10).

    

  EXAMPLE: Bf 109 G-5, W. Nr. 15729, Flown by Obstlt. Hermann Graf, Stab. /JG11, Jever, Winter 1944. The aircraft is sometimes listed as a G-6 converted from a G-5, but it is a G-5. There could be several reasons why the 15 000 series airframes had an Erlahaube canopy.

  
  

   M. Baumgartl states that twenty Bf 109 G-5s were built, powered by a DB 628 A-0 engine with a two-stage supercharger and fitted with a VDM 9-12159. 10 propeller with wider blades (as the Bf 109 G-10). One Hundred and thirty of these engines were built, so their use in the Bf 109 G-5 is not really out of the question.

  The G-5/R2 version is a bit of an enigma. According to M. Baumgartl, seventy-two of a planned 126 were built, and according to him, it was a photo-reconnaissance version, equivalent to the Bf 109 G-6/R2. They were allegedly made without fuselage machine guns, but whether they were actually produced is unknown. In addition to these machines, sixteen Bf 109 G-5/R2/AS and 76 Bf 109 G-5/AS aircraft were also produced, powered by the BD 605 AS engine with the VDM 9-12159. 10 propeller.

   

  Photo Reconnaissance Bf 109 G-6

  Part of the Bf 109 G-6 run was dedicated to photo reconnaissance. In the following paragraphs, the three photo reconnaissance versions are described chronologically as they were produced. As a result, the Bf 109 G-6/R3 version, produced in the summer and autumn of 1943, is described before the Bf 109 G-6/R2 version, produced in late 1944.

   

  Bf 109 G-6/R3

  The photographic equipment in this aircraft consisted of an Rb 50/30 camera. Access to the camera was from the cockpit through a hatch in the rear sloping cockpit wall. The Bf 109 G-6/R3 had two grooves in the bottom of the fuselage/wing section to divert oil escaping from the oil cooler under the nose and to prevent the leaking oil from obstructing the camera lens. These grooves were run parallel from the rear corners of the oil cooler across the entire center wing section to the trailing edge of the wing/fuselage transition. The main armament was reduced to the MG 151/20 cannon. Fuselage machine guns were not installed, the gun troughs were fared over, and instead of machine guns, an additional oil tank with a volume of 20 liters was placed in the compartment of the machine gun mounts. Unlike the later Bf 109 G-6/R2, the MW 50 boost system was not installed. Radio equipment consisted of a FuG 16Z radio and a FuG 25a IFF system. A ZVG 16 direction guidance system (Peilrufanlage) with a PR 16 (Peilrahmen) loop antenna on the fuselage spine (Rüstsatz R7) could also be installed. The canopy, unlike the G-6/R2, was of the standard type. In addition to the possibility of carrying an auxiliary tank under the fuselage, a variant with two additional tanks with a volume of 300 liters each under the wings was also developed, but it is not certain whether it was ever introduced into operational service. At WNF, 35 were produced in the summer of 1943 (between June and August) in production block 20 000, and five in the fall of 1943 in production block 140 000.

  Rüstsatz R7

   

   

  Bf 109 G-6/R2

  Photographic equipment consisted of an Rb 75/30 or Rb 50/30 camera (1). They carried full gun armament and were powered by a DB 605 AM engine with the MW 50 boost system that injected a mixture of water and methanol into the compressor intake. Between the second and third fuselage bulkheads just offset from the top of the spine was the MW 50 system tank filler cap (4). The battery was moved to the luggage compartment in the cockpit, the luggage compartment door featured a recess covering the battery (5). The radio equipment consisted of a FuG 16Z radio and a FuG 25a IFF system. AZVG 16 (Peilrufanlage) direction finder with its associated PR 16 (Peilrahmen) loop antenna on the top of the fuselage (Rüstsatz R7) could also be installed. These machines likewise had grooves installed below the wing center section for draining leaked oil coming from the oil cooler (2), but they diverted the oil differently than the grooves on the Bf 109 G-6/R3. In this case, they arced from the rear corners of the oil cooler to the leading edge of the lugs covering the wing spar mounting stud, where they met the lower surface of the wing. The rear-view mirror (6) mounted on the top inner frame of the windscreen was also characteristic of the photo-reconnaissance Bf 109 G. One hundred and ninety three Bf 109 G-6/R2s were produced at WNF in November and December, 1944 in production block 230 000, together with the Bf 109 G-8/R5, and were likely structurally consistent with respect to their manufacture. They had an additional bulge adjacent to the fairing covering the right fuselage mounted machine gun (7). I believe that it was not without function, that it accommodated an air compressor to supply enough air to ventilate the cockpit. At least some Bf 109 G-6/R-2s (probably all) had an Erlahaube canopy, and always had a short rudder. On the right side of the mid fuselage between bulkheads 2 and 3 there was apparently a large oval camera access cover (3). I don't have photographic evidence of this on the G-6/R2, but it appeared on both the G-2/R2 and the G-4/R2, and it's quite logical that it was carried over to the G-6/R2 as well. It may have also been on G-6/R3, if only because the original access to the camera in the rear sloping cockpit wall was not possible since this was now the location of the battery (5).

    

  Equipment layout in the fuselage of the Bf 109 G-6/R2:

  1. Battery

  2. Rb 50/30 or Rb 75/30 camera

  3. MW 50 water/methanol system tank

  4. FuG 16 Z radio

  5. Compass (Mutterkompass)

    

  The Bf 109 G-6/U3 were a tactical reconnaissance aircraft (Nahaufklärer or Heeresaufklärer). The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x 9cameras (2) , located in the lower part of the fuselage on the fifth fuselage bulkhead and covered by a closing door as indicated in the second illustration below, and one Robot II Kleinbildkamera in the leading edge of the left wing, in front of the wheel well (1). This was calibrated for photography at an altitude of 2000m (6,550 feet), but was usually removed in practice. The radio equipment consisted of a FuG 17 radio, the standard used in fighter and bomber aircraft. Apart from the frequencies used, it was identical to the FuG 16Z, but, unlike the FuG 16, it had the option of connecting with ground-based forward flight controllers. This version also had the FuG 25a IFF system. A ZVG 16 direction finding system (Peilrufanlage) with its associated PR 16 loop antenna (Peilrahmen) on the back of the fuselage (Rüstsatz R7) could also be installed.

   About twenty Bf 109 G-6/U3s were produced by WNF in the summer of 1943 in production block 20 000.

    

  Bf 109 G-8

  The Bf 109 G-8 was a development of the Bf 109 G-6/U3. They were tactical (frontline) reconnaissance aircraft (Nahaufklärer or Herresaufklärer). The photographic equipment consisted of two Rb 12. 57 x 9 or Rb 32/7 x 9 cameras, located in the lower part of the fuselage on the fifth fuselage bulkhead and covered by sliding doors controlled from the cockpit (2), and one Robot II Kleinbildkamera in the leading edge of the left wing, ahead of the wheel well (1). They carried full gun armament, but many aircraft had the MG 151/20 engine mounted cannon removed at unit level. Also, the Robot II camera in the leading edge of the wing was also often removed in practice.

  Part of the Bf 109 G-8, twenty-nine machines with production numbers 20 670 to 20 698 produced at WNF in September 1943 and 112 710 000 series airframes produced in February and March 1944 were powered by the DB 605 A engine and lacked the MW 50 system. They had standard canopies.

  Another 760 or so Bf 109 G-8/R5s, produced between May and December, 1944, were powered by the DB 605 AM engine with MW 50 water-methanol injection into the intake of the compressor. The MW 50 system tank filler cap was to the right of the fuselage spine centreline behind the second fuselage bulkhead (3). The Bf 109 G-8/R5 used 96 (or 100) C3 aviation fuel. The battery was moved to the luggage compartment in the cockpit, and there was a characteristic bulge on the luggage compartment door projecting into the cockpit to cover the battery. Like other photo-reconnaissance Bf 109 Gs, the G-8 had a rectangular rear-view mirror on the inner frame of the windscreen.

  The radio equipment consisted of a FuG 17 radio, later replaced by the FuG 16 ZS unit and the FuG 25a IFF system. A ZVG 16 (Peilrufanlage) direction finder system with the PR 16 (Peilrahmen) loop antenna on the fuselage spine (Rüstsatz R7) could also be installed. All Bf 109 G-8s and G-8/R5s produced had the Erla Vollsichtshaube canopy and short rudder. Some of the machines had the mast of the antenna moved rearward, in front of the 2nd fuselage bulkhead, where the PR 16 antenna was usually located. The reason for this change is unclear. This may have something to do with the retrofitting of the MW 50 system tank, but why this should be is not entirely clear. It may also be related to the type of radio used.

   

  (Author's note: Prien/Rodeike references mention planned U2 (GM 1 boost system) and U3 (MW 50 system) kits. It does not appear that such things actually existed. These authors have photos in their book of alleged G-8s with a standard canopy. These may be one of the first twenty-nine Bf 109 G-8s, produced in September 1943 in the block 20 000 range, production numbers 20 670 to 20 698, or could also be confused with the Bf 109 G-6/U3)

   The Bf 109 G-8 could carry all available weapons. To what extent this possibility was only theoretical and to what extent these weapon sets were actually used is not clear. The use of auxiliary tanks is documented and logical. This is the case for all photo-reconnaissance Bf 109 Gs produced. It seems unlikely that these valuable machines, which were often lightened by the removal of some of the fuselage armament, were used for risky combat missions. On the other hand, there are known cases of pilots who achieved a number of kills on photo reconnaissance aircraft and even achieved ace status, such as Herbert Findeisen. During his two hundred operational missions flying photo reconnaissance aircraft, he achieved 42 kills. After his 37 kills, as CO of 2. /NAGr 4, he was awarded the Knight's Cross. (NAGr = Nahaufklärungsgruppe).

   

  Bf 109 G-12

  As with the Bf 109 G-4, the Bf 109 G-6 served as the basis for two-seat Bf 109 G-12 conversions. The subsequent Bf 109 G-12 series was then created from the Bf 109 G-10 as well. These machines retained the attributes of the original fighters, but were equipped with a two-seat, dual-control cockpit, with the rear instructor's cockpit having simplified instrumentation. Regardless of the original production version, the two-seat machines were always labeled Bf 109 G-12. The exact number of machines produced is unknown.

   

  Bf 109 G-14

  From July, 1944, Erla (and from August, Messerschmittt) produced the Bf 109 G-14 in parallel with the Bf 109 G-6, corresponding to the last production version of the Bf 109 G-6 with the Erla Vollsichshaube type canopy and tall rudder. All Bf 109 G-14s were fitted with the MW 50 system as standard and therefore used C3 fuel with an octane number of 96 (100). A distinctive feature of all Bf 109 Gs with the MW 50 system installed was a box-shaped projection on the baggage compartment door in the rear sloped wall of the cockpit, behind the head armor plate (2). This arose because the installation of the water-methanol mixture tank for the MW 50 system in the space behind the first bulkhead forced the battery for the radio to be moved forward into the luggage compartment, which needed to be enlarged to accommodate it. All Bf 109 G-14s had a bulge under the fairing covering the right machine gun, and all were also fitted as standard with a FuG 16 ZY radio with an on-board transponder for the Pegasus Y goniometric sighting system with a Morane-type whip antenna (Moranmast) located under the left wing. The gunsight was the REVI 16 B as standard.

  Most Bf 109 G-14s with the DB 605 AM engine were produced at the Erla factory in Leipzig. They were manufactured in blocks 413 000, 460 000 to 462 000, 464 000 and 465 000. These machines had a tall rudder (3), Erla Vollsichtshaube canopy (1) and Gallandpanzer armored headrest. Only a small number of airframes were produced at Messerschmittt in production block 165 000, but some of the total production of about 110 G-14s were to Bf 109 G-14/AS standard with a DB 605 AS engine.

   Example: Bf 109G-14, W. Nr. 464380, Flown by Mag. M. Bellagambi, 5 Squadriglia, 2 Gruppo Caccia, Aeronautica Nazionale Repubblicana, Osoppo, Italy, March, 1945

   

  The DB 605 AM engine was also installed in part of the Messerschmitt produced block of airframes in the 781 000 range, numbering about thirty birds, which had a low rudder. The remainder of this production block were Bf 109 G-14/ASs with the DB 605 AS powerplant. According to photos, there were standard G-14s with a low rudder even in the 782 000 series production block, in which H. H. Vogt lists only the G-14/AS. The six hundred Bf 109 G-14/U4s, production block 510 000 to 512 000, armed with a 30mm MK 108 fuselage/engine mounted cannon, produced by WNF, also had the low rudder and Erla Vollsichtshaube type canopy. These machines did not have the bulge on the fairing above the right fuselage machine gun breech (6), and between bulkheads 4 and 5, they had an access cover for the compressed air bottle for the MK 108 engine mounted weapon (4). There was also an MW 50 system tank filler cap on the right side of the fuselage spine behind the second bulkhead.

   

  Example: Bf 109G-14/U4, W. Nr. 512382, Flown by Lt. H. Schlick, 4. / JG 77, Schönwalde, Germany, November, 1944

   

   Conclusions

  If you have read this far, I value you sticking with me and I greatly appreciate that you understand that the subject surrounding the technical development of the Messerschmitt Bf 109 G-6 is extremely complicated. It is a theme that is probably without parallel in the history of aviation, perhaps remotely comparable are some types from the First World War, such as the Breguet 14 or the Hansa-Brandenburg C. I. But only remotely. For the Bf 109 G-6, the issue is complicated by the fact that production took place under extreme wartime conditions, under heavy Allied air raids and almost constant reorganization of German war efforts. It was a situation that is difficult to imagine today. The production of aircraft in Germany, and not only the Bf 109 G-6, responded not only to the needs of the customer, the RLM and the Luftwaffe and its combat units, but also to the prevailing economic conditions and the deteriorating state of the industrial base. As a result of the air raids, a large part of the factories were destroyed or badly damaged, production operations were scattered to branch plants, hidden in the mountains, forests, railway tunnels or underground. The dynamics precipitated by the changes were unbelievable, and moreover, these changes were intertwined on the production lines. The fact that three production plants were engaged in the production of the Bf 109 G-6 plays only a partial role in this. During the war, between early 1943 and late 1944, probably more than 13,000 Bf 109 G-6s were produced. The exact number is not and will never be known, and a significant part of the production lacks definitive documentation. It was apparently irretrievably lost in the maelstrom of war. One reason I am writing these articles is because from time to time some lost documents turn up somewhere. Part of the facts presented in the text you have read will certainly be further refined and corrected over time, thanks to new discoveries, or thanks to relevant new interpretations of already known documents. ​If you research previously published material and kits of the Bf 109 G-6, you will certainly come across images of aircraft that do not correspond to their classification within the production variants we have discussed or even to types according to other sources. Please, treat such cases with lenience. There will be many of them, even in the case of Eduard kits. Unfortunately, from the point of view of the facts and conclusions that I tried to convey in my article, a large part of the profiles in current literature and kits, whether by Eduard or someone else, are wrong. It may cause some loss of confidence in some, but let's take it positively. Let's take it as an opportunity to revise our old knowledge, assumptions and mistakes, because this type of research is an ongoing evolution and needs adjustments to evolve in the right direction.

  A nice example of the above is this Bf 109 G-6, serial number 160303, flown by III. /JG I’s Hauptmann Friedrich Eberle:

    According to the serial number, it should have a standard canopy and a short antenna mast. Nevertheless, the unlikely combination of a tall antenna mast and an Erlahaube-type cockpit covering is photographically documented. The serial number is not, however, and it is derived from the loss of aircraft report. Hptm Eberle was shot down in his Bf 109 G-6 on January 30th 1944 by a Thunderbolt piloted by Lt. Robert Booth of the 369th FS (359th FG). It is possible that the gun camera footage does not show the same aircraft as photos on the ground. But even so, the combination of a tall mast and an Erlahaube canopy should not exist. But it does, and there are more such cases. I do not want to discuss possible reasons here, various logical explanations can, of course, be offered. I bring this case up just to illustrate that you can expect a lot from the Bf 109 G-6 and its variants. Prepare for cases when even the impossible can become a reality!

   In this article I have not dealt with aircraft powered by the DB 605 AS engine, such as the Messerschmitt Bf 109 G-6/AS and Bf 109 G-14/AS. This is mainly because it is a vast and complex topic in and of itself. The second reason is that I have dealt with these machines before. However, from the point of view of my current knowledge, it is clear to me that even that not-so-old article requires revision today. I therefore promise to come back to it, revise it, and release an updated form when the Bf 109 G-6/AS and G-14/AS are released in 1/72 scale. The same also applies to the Bf 109 G-10.

  That will be it at this point, my friends, and I hope you didn’t need to stumble through this article, and that it has brought you much to your understanding of the evolution of the Bf 109 G-6!

• The second youngest

  Text: Richard Plos

  Illustration: Antonis Karydys

  Cat. No. 8483

   

  A man on one of the many hospital beds is breathing rapidly, a worried nurse regularly wipes the beads of sweat on his forehead. The slender young man with delicate features and premature wrinkles around his eyes suffered a gunshot wound to his thigh in an aerial combat a few days ago and lost a lot of blood because of it. But that doesn’t worry the doctors nearly as much as the inflammation that is slowly but surely poisoning his entire body. Just twenty years old, Olivier Freiherr von Beaulieu-Marconnay is losing his fight for life, meanwhile far away in Germany a paper-pusher is now rushing to bestow the highest honour, the Pour le Mérite, on the exceptional young man before his death...

  Two months shy of his eighteenth birthday, Olivier was already promoted from cadet to the rank of lieutenant as a member of the Fourth Cavalry Regiment (Dragoner Regiment von Bredow Nr. 4). When he switched from horses to planes, he took the stylized 4D badge as his personal symbol to adorn his planes. The Jasta 18, led by the vigorous Rudolf Berthold, was Olivier’s first air unit from December 1, 1917, and subsequently, after a major reshuffle orchestrated by Berthold as the newly appointed commander of JG II, he and all his comrades became part of Jasta 15.

  The young fighter, whom his colleagues called “Bauli”, waited nearly half a year for his first kill. Why? In the spring of 1918, Jasta 15 was flying new Siemens-Schuckert D.III fighters, which were forbidden to fly over the front line into enemy territory, lest the new aircraft fall into enemy hands. This noticeably limited the opportunities for combat, which was reflected in the persistent zero on Olivier's fighter account. But on May 28 a formation of AR.2 reconnaissance Dorands flew over the front line and one of them became Olivier’s prey. His account began to grow rapidly with the arrival of new Fokkers D.VII. During June he added seven victories, with six more in August. With a tally of thirteen victories, he then left his unit to take command of Jasta 19 on September 2, just two weeks before his twentieth birthday.

  Olivier Freiherr von Beaulieu-Marconnay was the representative of fighter pilots who no longer knew the “gentlemanly” duels fought by the pre-war aviation pioneers, who in many cases were friends until the outbreak of the war. The air battles of 1918 were fierce, and the fallen old knights were replaced by new energetic men whose zeal and aggressiveness were just what the new D.VII Fokkers needed. Olivier took one of these great aircraft with him when he left Jasta 15. It was a machine powered by a BMW IIIa engine, which made these planes better climbers and also capable of higher speed. No wonder pilots loved them. Beaulieu-Marconnay was given an aircraft that was originally intended for Rudolf Berthold, commander of the entire JG II. Olivier had it repainted to match the color scheme of his new unit, notably a yellow nose instead of red. For more information on this subject, the reader is referred to the kit Cat. No. 8483, the boxart of which is the work of our Greek collaborator Antonis Karydys. It depicts Olivier's D.VII in one of the many battles with American pilots on French Spads XIII. This time the painting is not reflecting any specific action. It is just a scene that represents the character and participants of those battles.

  The young commander of Jasta 19 met his destiny on October 18, 1918. On that day, Jasta 19 pilots engaged British fighters in a crossfire and one bullet hit Olivier's thigh. Some sources state that it was a bullet fired by a fellow German fighter, but evidence for this claim is lacking. The heavily bleeding pilot was still able to get his plane to the airfield and land. He lost consciousness shortly afterwards and was taken to hospital in Arlon, Belgium. The wound became inflamed, and his condition continued to deteriorate. The Luftstreitkräfte command was already in process of awarding him the Pour le Mérite after his twentieth victory, but official procedures usually took four to five weeks. Now, three weeks after reaching the threshold required for the award of the highly valued decoration, its prospective recipient was lying in critical condition in hospital. Sources differ as to the events at the end of Olivier’s life. Some state that he learned of the award six hours before his death, others that the information had not reached him alive. However, the “Blue Max” could not have been awarded posthumously, so the official report must have stated the first option ... In any case, Olivier became the second youngest pilot to be awarded this high decoration.