Info EDUARD

Monthly magazine about history and scale plastic modeling.

03/2024

I know I’m not alone, when a concept and its associated assumptions turn out exactly opposite to what the expected outcome was. The last time it happened to me was a month ago in Nuremberg.

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    INFO Eduard
    e-magazine FREE Vol 23 March 2024
    # 169
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    INFO Eduard
    # 169
    e-magazine FREE Vol 23 March 2024
    © 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.
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    eduard
    eduard
    MARCH 2024
    CONTENTS
    Published by Eduard-Model Accessories, spol. s.r.o.
    Mírová 170, Obrnice 435 21
    support@eduard.com www.eduard.com
    EDITORIAL
    KITS
    BRASSIN
    PHOTO
    -
    ETCHED SETS
    SPACE
    HOW TO WORK WITH 3D PRINTS IN MODELING
    BUILT
    ON APPROACH
    April 2024
    TAIL END CHARLIE
    HISTORY
    BOXART STORY
    Freedom Tiger Limited 1/48
    Bf 109G-2 ProfiPACK 1/72
    Fw 190A-5 Weekend 1/48
    Spitfire Mk.IXc late ProfiPACK 1/48 Re-release
    Bf 108 ProfiPACK 1/48 Re-release
    USS ARIZONA 1/350
    KURFURST 1/48
    FREEDOM TIGER
    The Kbely F-5
    INTERVIEW WITH PETR JEZEK
    Tigers in Gioia del Colle
    Air War in Ukraine
    -
    Demise of Giants
    High above the front
    With a brick in the pants
    Over the Normandy Rooftops
    Efta Einak
    4
    8
    38
    42
    62
    78
    88
    70
    100
    104
    122
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    I know I’m not alone, when a concept and its
    associated assumptions turn out exactly opposite
    to what the expected outcome was. The last time
    it happened to me was a month ago in Nuremberg.
    You may remember what I expected from the fair
    from my previous editorial. Virtually nothing came
    of my skeptical predictions. Not that the fair is
    back to where it was in the old days before covid
    lockdowns, but it was significantly livelier, more
    interesting and ultimately more fun and useful
    than I would have dared to expect. I would venture
    to guess that among the vendors who participated,
    I am not alone in my adjusted assessment. Among
    other things, the situation from last year was
    repeated, that conversations and meetings were
    much warmer, friendlier and more open than at
    any time in the past. Maybe it's just my feeling,
    but it seemed like we enjoyed seeing each other
    again, in many cases even after several years.
    It was the type of thing that leads you to realize
    how those people you maybe took for granted
    and didn't think anything special of grew closer
    to your heart and you understand just how much
    you missed them. That led in turn to conversations
    opening up and that can only be good. Otherwise,
    everything was at least a bit different. For example
    almost nowhere in the venue, in any restaurant,
    at any stand, could you pay cash, everything had
    to be paid for by plastic. And the steaks, those
    wonderful steaks I have written about in the past
    that were being served up at a little stand between
    the halls, were turkey instead of the earlier pork.
    But, at least, they were back.
    This year, our long run of Model of the Year
    awards from Modell Fan came to an end. It will be
    the first time in thirty years that we left without
    a medal. But, don’t mistake that for me bitching
    about it. Take it more as a sign of how things are
    changing. I could even take it from an optimistic
    point of view, and entertain the possibility that we
    have exited the mainstream competition and are
    in a league of our own. But coming back down to
    earth, it's more likely because we stopped sending
    Modell Fan samples, so really, we asked for it!
    March New Releases
    The new items for March have already been
    on sale for a week. Of all the seventy-five new
    releases in March, we devoted the most time and
    effort out of everything we did to the Freedom
    Fighter kit. This is a 1:48 scale F-5E Tiger II, with
    moldings from the Taiwanese firm AFV Club.
    A large chunk of real estate is also dedicated to this
    aircraft in today's issue of the newsletter. There
    are two articles and one interview that directly
    focuses on it. You can see this as a significant
    imbalance, but the plane is worth it. Of course, the
    others too, whether it's the 48th scale Fw 190 A-5
    in the Weekend line or the 72nd scale Bf 109 G-2,
    the successor to the recently sold-out Limited
    Edition Wunderschöne neue Maschinen Pt.2.
    The 1:48th Profipack Spitfire LF.Mk.IXc, one of the
    most successful kits we've ever released, returns
    yet again in the form of a reissue, and after a long
    time, so does our 48th Bf 108, a part of which, the
    engine, once became the first computer-generated
    model at the turn of the century used for the
    production of an injection molded kit.
    As usual, some of the accessory items released
    are for our own new kits, so there are masks for
    both the Bf 108 and F-5E, as well as photoetched
    and Space sets. These include not only sets for
    current new releases, however, and among the
    new sets in the Brassin range are several larger
    items for previously released kits, such as cockpits
    for the 1:48th Bf 109 G-10 (WNF) and Fw 190 A-8/R2,
    not to mention the engine for the 72nd scale Bf 109
    G-6.
    We also have several collections of sets from
    our varied lines designed for models released by
    other manufacturers. For example, we have the
    popular Gannet from Airfix and another heavy
    hitter, the F-35B from Tamiya, covered. Among
    other things, we offer a set of masks for spraying
    the RAM panels on the surface of the latter. Another
    set collection is designed for the Hurricane Mk.IIb
    from Arma and the F4U-1 and 2 Corsair from the
    new Chinese company Magic Factory. For their
    aircraft debut, they chose a concept similar to
    our Dual Combo format, which intrigued me. It is
    said that the phrase ‘the greatest form of flattery
    is imitation’ applies to the Chinese, so we should
    be pleased with their approach, right? We also
    have a new printed cockpit for the F-16C Block 30
    1:48 from Kinetic, and a whole range of larger and
    smaller sets in all of our accessory lines.
    P-51B Mustang 1:48
    Currently, we are finishing up two 1:48th scale
    P-51B Mustang kits that are officially new items
    slated for May. As of today, we are missing two
    sprues that we expect will be completed and
    successfully fine-tuned around mid-March.
    We will release the new Mustang in two editions.
    The first will be a Limited Edition kit called
    Overlord: D
    -
    Day Mustangs. The kit will be released
    in a Dual Combo format, with two sets of sprues,
    masks and photoetched, and will be dedicated to
    the P-51B and Mk.III Mustangs participating in the
    Allied landings in Normandy in June, 1944. The kit
    EDITORIAL
    INFO Eduard4
    March 2024
  • Page 5

    can be built with both the standard side opening
    canopy version (birdcage) or with a modified
    version known as the Malcolm Hood. There will be
    a total of ten decal options, including one British
    Mustang Mk.III.
    The second kit will be directly derived from the
    Limited Edition kit ‘Overlord: D
    -
    Day Mustangs’.
    It will be the P
    -
    P51B Mustang Royal Class
    release. The basis will be the same as for the
    aforementioned kit. Two sets of plastic, two of
    photoetched and two of masks will be a part of
    its contents. The basic decal sheet and scheme
    options will also be the same. But there will be
    some significant differences. There will be one
    more decal sheet with four more options: Dominic
    S. Gentile's ‘Shangri-La’, Duane W. Beeson's ‘Boise
    Bee’, both from the 4th Fighter Group, along with
    Robert Eckfeldt's ‘Bald Eagle’ and ‘Lou III’, flown
    by Thomas Christian of the 361st Fighter Group.
    In addition to this, the kit will also include a
    selection of Brassin accessories, which will be two
    versions of the 3D printed seat with integrated seat
    belts, two sets of exhausts and two sets of wheels.
    The kit will also include a Space line badge with
    the USAAF 8th Air Force insignia, a magnet and
    a painting, with the same motif used in the box art
    for the Overlord: D
    -
    Day Mustangs kit. The author of
    the painting will be Piotr Forkazsewicz. The boxing
    will be a classic Royal Class package in the same
    style as the previous Royal Class P-51D Mustang
    in 1:48th.
    There will be a pre-order event for both. Each of
    them will have a slightly different sales format that
    will be followed. The Overlord: D
    -
    Day Mustangs will
    have a 15% discount applied to the basic pre-order
    price, which will apply to anything a customer
    orders concurrently with this item. All P-51B and
    Overtree additionals slated for release in May will
    also be on offer with the pre-order. The Overlord:
    D
    -
    Day Mustangs kit will then go on regular sale in
    May and will be available across our retail network.
    The Royal Class offer will follow a different
    template. It will be sold only at the base price
    without a discount on its own, but will act as
    a discount trigger for other items purchased with
    it. So if you pre-order the Royal Class kit along
    with other items, you'll get a pre-order discount on
    those other items, but not on the Royal Class kit.
    Of note is the fact that the Royal Class boxing
    will only be available for pre-order either from
    us or from our selected partners who will be
    participating in this event. We will only produce as
    many kits as are pre-ordered, no more.
    The pre-order window opens on March 8th for
    eleven days, closing on Monday, March 18th. We will
    continuously inform you about the event and its
    conditions, as well as kit content descriptions and
    progress towards availability on our social media
    networks and also by mailings before the start of
    the pre-order event.
    P-51D Mustang 1:72
    We will be launching a corresponding pre-
    order event for the 72nd scale P-51D Mustang at
    the end of March. It too will be in two formats, as
    a standard Limited Edition kit called ‘Men O'War’,
    and as a Royal Class ‘P-51D Mustang 1:72’. Both
    kits will be Dual Combo type and the markings will
    be based on the 1:48th Royal Class P-51D package
    we released five years ago. The 72nd Royall Class
    item will again have several bonus features in
    the form of Brassin sets, a picture, a badge and
    a package-specific decal sheet offering further
    scheme options. Pre-order conditions will be the
    same as for both P-51B 1:48 kits. Pre-order of the
    1:72nd scale P-51D will start on March 29th and end
    on April 8th.
    B-17F Flying Fortress 1:48
    Although the 1:48th scale Flying Fortress isn't
    due for release until August, we're aiming to bring
    it to Madison, Wisconsin for the IPMS USA Nats
    taking place in mid-July. Nevertheless, it is time
    to write something about this project now, because
    the first mentions caused quite a stir and brought
    forth many questions. So today I offer you at least
    the basic facts about this project:
    • The project is being developed under the
    working name ‘Bloody Hundreth 1943’ and is being
    developed around the B-17F in 48th.
    • The following release will carry the name
    ‘Bloody Hundreth 1944’ and will be based around
    the B-17G in 48th.
    • The first of these two is expected to be released
    in August 2024.
    • The projects are being developed in cooperation
    with Hong Kong Models (HKM) and the 100th Bomb
    Group Foundation (100th BGF)
    • The plastic will be supplied by HKM
    • Because the HKM kit has only one of many
    possible variations of the nose (the oldest, suach
    as the one that was on the Memphis Belle),
    we have designed other versions so that we could
    include later configurations.
    • The molds for the noses will be made by HKM
    based on our designs. HKM will produce and supply
    the finished product.
    • We are working closely with the 100th BGF
    regarding historical data as well as licensing of
    trademarks held by 100th BGF. The 100th BG is
    one of the few, if not the only, US joint military
    aviation unit whose tactical insignia, the D within
    a square, and other related items are subjects of
    a registered trademark.
    • An important role in the project is being
    played by our colleague Jan Zdiarský, who is
    the link between Eduard and the 100th BGF.
    In addition to being an employee of Eduard, he is
    also a member of the 100th BGF. Mr. Zdiarský, who,
    among other things, functions as the chief editor
    of our newsletters. He is also the curator of the oft
    mentioned museum dedicated to the air battle over
    the Ore Mountains on September 11th, 1944, and
    has prepared materials for the development of the
    noses and gathered reference materials for the
    creation of the decals and color schemes, and will
    put together summaries for those color schemes
    as well as articles related to this project that will
    appear in our forthcoming newsletters.
    • The Air Battle of the Ore Mountains museum, as
    mentioned, is devoted to the events of September
    11, 1944, when during the mission to Ruhland, the
    100th BG lost thirteen B-17Gs, mainly over the town
    of Kovářská and its surroundings.
    B-17 Flying Fortress Accessory Items
    Also associated with the B-17, and the Bloody
    Hundred, is the Masters of the Air series currently
    running on Apple TV+. Due to the series, and
    I'm pretty sure it is due to the series, we've had
    a significant increase in requests to re-release
    out of production accessory items for the B-17 of
    various kit manufacturers and scales. We have
    decided to comply with them and put these sets
    back in our range. You might be surprised that
    there are more than 160 such items! They have
    been on sale since last week and you can find them
    in our e-shop.
    Profiles of the two P-51Bs whose illustrations will be featured on the cover of the premiere limited edition
    of the P-51B "Overlord: D
    -
    Day Mustangs.
    ÚVODNÍK
    INFO Eduard
    5
    March 2024
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    Articles
    As I mentioned earlier, three articles today
    are dedicated to the F-5E Tiger II. Included is
    the article ‘Freedom Tiger’, a brief summary of
    the development and history of the Northrop F-5
    by Richard Plos, the article about Kbely’s F-5
    describing the F-5E in the collection of the Aviation
    Museum in Prague-Kbely by its curator Miroslav
    Khol, and an interview with the restorer of this
    exhibit by Mr. Petr Ježek, which was conducted and
    written up by me.
    Boxart Stories are a matter of course in our
    newsletters. Jan Zdiarský's Boxart Story, which
    is linked to the Spitfire LF Mk.IXc kit, takes you to
    Normandy in the summer of 1944. Honza Bobek
    prepared three Boxart Stories: the one covering
    the Fw 190A-5 is dedicated to the type’s fight
    against four-engine bombers in the summer of
    1943. Details of one of the last battles undertaken
    by JG 54 commander Hannes Trautloft are
    described in the Bf 109 G-2 article, and the Boxart
    Story for the Bf 108 describes how Theo Blaich's
    desert-camouflaged aircraft is related to the film
    The English Patient’.
    In addition to these, this month’s newsletter
    brings you a report from Tiger Meet 2023 by
    Jaroslav Špaček, an article about the work
    surrounding 3D printing by Jakub Nademlejnský
    and, of course, another installment of the air war
    over Ukraine by Mir Barič.
    The last mentioned is already very long, much
    longer than we would all like. Needless to say,
    we have entered the 24th month of this barbaric
    Russian war. We've read a lot in recent weeks
    about how tiring this thing has become, about
    Russia's overwhelming superiority, the West's
    weakness and incompetence, and Russia's
    resilience. Regardless of who actually originates
    this information and who floods our free media
    space with it, I want to say screw all that crap!
    We're all sick of the damn war. It cost us all, it cost
    us money especially in the West, and believe me,
    it cost us a lot of money at Eduard, because the
    drop in sales that came immediately after the
    Russian attack in February 2022 and continues to
    this day clearly correlates closely to this war. But
    this war is costing Ukraine thousands of human
    lives and causing immeasurably greater material
    and moral losses. The only way out is to defeat
    Russia, drive it out of Ukraine, and prevent it from
    any further aggression. It will still cost us a lot of
    effort, blood and money, but we must not give up,
    otherwise we and our elected politicians will pay
    dearly for our capitulation and failure. The world
    may change, but basic rules do not. And the most
    important of the basic rules is that there is a heavy
    price for weakness and failure.
    Other News
    So that the newsletter intro doesn’t take on too
    much of a doom and gloom feel, I do have a few bit
    of good news to share.
    We bought a new injection molding machine.
    Upgrading never hurts, and buying new equipment
    is at least as useful as buying new tanks in these
    tumultuous times. The new old Leopards that the
    ACR (Army of the Czech Republic) received are
    a good example and should also be put to good use!
    We received a shipment of Gunze products,
    and this week's restock is going on sale. In the
    meantime, however, all other stocks of this range
    have dropped, so we are sending another order
    into the GSi dispatch center in Germany. But we
    have no clue as to when it will arrive.
    Another bit of good news is that we will be at
    several shows in March. Next weekend we are in
    Verona, Italy and the weekend after, we will be in
    Bytom, Poland. The very next week, March 23, we
    are at the Panthers Cup in Prague at the Prosek
    show, where Fredy Riedl from Special Hobby and
    I will have a Q & A session, so I cordially invite
    you to a friendly chat. Finally on Easter we will
    be in Prostějov for the Easter Prostějov Show.
    At the very least we should have pre-production
    48th scale Mustangs at Prosek and Prostějov to
    show off. If we succeed and everything turns out
    as it should, then we will produce a pre-premiere
    edition, like a semi-Weekend in a white box with
    only instructions and a small label. If you decide
    that this item might be for you, don't hesitate, this
    little thing will have its value and another of those
    basic rules of life and the universe is: he who
    hesitates, loses!
    The 1:48th scale Mirage IIIC is back in the
    Profipack range under the catalog number 8103.
    We have packaged the last 530 pieces. The rule
    from the previous paragraph also applies here!
    And finally, the news of the day. As of tomorrow,
    March 5th, I will be answering questions from
    modelers in the Ask Eduard thread on Hyperscale.
    You can ask me anything you want there, and I will
    answer what I want! Sounds fair. Should be good…
    Happy Modelling!
    Vladimir Sulc
    Markings of two Spitfires Mk.V by Polish pilots that will be part of a special very limited edition offered
    at the show Bytom, Poland, 16-17 March 2024.
    Eduard banner on Hyperscale.
    ÚVODNÍK
    INFO Eduard6
    March 2024
  • Page 7

    We will be there
  • Freedom Tiger

    Sleek and compact, the twin-engine fighter developed by Northrop gave many countries access to modern supersonic technology. Modernized F-5Es fly under different designations in the air forces of several countries to this day, although the origins of the type can be traced back to the mid-1950s.

    HISTORY
    Richard Plos
    Skoshi F-5C Tigers topping up from
    a KC-135 tanker prior to hitting North
    Vietnamese positions. Photo: USAF
    Sleek and compact, the twin-engine fighter developed by Northrop gave
    many countries access to modern supersonic technology. Modernized F-5Es
    fly under different designations in the air forces of several countries to this
    day, although the origins of the type can be traced back to the mid-1950s.
    In 1954, the Northrop company team went on
    a long journey through NATO countries. Aviation
    was just entering the supersonic age, and the
    American manufacturer wanted to determine what
    kind of aircraft was deemed most suitable for
    Allied nations. The team returned with a number
    of findings, on the basis of which the study of
    a light supersonic aircraft was started in 1955,
    which would be relatively cheap, low-maintenance
    and capable of operating from short runways.
    Development began in 1956, under project
    designation N-156F with two non-afterburning
    YJ-85-GE-1 engines (9.34 kN or 2100lbs thrust each)
    being chosen to power it. The first prototype took
    off on July 30, 1959, at Palmdale Airport in California
    with factory pilot Lew Nelson at the controls, and
    the speed of sound was already broken during
    that flight. Other prototypes were subsequently
    involved in the tests, which were equipped
    with a fire control radar and five hardpoints
    for missiles, though these aircraft lacked guns.
    This was reconsidered and a pair of 20mm cannon
    were installed instead of the radar. The lack of
    a radar made the production F-5A aircraft suitable
    primarily for attacking ground targets with limited
    options for engaging enemy aircraft, yet the US
    Department of Defense announced that it had
    selected this aircraft for its Military Assistance
    to Allies (MAP) program. The aircraft received
    the official designation F-5A Freedom Fighter on
    August 9, 1962, and the two seat counterpart was
    designated F-5B. The US Air Force itself was not
    interested in the project, until someone realized
    that the USAF could use a two-seat version to
    replace the aging T-33. So in June 1956 it was
    announced that the USAF would purchase the
    F-5B export version, to be designated as the T-38.
    Additionally, the USAF borrowed twelve F-5As from
    the MAP program in October 1965 and equipped
    the 4503rd TFW with them, which then moved
    to Vietnam to test these aircraft under combat
    conditions. The program was named Skoshi Tiger
    (Little Tiger) and its pilots used a slightly modified
    F-5A, designated F-5C. They undertook more than
    3,500 combat sorties from Bien Hoa Air Base,
    losing two aircraft in the process. Although the
    program was considered a success, it was more of
    a political gesture than a serious consideration for
    the type's inclusion among USAF types. From April
    1966 the aircraft continued operations with the
    10th Fighter Commando Squadron, with the number
    of aircraft increasing to seventeen. Aircraft from
    the Skoshi Tiger program were then acquired by
    the Philippine Air Force. Another user of the F-5A
    in the conflict was the South Vietnamese Air Force,
    which received 100 F-5As and F-5Bs.
    MiG-21 Adversary
    However, the absence of a radar represented
    a fundamental limitation of the F-5A's capabilities,
    One of the first F-5Es, serial number 11420. Photo: USAF
    INFO Eduard8
    March 2024
  • Page 9

    HISTORY
    and the advent of the MiG-21 made it necessary
    to arm America’s allies with sufficiently powerful
    aircraft capable of air combat. Therefore, the
    International Fighter Aircraft (IFA) program
    was announced, for which Northrop prepared
    a thorough modernization of the F-5A.
    The prototype designated F-5A-21 received more
    powerful GE J85-21 engines, each with a maximum
    thrust of 19.12 kN (4,300 lbs). These, together with
    the need for more voluminous fuel tanks, required
    a lengthening and widening of the fuselage.
    The wings received an increase in area by way
    of the addition of the LERX, or Leading Edge Root
    Extension, which improved the maneuverability of
    the aircraft. Modeled after the Canadian license
    built and modified CF-5, a two-position front
    landing gear was introduced. In the extended
    position, the wing angle of attack was de facto
    increased and thus the take-off run was shortened.
    Another significant change was the installation
    of the Emerson Electric AN/APQ-153 fire control
    radar, which significantly expanded the possibilities
    of combat use against aerial targets. It was also
    possible to install other avionics equipment
    according to customer requirements
    The first F-5E, as the aircraft was now designated,
    took to the air on August 11, 1972, and a two-seat
    variant designated F-5F was also developed.
    It flew for the first time on September 25, 1974 and
    received an extended nose, which, unlike the F-5B,
    allowed for the installation of at least one cannon.
    The two-seat version received the Emerson
    AN/APQ-157 radar, which was a development of the
    AN/APQ-153 intended for two-seat aircraft with
    dual controls. Both radars have the same range of
    approximately 18 km (11 miles).
    Following the Skoshi Tiger program, the F-5E
    was named ‘Tiger II’ and the Williams Based 425th
    TFS received its first aircraft on April 6, 1973.
    This unit was reactivated in 1969 and tasked with
    training Vietnamese personnel for the F-5A and
    subsequently the F-5E. After the US withdrew
    from Vietnam, it continued to train personnel from
    countries that purchased the F-5E/F. The unit
    continued in this mission until 1989, when sales of
    the Tiger II were discontinued.
    An RF-5E ‘Tigereye’ reconnaissance version was
    also developed, with appropriate equipment in the
    nose displacing the radar and one of the cannons.
    Subsequent upgrades to the F-5E included the
    Emerson AN/APG-69 radar, which was a successor
    to the AN/APQ-159, however most users chose
    not to use this option for financial reasons.
    The exception was the Swiss Air Force and USAF
    aggressor squadrons.
    Continuous Improvements
    The F-5E underwent a number of upgrades, the
    most significant of which was the introduction
    of the new Emerson AN/APQ-159 radar with
    a range of about 36 km (22 miles), replacing the
    original AN/APQ-153. A similar radar upgrade
    was also proposed for the F-5F, with a derivative
    AN/APQ-159 type to replace the AN/APQ-157.
    However, this upgrade was not implemented.
    In total, Northrop produced 792 F-5Es, 140
    F-5Fs and a dozen RF-5Es. Other aircraft were
    assembled overseas from components supplied
    by Northrop. In Malaysia, 56 were manufactured in
    this way, in Switzerland 90, in South Korea 68 and
    in Taiwan, 308.
    Various versions of the F-5 remain in service with
    several air forces. Singapore has approximately
    49 modernized and redesignated F-5S (single-seat)
    and F-5T (two-seat) aircraft. The upgrade includes
    a new GRIFO radar, upgraded cockpits with multi-
    function displays and compatibility with the Rafael
    Python and AIM-120 AMRAAM air-to-air missiles.
    With the help of Elbit, modernization programs
    were implemented in Chile and Brazil. Called
    the F-5 Plus, the Chilean upgrade included the
    new Elta 2032 radar and other improvements.
    The Brazilian program, the result being designated
    F-5M (Modernized), is armed with Python
    Vs coupled with the DASH helmet system and the
    new GRIFO radar, cockpit displays and navigation
    electronics. Brazilian F-5Ms can also carry Israeli
    Derby missiles.
    Aggressors
    No branch of the US military uses the F-5 in
    combat, but this type has proven itself very well
    in the role of enemy aircraft for advanced pilot
    training. It is operationally very efficient, the price
    per flight hour is roughly one-third that of the
    F/A-18, and it has similar dimensions to the MiG-21.
    F-5Es served with the US Air Force from 1975
    to 1990, the Marine Corps purchased former USAF
    aircraft in 1989, and the US Navy operated F-5Es at
    The Naval Fighter Weapons School at NAS Miramar,
    with VF-127, VF- 43 and VF-45. ‘Top Gun’ received
    a total of ten F-5Es and three F-5Fs for the enemy
    aircraft role.
    The F-5E/F was gradually renewed and
    modernized, including machines bought from
    Switzerland. These were designated F-5N after
    modernization and received upgraded avionics
    and other improvements. Gradually they received
    enlarged LERXs and also a new radome, nicknamed
    ‘sharknose’ for its flatter shape. This was introduced
    primarily to improve flight characteristics at high
    angles of attack and to improve spin recovery.
    Switzerland sold a portion of their F-5E/Fs to the United States, retaining the rest to this day. Photo: Wikimedia
    A trio of F-5Es of the 527th TFTS operating in 1983 out of RAF Alconbury. Photo: USAF
    INFO Eduard
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    March 2024
  • The Kbely F-5

    The Aviation Museum of the Military Historical Institute located in Kbely focuses on building a collection of aircraft flown by Czechoslovak and Czech pilots. Beyond that focus, there are also foreign aircraft in the collection, of which the Northrop F-5E Tiger II probably has the most complicated history. In the past, only a few insiders knew about its existence in Czechoslovakia.

    Miroslav Khol,
    VHU Aviation Museum
    The Aviation Museum of the Military Historical Institute located in Kbely focuses
    on building a collection of aircraft flown by Czechoslovak and Czech pilots.
    Beyond that focus, there are also foreign aircraft in the collection, of which the
    Northrop F-5E Tiger II probably has the most complicated history. In the past,
    only a few insiders knew about its existence in Czechoslovakia.
    The development of the F-5 began at Northrop
    under the designation N-156 with the aim of creating
    a supersonic fighter aircraft (later to become
    multirole) that would meet the conditions of easy
    operation and maintenance. In April 1962, the US
    Department of Defense announced the selection
    of the aircraft for the Military Assistance Program
    (MAP). US allies from the North Atlantic Treaty
    Organization (NATO) and the Southeast Asia Treaty
    Organization (SEATO) requested a supersonic
    fighter at an affordable price. In August 1962, the
    aircraft received the official designation F-5A from
    Northrop. Although all airframes produced were to
    be part of the supplies for MAP, the USAF ‘borrowed’
    twelve of them for combat evaluations in Vietnam.
    Development continued into the F-5E, which had
    more powerful engines, a widened fuselage, a larger
    wingspan with larger wing-to-fuselage transition,
    increasing lift. To improve maneuverability,
    automatic leading edge flaps were installed in the
    wing.
    The F-5E variant also served the South Vietnamese
    Air Force at the end of the conflict between North
    and South Vietnam. Aircraft produced in 1973 were
    delivered to the 536th and 540th Fighter Squadrons
    based at Bien Hoa. The aircraft bearing the serial
    number 73-00878 was first flown in December
    1973 and delivered to Vietnam in the spring of
    1974. Interestingly, the beginning of its service life
    documentation dating from June, 1974 has been
    preserved in Czechoslovakia and survives to this
    day. Before the end of the conflict in Southeast Asia,
    it flew 153 hours and 30 minutes.
    After the fall of South Vietnam, a lot of equipment,
    including aircraft, fell into the hands of the victorious
    NVA. F-5A/B aircraft along with about thirty F-5Es
    fell into the hands of the newly unified communist
    Vietnam. Vietnamese F-5s initially served alongside
    MiG-21s in combined air regiments and were popular
    with pilots for their qualities. Joint operations
    alongside Soviet equipment, however, presented
    logistical problems, and especially the increasing
    shortage of ammunition and spare parts forced
    their gradual retirement. That meant that war booty
    equipment began to find its way to friendly states.
    An offer to hand over an F-5 aircraft to
    Czechoslovakia was made at the end of spring,
    1980. At that time, a team of technicians from Aero
    Vodochody and the Motorlet company was operating
    in Vietnam, which was in charge of supporting at
    least a part of the Aero L-29 Delfíns then in use there.
    Among other things, these technicians were sent to
    Bien Hoa, where the remaining F-5 aircraft were
    located. There they were to check the condition of
    the donated aircraft and determine the possibility
    of its transport to Czechoslovakia. However, due
    to poor planning of the transport, it was delayed,
    but available documentation was supplied to
    Czechoslovakia. Another chance for transport
    arose during the delivery of L-39C Albatros training
    aircraft to the Vietnamese Air Force. On the basis of
    the original American documentation, preparations
    were made that enabled the transport to
    The F-5E is pulled out of the museum's storage hangar (which today houses the 1925-1938 exhibit) under the watchful eye of the head of the exhibit, Colonel Jaroslav
    Janečka (in a brigadier's uniform) in the eighties. [photo: VHÚ Aviation Museum]
    THE KBELY F-5
    HISTORY
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    Czechoslovakia. After the L-39C was assembled in
    Vietnam, the original transport crates were modified
    to move this valuable cargo to Czechoslovakia.
    The machine was flown by a Vietnamese pilot in
    March 1981 to Da Nang. Prior to the flight, the original
    insignia was painted over with black paint, and the
    aircraft was on its way to Czechoslovakia.
    Under great secrecy, the machine was delivered
    to state owned Aero Vodochody, and its construction
    and systems were subjected to intensive research
    by our engineers and technical staff. The airframe
    was gradually disassembled and the individual
    parts and equipment were distributed to companies
    in the aviation industry. At this point, it should be
    mentioned that Czechoslovakia was not the only
    country to which an F-5 from Vietnam arrived.
    The first was, of course, the Soviet Union in 1976,
    followed by Poland a year later.
    At the beginning of 1982, the head of the Aviation
    and Cosmonautics Exhibition of the Military Museum,
    Colonel Jaroslav Janečka, also learned about the
    existence of the F-5E and officially requested the
    transfer of the aircraft to the museum’s collection.
    However, he was informed by Aero management
    that the machine incomplete and that research
    was still being carried out on it ‘to obtain detailed
    information about the structural and technological
    design of the airframe...’. However, the following
    year, a single General Electric J85-GE-21 engined
    airframe was secretly transferred to Kbely under
    the cover of darkness. Colonel Janečka recalled
    that for transport to the museum, the airplane
    was disguised using plywood to resemble an L-39
    Albatros. After the end of testing, the museum staff
    understandably began to search for any missing
    components that were supplied to the firms involved
    in examinations of them. The most involved in the
    whole thing was a restorer named Jan Klaban,
    who managed to acquire a number of instruments
    and other items over the years, including the
    antenna of the Emerson Electric AN/APQ-153 radar.
    Unfortunately, many things, especially smaller
    items, were left behind and had found their way to
    private collections. This understandably hindered
    the consideration of a possible renovation, because
    before 1989 it was almost unthinkable to get the
    missing components elsewhere.
    Until 1990, the aircraft was kept in storage, hidden
    from the public, and it was only that year that it was
    presented for the first time in an outdoor exhibition
    to open the museum season. Years of exposure in the
    open air had a noticeable effect on its appearance,
    especially its surface finish. It first appeared in the
    markings of the Socialist Republic of Vietnam and
    then those of the earlier South Vietnam.
    In January 2023, a public tender was announced,
    the subject of which was to renovate the aircraft
    in the collection of the Military Historical Institute
    in Prague for museum and exhibition purposes.
    The description of the actual process of the work
    carried out by Česká Aviatická is described in
    the interview with Petr Ježek within the pages
    of this newsletter. The refurbished F-5, including
    preserved accessories, will be unveiled to the
    public at the opening of the 2024 museum season
    on May 4th.
    References:
    - DRENDEL, Lou. F-5 in action. Squadron Signal Publ.
    Carrollton, 1980
    - FOJK, Jakub. Československý F-5E Tiger II.
    Hobby Historie 34, s. 48-50
    - JOHNSON, Frederick A. Northrop F-5/F-20/T-38.
    WarbirdTECH vol. 44. Specialty Press, North
    Branch, 2006
    - LAKE, Jon. Northrop F-5. World Air Power Journal
    vol. 25, s. 46-109
    - THOMPSON, Warren. Skoshi Tiger, Wings
    of Fame vol. 5, s. 4-23
    - TÝC, Pavel. Northrop F-5 Freedom Fighter/Tiger II.
    L+K 25-26/2002, s. 82-91
    F-5E on the apron of the Kbely airport during the installation of the outdoor exhibit,
    April 2005. [Photo: Miroslav Khol]
    F-5E in the outdoor exhibition of the Aviation Museum before renovation. The
    different distribution of the camouflage fields on the fuselage and the removable
    rear section are clearly visible, indicating that they came from a different airframe.
    This distribution of color fields was also preserved during the renovation.
    [Photo: Miroslav Khol]
    HISTORY
    INFO Eduard
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  • INTERVIEW WITH PETR JEZEK

    Petr Jezek, 46, is an aircraft restorer. Aircraft are his lifelong passion and hobby. Between 2016 and the end of 2023, he worked for Ceska Aviaticka located at Kbely in Prague, where he was involved in the restoration of historic aircraft. Over the last year, and along with his colleague Zdenek Dvorak, he worked on the museum’s American Northrop F-5E Tiger II. He left the company at the end of 2023 and has been working for the Military Historical Institute of the Kbely museum. Besides aircraft, he also has a soft spot for cars manufactured by Saab.

    HISTORY
    INTERVIEW WITH
    PETR JEZEK
    Petr Jezek, 46, is an aircraft
    restorer. Aircraft are his lifelong
    passion and hobby. Between 2016
    and the end of 2023, he worked for
    Ceska Aviaticka located at Kbely
    in Prague, where he was involved
    in the restoration of historic
    aircraft. Over the last year, and
    along with his colleague Zdenek
    Dvorak, he worked on the museum’s
    American Northrop F-5E Tiger II.
    He left the company at the end of
    2023 and has been working for the
    Military Historical Institute of the
    Kbely museum. Besides aircraft,
    he also has a soft spot for cars
    manufactured by Saab.
    How did you come to restore aircraft?
    I got into aircraft restoration in 1996, as a soldier
    in the basic service. I was assigned to the aviation
    museum in Kbely with Mr. Jan Sýkora. At that
    time, the Šmolík Š-2 aircraft was being restored.
    My very first job on this aircraft was to repair the
    observer's machine gun swivel mount.
    I had no idea that basic military service could
    provide work at the museum in Kbely. I would
    like that too! Did you spend a year there and then
    went to civilian life? Or did you stay there after
    your service obligations were met?
    I served in the aircraft repair squadron at the
    base in Kbely. I had my duties there, serving as
    a supervisor and worked on aviation technology.
    When I wasn't needed, I spent my free time in the
    workshop at the aviation museum. During my time
    at the museum, I met and became friends with
    a number of people who shared the same affinity
    Petr Jezek (right) and Zdenek Dvorak with the restored Northrop F-5E Tiger II in front of Ceska Aviaticka hangar at Prague Kbely. Photo: Petr Jezek
    by Vladimír Šulc
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    INTERVIEW WITH
    PETR JEZEK
    HISTORY
    for vintage aircraft as I did. After my military
    service ended, I went to the aviation museum
    with these friends in my free time and helped
    with everything that was needed for free. That
    lasted almost twenty years, with a couple of
    brakes in between.
    Was this with Mr. Janečka still serving as the
    museum’s curator, or was he gone by then?
    I remember the founder of the Aviation Museum
    in Kbely, Colonel Janečka. I talked to him several
    times when I entered the museum. But he was
    no longer on active duty during my tenure.
    Did your military service provided you with
    your first exposure to the museum at Kbely?
    Were you not there prior?
    As a visitor, many times. My father used to take
    me to the museum as a boy. My dad worked at
    LOK (Kbely Aviation Repair Shop) on, among
    other things, renovations of exhibits for the
    Aviation Museum. For example, he participated
    in work on the C-11, CS-92, Meteor, Vampire,
    and the An-2. He showed me the Phantom, for
    example, shortly after the British had flown it
    to Kbely. So I just kind of stumbled around, and
    now I have ‘airplanes’ as a family diagnosis.
    How many restorations have you got under
    your belt?
    Just for the Military Historical Institute,
    I participated in the renovation of the Su-7,
    Su-22, Su-25, F-4S Phantom II, F-5E Tiger II,
    Aero Ae-45, C-104, Mi-1 and the Aero C- 3B.
    This also includes some free maintenance of
    airplanes and helicopters for the Kbely Museum,
    just out of my love of airplanes.
    Fourteen-year-
    -old Petr Jezek
    on the museum’s
    Phantom. Photo
    Petr Jezek
    The Kbely Phantom FG.2. Photo Petr Jezek
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    Did you work on those seven planes and the
    helicopter at your previous employ in Kbely?
    What was the most interesting part of it?
    Yes, under my previous employer. It is
    impossible to say which project was the most
    interesting. These were all airplanes that I had
    admired in the museum and had no idea I would
    ever get this close to them. I enjoyed working
    on all of them.
    Which do you enjoy the most? Jets, props,
    biplanes or helicopters?
    I enjoy variation, so everything. After working
    on a jet, I look forward to a biplane.
    Do you know what it will be specifically?
    It will be an aircraft from Hangar No.18. For now,
    I can’t say any more, but that will be revealed
    shortly on the Facebook page of the museum,
    where the progress of the project will be posted.
    Was the renovation of the F-5E any different
    than the renovations of other aircraft you've
    worked on?
    All renovations follow approximately the same
    course, although each one is different at the
    same time. What was exceptional about the F-5E
    was that most of the parts had already been
    removed from the aircraft during examination
    by Aero Vodochody in the eighties. It was up
    to us to clean the parts that had been stored
    in crates for forty years, restore them, and find
    their correct place in the airplane.
    Was this with the help of manuals or some type
    of documentation, or was deduction a tool?
    There was precious little documentation to
    go by. The greatest help to us were several
    contemporary photos from the examinations
    and tests conducted by Aero, and a summary of
    these was written by Ing. Vek that survived
    in the archive. The Internet provided some
    documentation as well.
    Did you make any contact with other museums
    or manufacturers?
    We did, but the work went faster than the
    communication with other institutions
    progressed. But we hope that the established
    contacts will bear fruit and the F-5E will be
    completed on our acquiring the missing parts
    there still are.
    What is left to do there?
    Some cockpit equipment is missing, such as
    a scope, mirrors and a few small parts, and then
    the ammunition guide to the cannon and the
    boarding ladder. And probably the biggest item
    is the General Electric J-85 engine. We'll see
    if these missing parts can be found over time.
    Were those parts already missing when the
    plane arrived in Czechoslovakia, or were they
    lost here?
    The plane arrived in Czechoslovakia complete.
    Some of the missing parts did not return after
    the plane was examined at the companies to
    which they were sent, and some were lost
    during storage of the aircraft at Aero Vodochody
    before being transported to the aviation
    museum in Kbely.
    Perhaps the biggest problem is the engine, or
    can one be sourced easier than the little things?
    As for the small things for the cockpit, they can
    be found. It’s harder to source items that were
    typically used exclusively in the F-5. But even
    that has a solution. It's a little harder still with
    the engine. They are certainly available, but
    it is already a larger unit, so acquisition and
    transport are a bit more difficult.
    What was the condition of the exhibit when you
    took it over for renovation?
    It was in surprisingly good condition for the fact
    that the exhibit had been displayed outdoors for
    thirty years. Some corrosion on the outer panels
    was present along with rusted over screws, but
    nothing serious. The internal structure was
    in good condition. You could see that quality
    materials were used on the airplane.
    Is it true that the Kbely F-5E is assembled from
    two different airframes?
    It does appear to be that way. The distribution
    of the camouflage colours on the tail of the
    aircraft is a mismatch with the forward section,
    leading to the conclusion that the two sections
    probably do not belong together. We suspect
    that the back end of our F-5E is in Poland, on
    display at the Aviation Museum in Krakow, and
    we have the Polish counterpart.
    But this is not certain?
    Unfortunately, no. The production plate that
    would be conclusive is missing from our
    airframe Someone must have swiped it over
    the years. But there is still hope that there is
    a label on the Krakow F-5E. If the serial number
    matched our machine, our suspicions would
    still be confirmed.
    Any desire to go to Krakow?
    Desire? Yes! Time? Not so much!
    Aero Ae-45 before restoration. Photo: Petr Jezek
    Aero Ae-45 after restoration. Photo: Petr Jezek
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    What is the state of the F-5E’s armament?
    Only the Ford M39 cannons survived with
    respect to the F-5E. It is said that they came to
    Czechoslovakia including ammunition. The AIM-9
    Sidewinder missiles were also said to have been
    delivered, but where they ended up is unclear.
    The renovated aircraft has its cannon installed?
    Yes, both of them.
    That’s fantastic! And missiles?
    Currently, the F-5E sports Soviet R3s mounted
    on the missile rails. It is interesting to note
    that they mounted onto the rails without any
    problems. But they should prove to be only
    temporary. We anticipate that the aircraft will
    be displayed with Sidewinder mock-ups in the
    future.
    From your responses, it sounds like the
    renovation was actually pretty routine.
    Were there any out of the ordinary snags
    encountered?
    It wasn't routine. Every reconstruction presents
    its own problems. The stencil data on the
    airplane were probably the biggest. At first,
    when the restoration was being planned, we
    were convinced that there would be only a few.
    We couldn't have been more wrong. In the end,
    there were over three hundred such items.
    What was your reference source for the
    stenciling on the aircraft?
    The bulk was obtained from an examination of
    the surface of the aircraft. Some labels had
    been preserved, at least to some extent. Some
    were only discernible under lighting at different
    angles. And those that were discernible only
    partially or not at all were found in publications
    or using the internet.
    I'm a little confused that you didn't contact
    the manufacturer or other aviation museums.
    We have very good experience with museums.
    There is always someone to advise us on
    various problematic matters, especially if they
    have the aircraft in their collections.
    If we got into trouble, we would, of course,
    contact other institutions. But I think we
    managed it. But the option to contact both
    Northrop Grumman and other museums was
    available to us.
    So I understand. Helping yourself is of course
    the right solution. Now it is fair to admit to the
    readers that I already know what I am about to
    ask you now.
    The original stencil data on the F-5E had their
    own specifics, they were not sprayed over
    a template, as modellers would probably expect.
    How did you go about restoring them?
    After deciphering the text of each stencil, they
    were photographed and then processed into
    a drawing by a graphic artist. It took about four
    months of work in total. We had no problem with
    large numbers and inscriptions. The problem
    arose with inscriptions and tables, where the
    font size was around one and a half millimeters.
    The original decals on the F-5E were screen
    printed at the Northrop factory. This would have
    been a solution for our project, but in the volume
    of many individual prints that we needed, it was
    financially nonviable. Therefore, we had to look
    for another solution.
    I already know you made them as decals.
    Why did you choose them?
    We decided on the decal option mainly because
    it presented the possibility of small fonts and
    thin frames. This would not be possible with any
    other available technology.
    Why did you decide on Eduard decals?
    We decided on Eduard decals because, among
    other things, their decals have a relatively thin
    layer of varnish that does not spoil the final look.
    As is well known, the varnish can be peeled
    off. On the surface of the F-5E, you can see
    that you peeled the clear varnish off some of
    the labels and left it on on others. How did the
    varnish peeling go for you?
    Yes, that clear layer removes quite easily.
    But unfortunately, in some places, we left it in
    place until the next day, and then the peeling
    became a bit problematic. It was due to our
    inexperience with this technology. Later, we
    learned our lesson and applied the decals in
    smaller quantities, allowing us time to peel off
    the carrier film.
    Ford M39 20mm cannon installation in Kbely’s F-5E. Photo: Petr Jezek.
    AIM-9 Sidewinder mock-ups, built on the basis of the Soviet R-3 copy. Photo: Vladimir Sulc
    HISTORY
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    The markings look authentic on the plane and
    the result is excellent. However, the decals
    would, of course, be very large from
    a modeling point of view. The ink is thin and
    has a tendency to chip and tear even in smaller
    areas on this scale. How difficult was it to
    apply them?
    At the beginning we struggled with it a bit, but
    with increasing experience it was no problem
    to apply even the large decals. Sometimes,
    it was necessary to work in pairs, and we had
    to correct some of them. Since we expected
    problems, we had duplicates of every stencil
    made.
    Were the decals overcoated in any way?
    Yes, the entire airframe was overcoated after
    the stencil data was applied with a clear coat..
    It suits her well. But I still have it in my head
    that F-5Es were matte, the Kbely airplane is
    semi-gloss now after the renovation. How do
    you see it?
    Yes you are right. Going by photos of F-5s
    in Vietnam, the machines were very matt.
    But at the request of the VHÚ staff, we chose
    a seventy-five percent matt finish.
    What is your opinion on the rate of renovations
    of the museum’s exhibits? For example, I am
    not really a big fan of a complete renovation
    and repaint of the entire plane using current
    colors. I prefer the planes to stay in their
    The stencil data as it appeared on the unrestored
    aircraft. Photo: Petr Jezek
    New stencil data post-restoration. Photo: Vladimir Sulc
    New stencil data post-restoration. Photo: Vladimir Sulc
    HISTORY
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    original livery. They seem more authentic to
    me, and especially more valuable as exhibits.
    Each exhibit must be approached individually.
    Unfortunately, most of the exhibits get to us in
    such a condition that there is no other option
    not involving a complete repaint. But there are
    also exceptions such as the Su-7, Su-22, MiG-23
    and 29, and Mi-1. I also see an overall rebuilt
    aircraft as somewhat sterile, without history,
    but sometimes there really is no other way.
    I understand. We are now collaborating on
    the reconstruction of a Stuka wreckage to
    airworthy condition, and with this project,
    it is clear that there is no other way. It will
    be essentially a newly built piece. But if the
    plane is in good condition, I wouldn't touch the
    surface. For us, as a kit manufacturer, such
    authentic exhibits are priceless!
    It seems to me that every museum plane yields
    many new items when it's restored. I once saw
    several boxes of such things that came out of
    a Marauder restoration. In addition to a pile of
    Flak shrapnel, there was a pack of cigarettes,
    a newspaper from 1945, and the skeleton of
    a rodent. Do you find such remains in airplanes
    too?
    Since we are working on exhibits from
    a slightly different period, our findings are not
    particularly interesting. Most of the time it is
    a fastener that dropped down to irretrievable
    locations or some coins. Our F-5E, although it
    had photographic evidence of surface damage
    from the Vietnam War, cleaning the interior of
    the fuselage found nothing to cause the damage.
    What was the extent of the F-5E renovation?
    The scope of the renovation was generally no
    different from other renovations. Simply put,
    we documented the condition of the aircraft,
    cleaned all available areas, removed paint from
    the surface of the aircraft, repaired the airframe,
    restored and reassembled the surviving parts,
    and finally painted the aircraft. It sounds simple,
    but behind it lies almost a year of hard work.
    It seems to me that you had it done incredibly
    quick. Was this the work of just the two of you?
    Two people worked on the plane, but we
    outsourced some work to external collaborators
    and companies. After all, we can't do everything,
    and we don't have time for some operations, so
    we outsourced them to subcontractors. In total,
    we worked on the Tiger for almost ten months.
    From a restorer's point of view, what is the
    difference between the Russian and American
    schools of design?
    Each has its strengths and weaknesses.
    My opinion is that Eastern Bloc tech was built for
    rougher handling and that's why it's so robust.
    The western technique I have experience with
    seems more subtle, but at the same time more
    thoughtful and easier to maintain. But it's my
    personal opinion that not everyone may agree
    with.
    I would tend to agree. Aircraft differ from one
    to the next, but all are beautiful.
    Ano. Pro jsou všechna letadla, na kterých
    jsem pracoval, krásná. I když mi třeba před tím
    krásnepřišla. Ale když si je žete osahat,
    vidíte jejich tvary i z jiných úhlu, začnou se líbit.
    It’s kind of like with women, isn’t it?
    As a happily engaged father, I can't comment on
    that
    Thank you for the interview.
    Mi-1 in the collection of the VHU prior to restoration. Photo: Petr Jezek Same item post-restoration. Photo: Petr Jezek
    Kbely’s Northrop F-5E Tiger II after renovation. Photo: Petr Jezek
    HISTORY
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    Photo: Petr Ježek and Vladimír Šulc
    HISTORY
    RESTORATION PROCESS
    F-5E ORIGINAL STATE
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    HISTORY
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    HISTORY
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    HISTORY
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    HISTORY
    RECONSTRUCTION OF MARKING
    AND CAMOUFLAGE
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    FOTOLEPTY
  • Tigers in Gioia del Colle

    Thirty-five years after the Tigers last met in Italy at the base in Camari, Gruppo XII,, they again hosted the annual NATO Tiger Meet, this time armed with Eurofighters. This is part of the historic 36° Stormo, the 36th Wing, whose history dates back to just before the Second World War, when it was established at Milan on February 1st, 1938. A total of 21 squadrons from 14 countries participated in this year's NTM with a total of 67 combat aircraft, 9 helicopters and 4 support machines, namely KC-130J and KC-767 aircraft, AWACS from the 1st NATO Squadron out of Geilenkirchen, and a GFD Learjet for the simulation of threats in the framework of radio electronic warfare. Here, we take a look a the most interesting participants in the following photo report.

    Jaroslav Špaček
    Senior NTA Advisor
    Photos by Uli Metternich,
    Katsuhiko Tokunaga, Remo Guidi.
    This EF-2000 Typhoon from the German 74th Squadron
    was awarded the best adorned Tiger aircraft.
    The other Italian unit that is a member of the NTA (NATO Tiger Association)
    is Gruppo 21, which is based at Grazanissa. In its arsenal, the old Agusta
    -
    -Bell 212 helicopters were replaced last year with the modern three-engine
    AW-101 Merlin modified for Combat SAR missions, which is called the
    HH-101A Caesar. The history of this unit is more than interesting. It was
    established on May 25th, 1918, and for a long time it was a ‘winged’ squad
    -
    ron (a unit using fixed wing aircraft). From 1963, it was based at Cameri
    Airport and was armed with the F-104 Starfighter of various versions until
    1996. It was then re-armed with leased British Tornado F.3 aircraft. On July
    29th, 1999, the squadron moved to Gioia del Colle Air Base, where it was
    disbanded on March 1st, 2001 and it was this squadron that was the ‘real’
    Italian Tiger squadron... However, it was subsequently reactivated on March
    23rd, 2006 at Grazanisse to become a purely helicopter unit armed with the
    above-mentioned rescue AB-212COs. This photograph of the machine before
    sunset shows one of the first helicopters delivered, which were black
    in colour, while newer acquisitions have been delivered in grey.
    Thirty-five years after the Tigers last met
    in Italy at the base in Camari, Gruppo XII,,
    they again hosted the annual NATO Tiger
    Meet, this time armed with Eurofighters.
    This is part of the historic 36° Stormo,
    the 36th Wing, whose history dates
    back to just before the Second World
    War, when it was established at Milan
    on February 1st, 1938. A total of 21
    squadrons from 14 countries participated
    in this year's NTM with a total of 67
    combat aircraft, 9 helicopters and
    4 support machines, namely KC-130J
    and KC-767 aircraft, AWACS from the
    1st NATO Squadron out of Geilenkirchen,
    and a GFD Learjet for the simulation
    of threats in the framework of radio
    electronic warfare. Here, we take
    a look a the most interesting
    participants in the following
    photo report.
    Tigers in Gioia del Colle
    Tigers in Gioia del Colle
    HISTORY
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    The organizing unit Gruppo XII was already established in May, 1917 at the Belluno airfield and has been using the prancing horse
    emblem ever since. It can use tiger symbolism because its 351st Squadriglia has a white tiger in its emblem. This also leads to the
    whole unit being proudly called ‘Tigri Bianche’. The EF-2000 Typhoon aircraft have been used by the squadron since 2007. For this
    year, the unit has prepared its flagship aircraft with an attractive tiger motif on the tail and on the upper surfaces of the wing and,
    of course, on the canard surfaces. Noteworthy are the green eye on the left and blue on the right, the Italian national insignia only
    on the left wing and the inscription LEONARDO.
    Representing the Czech
    Republic, the 211th Tactical
    Squadron from Čáslav took
    part in this year's exercise,
    which arrived with four
    single-seat JAS-39Cs,
    including a newly painted
    (actually ‘defoliated’, as it
    were) aircraft coded 9244
    "Cyber Tiger". The quartet
    was complemented by
    a fifth, two-seat airframe.
    Due to the large size of the
    operating space, displays
    were conducted in pairs,
    with the, and the two place
    version with a trio of drop
    tanks. Detail of the tail on
    ‘Cyber Tiger’, showing the
    open door of the APU.
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    ‘Cyber Tiger’ in flight. The design of this year's coloring was created with the
    help of AI, and the execution was by way of painted adhesive placards.
    The Bavarian Tigers, as they call
    themselves, have devoted a lot of
    energy to the preparation of their
    aircraft at Tiger meets in recent
    years. And this approach of theirs
    brought them the highest trophy this
    year in the form of the Silver Tiger
    award. From the picture you can
    sense the joy when receiving the
    trophy.
    At this year's Tiger Meet, the Hungarians
    presented Gripen in a modified scheme
    for the first time ever. On both sides of
    the rudder, it carried a graphic of an
    aggressive-looking cougar, referencing
    the ‘Puma’ Squadron logo, which has
    carried on this tradition since the
    Second World War. That is why the
    squadron was renumbered from 59/1
    to 101/1 at the beginning of this year as
    a direct reference to the 101st Fighter
    Division, which with its Messerschmitt
    Bf-109s was responsible for the defense
    of Hungary's airspace and recorded 396
    kills during the conflict at a cost of 69
    pilots. Also dating from the WW II era is
    the motto that is applied to the left side
    of the rudder in English ‘Led by courage,
    escorted by luck’ while the other side
    of the rudder is written in Hungarian as
    seen in this photo.
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    The ECE 01/30 ‘Côte d'Argent’ test unit from Mont-de-Marsan is part of the CEAM (Centre d'Expertise Aérienne Militaire) and in Gioi
    del Colle had the opportunity to test new equipment on their machines. The unit sent three F4.1 standard Rafales and three Mirage
    2000D RMVs (Mid-Life Renovation) to the NTM. It may seem that the Mirage is by now hopelessly outdated, but the opposite is true.
    It is intensely enough deployed that the NATO Tiger Meet allowed the French the opportunity to test the new equipment using the
    M2000D RMV. The same held true for Rafale F4.1, whose testing was mainly focused on the use of the new Visor Scorpio Helmets for
    targeting anti-aircraft missiles, but also for air-to-ground communication. Both aircraft have the same markings on the tail, silver on
    the left, gold on the right. Members of the unit also won a prize for the best so-called ‘skit’, a short story or skit about the life of the
    squadron, either at home or at the Tiger Meet.
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    On Friday, after the morning mission, a total of 41 planes and helicopters lined up on the runway to perform the so-called Elephant walk.
    Landing of a 2. Staffel Austrian Typhoon from Zeltweg. This was the first time the unit had ever been to a Tiger Meet with their aircraft.
    This unit in the NTA replaced the canceled JTS, the training squadron of the Austrian Air Force with their famous Saab 105OEs.
    However, since it was not just a rearmament to newer technology, but a Tiger tradition taking over a completely new entity (even
    though defacto all Typhoon pilots went through at least a short stay at the JTS school), the 2nd Staffel had to go through a two-year
    period of trial membership (probationary membership), however, as of this year, it can be proud of its now full member status.
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    the 51st TLG already has in its arsenal. The task of suppressing enemy
    air defenses SEAD (the Suppression of Enemy Air Defenses mission)
    will then gradually be taken over by a currently developed version
    of the Typhoon ECR aircraft.
    The German Luftwaffe is slowly
    starting to retire the Tornados,
    as their reconnaissance role is
    slowly being taken over by Heron
    unmanned aerial vehicles, which
    The French army regiment EHRA.3 is the only Tiger
    unit belonging to a structure of ground troops. For this
    year's NTM, the GCJ fuselage-marked helicopter was
    repainted red and given the competition number ‘3’.
    This was intended to evoke an affinity with Italian Red
    Ferrari Super Sports. The unit even took photos of this
    helicopter flanked by two racing red Ferraris before
    flying to Italy.
    The Turks of the 192nd Filo, after a longer hiatus due to the complex situation within the Turkish Air Force after the failed attempt
    to depose President Erdogan on June 15th, 2016, participated this year with three F-16Cs, one of which was interestingly blue-red in
    color, the other carried the older yellow-black colors. Thanks to the constant presence of flying personnel in red overalls, the Turks
    won the award for best Tiger dress.
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  • Air War in Ukraine - Demise of Giants

    Beriev A-50, Ilyushin Il-22M, and Il-76M. These are three large aircraft that the Russian Air and Space Forces lost during the period covered by the current continuation of articles on the air war over Ukraine. The Il-22M, in the middle of these, managed to land at a base, but its damages are so extensive that it won't return to the air.

    HISTORY
    Miro Bar
    Air War in Ukraine
    Demise of Giants
    Beriev A-50U in an propaganda image from the Russian Ministry of Defense.
    Il-22M tail with the designation RF-95678 riddled with shrapnel.
    Beriev A-50, Ilyushin Il-22M, and Il-76M. These are three large aircraft
    that the Russian Air and Space Forces lost during the period covered
    by the current continuation of articles on the air war over Ukraine.
    The Il-22M, in the middle of these, managed to land at a base, but its
    damages are so extensive that it won't return to the air.
    After a series of successful Ukrainian attacks
    disabled a significant portion of the Russian air
    defense radars in Crimea, the Russians deployed
    the Beriev A-50 early warning and control
    aircraft over the Sea of Azov from the beginning
    of January. The aircraft carries a large radar
    dish on its back with a range of about 600 km
    against airborne targets. The plane moved along
    the same route every day, flying oval patterns
    with dimensions of 20 x 50 km over the sea,
    culminating in the north near the coast close
    to the port of Berdyansk. This mistake allowed
    Ukrainians to set up a trap on the evening of
    Sunday, January 14, most likely using the Patriot
    system. The A-50 was shot down approximately
    130 km from Ukrainian positions. PAC-2 missiles
    from the Patriot system have a range of about
    160 km against aircraft. A fast and well-
    maneuvering fighter could likely avoid them at
    such a distance. However, a slow and high-flying
    target like the A-50 can be shot down even at the
    edge of the range.
    Firstly, it should be noted that Russia officially
    did not acknowledge any loss - as always.
    However, Ukrainians intercepted a report from
    the pilot of a Russian Su-30 fighter, who at that
    time and location observed the fall of a burning
    aircraft into the sea. Russian sources state
    that there were 12-15 crew members on board,
    and none of them survived. Details about these
    pilots gradually began to emerge on Russian
    social media. The first information released was
    the name of the aircraft commander, Colonel
    Vyacheslav Levchenko. His wife stated that
    Photos: Ukrainian
    armed forces,
    social media and other
    public sources
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    HISTORY
    she was informed that her husband, along with
    the entire crew, was missing. Levchenko was
    a prominent pilot, participating in a military
    parade in Moscow's Red Square in 2020.
    Later, the names of other crew members
    were added - Major M.A. Kvasov, who was the
    navigator of the aircraft, Major A.S. Shadrov,
    Captain D.A. Kutuzov, Captain M.S. Bolyasnikov,
    and First Lieutenant A.I. Izmaylov. This is not
    a complete list, as half of the names are still
    unknown. Relevant Russian channels initiated
    a donation to aid the families of the deceased
    pilots, indirectly confirming the loss of the
    aircraft.
    In the following information, various sources
    differ. Initially, it was stated that the shot-
    down aircraft had the designation RF-50601
    and the fuselage number "red 50." According
    to later information, it was the A-50U with the
    designation RF-93966 and the fuselage number
    "red 37." It belonged to the 610th Center for
    Combat Training and Retraining of Air Personnel
    based in Ivanovo, northeast of Moscow.
    It is unknown how many usable A-50
    aircraft remain in the Russian Air Force
    inventory - estimates range from two to eight.
    One was damaged earlier in February 2023
    at the Belarusian Machulishchy airport. Local
    partisans hit the radar and electronic hump on
    the back of one A-50 with drones. The aircraft's
    fuselage itself was not damaged, and the plane
    later flew for repairs. What is certain is that
    after the latest loss, A-50s stopped operating
    over the Sea of Azov and relocated to the Rostov
    region beyond Russia's original borders. This
    means they are safe from Ukrainian missiles but
    also that the range into Ukrainian territory has
    decreased by about 200 km.
    Two at Once
    On the evening of January 14th, Ukrainians
    achieved a double hit. In addition to the A-50,
    they also hit the Il-22M, which was moving
    in its vicinity. This is a flying command and
    communication post based on the old four-
    engine IL-18 turboprop aircraft. Its role was to
    transmit information gathered by the A-50 crew
    further, as it has more powerful communication
    equipment for this purpose. The Il-22M was
    riddled with shrapnel after the hit, with engines
    hit and casualties on board. Despite this, it did
    not catch fire, remained airborne and landed
    at Anapa Airport in the Krasnodar Krai on the
    Russian side of the Sea of Azov. "I urgently
    request an ambulance and firefighters," was
    the pilot's emergency call, which was also
    intercepted by Ukrainians.
    Specifically, it was the Il-22M-11SURT with the
    designation RF-95678, belonging to the 1338th
    test center. Its commander, Major Viktor Klimov,
    succumbed to injuries caused by shrapnel.
    The second pilot was also injured but managed
    to make an emergency landing. According to
    Ukrainian sources, the second casualty on
    board was Colonel Burmistrov. Photographs of
    the tail of the aircraft, riddled with holes, were
    published. The aircraft is deemed irreparable.
    Did it Carry POWs?
    The third giant that the Russian air force
    lost during the observed period was the Il-76M,
    which crashed on Wednesday, January 24th,
    near the village of Jablonove in the Belgorod
    region. There is a video capturing its demise.
    It shows a smoke cloud after the explosion of
    an anti-aircraft missile, the rapid descent of the
    aircraft, and a subsequent fiery explosion on the
    ground. However, the incident is surrounded by
    the greatest uncertainties of all three cases.
    Ukraine stated that the aircraft was carrying
    a load of missiles. According to some sources,
    it was in Iran the day before, returning through
    Saudi Arabian and Egyptian airspace and
    around Cyprus. Russia, however, declared that
    besides the crew, there were also 65 Ukrainian
    prisoners of war and three guards on board.
    The Russian secret service immediately
    cordoned off the crash site, not allowing civilian
    rescuers in. Only a few shots leaked showing
    wreckage of the aircraft but no dozens of corpses.
    On that day, a prisoner exchange was supposed
    to take place. The first exchange took place on
    January 3rd after a long hiatus that lasted until
    August 2023. 230 Ukrainians returned home,
    including defenders of Snake Island, 45 people
    who were considered dead, and six illegally
    detained civilians. In the opposite direction,
    248 Russian prisoners set out. The exchange
    planned for January 24th did not take place after
    the Il-76 was shot down. Russian media released
    a list of prisoners who allegedly died on board
    the aircraft. However, it included 17 people
    who had already been exchanged on January
    3rd - an obvious forgery.
    Moreover, the aircraft was heading away from
    Belgorod. It was shot down 60 km northeast of
    the city. If it was supposed to bring prisoners,
    why was it flying in the opposite direction?
    The Russian side stopped mentioning the
    allegedly killed prisoners after a few days, and
    exchanges of prisoners continued uninterrupted
    in the following months. According to all
    available information, it is more likely that there
    were no Ukrainians on board. Only the names of
    the six dead Il-76 crew members were published.
    They were Captain Stanislav Bezzubkin,
    Captain Alexey Vysokin, Officer Vadim Khmirev,
    Lieutenant Andrei Pilyev, Senior Warrant Officer
    Igor Sablinsky, and Sergeant Sergey Zhitenev.
    All six had a joint military funeral. There are
    some inconsistencies about the identity of the
    aircraft, but according to The Military Watch
    portal, it was the aircraft with the designation
    RF-82868 from the 117th regiment of the military
    transport aviation.
    Non-Combat Losses
    In addition to the three giants, the Russian
    Air Force suffered several non-combat losses.
    At Chelyabinsk Shagol Airport in the Urals,
    a Ukrainian saboteur attempted to set a parked
    Su-34 fighter-bomber on fire. This occurred
    on January 3rd in the middle of the night using
    a Molotov cocktail inserted into the engine's
    intake. The incident was recorded entirely.
    The extent of the damage is unknown because
    the video ended when the fire ignited. However,
    for preventive reasons, the incident should
    Wreckage of Il-76M shot down near the village of Jablonovo. Notice the numerous holes from shrapnel.
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    necessitate an engine replacement, meaning the
    aircraft would be out of operation for some time.
    On Sunday, January 28th, footage of the
    emergency landing of another Su-34 was
    released. It is unclear where and when the
    incident occurred. The main landing gear did not
    deploy, and the aircraft landed only on the front
    landing gear. It can be seen that the navigator
    had already ejected before and landed on
    a parachute.
    During the observed period, there was
    also the emergency landing of a helicopter.
    An Mi-8MTV-5 with the designation RF-92064
    and fuselage number "red 21" collided with power
    lines on Wednesday, January 17th, during a flight
    in the Russian Bryansk region. With a broken tail
    rotor boom, it ended up in a ditch next to the road,
    but the fuselage remained intact, and the crew
    escaped unharmed.
    At least some of these accidents are
    attributed to the war, leading to neglect of
    maintenance and increased stress and fatigue
    among pilots. The situation is even worse
    in Russian civil aviation. Sanctions prevent
    foreign companies from providing service
    and spare parts for aircraft used by Russian
    airlines, leading to an increase in malfunctions.
    The Wall Street Journal reported that while
    there were 36 incidents involving passenger
    aircraft in Russia in 2022, in 2023, there were
    at least 74. According to Ukrainian intelligence,
    based on secret data obtained from the Russian
    state authority Rosaviatsiya, the actual number
    of accidents in 2023 was much higher, exceeding
    200. At the turn of the years, incidents occurred
    in Russia where passenger aircraft had to return,
    make emergency landings, or did not take off at
    all, practically every day.
    On the Ukrainian side, there was one
    loss during the observed period. On Friday,
    January 5th, during a combat flight, MiG-29
    pilot Vladyslav Zalistovsky with the callsign
    "Blue Helmet" perished. He served in the 114th
    Tactical Aviation Brigade. He was 23 years old
    and had graduated from the aviation faculty
    of the National University of Air Force of Ivan
    Kozhedub in Kharkiv in 2021.
    The circumstances of his death
    are not known, but he was likely
    shot down.
    Russian Air Raids
    The Russian bombing offensive
    against Ukrainian cities, which
    began at the end of December,
    continued into the second day of
    January. On Tuesday, January 2nd,
    early in the morning, the Russians
    released 35 Iranian Shahed
    drones to map the positions of the
    Ukrainian air defense. All 35 drones
    were shot down by the Ukrainian air
    defense.
    Subsequently, 16 Tu-95MS
    bombers took off, releasing
    70 low-flying cruise missiles.
    MiG-31K aircraft launched
    10 Kinzhal missiles, and Su-35s
    joined in with four Ch-31P missiles against
    radars. From ground launchers, the Russians
    fired 12 Iskander ballistic missiles and S-300
    missiles.
    In total, Russia sent at least 134 missiles
    and drones to Ukraine. Ukraine claimed to have
    shot down 107 of them. Ukrainian air defense,
    for example, claimed the destruction of all
    10 Kinzhal missiles. There is a video showing
    the fall of one of them into the Dnieper River
    near residential buildings. However, none of
    the Iskanders and Ch-31P missiles were shot
    down. On the contrary, 59 Ch-101 and Ch-555
    low-flying cruise missiles were destroyed,
    as well as three Kalibr missiles launched from
    a ship or submarine. This was their first use
    since September of the previous year, indicating
    the deep crisis of the Russian Black Sea Fleet.
    The Russian attack on January 2nd primarily
    targeted the Kyiv area in the morning, resulting
    in three dead and 27 injured. In the evening,
    the bombardment continued in Kharkiv, where
    a school building was hit.
    No collateral damage...
    However, not all Russian missiles reached
    Su-34 during an emergency landing without the main landing
    gear. Note that the navigator is already "out."
    Russian Mi-8MTV-5 with the designation RF-92064 after a crash in the Bryansk region.
    Ukrainian pilot Vladyslav Zalistovsky died on January 5 during
    a combat flight in the MiG-29. His callsign was "Blue Helmet."
    Shahed drone shot down during Russian attacks
    on Ukraine.
    HISTORY
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    Ukrainian territory. It is worth recalling the words
    of the Russian Armed Forces spokesperson from
    the conclusion of the previous part. In response
    to allegations (supported by photos and videos)
    that Russian missiles were destroying many
    civilian targets, at the end of December, he once
    again stated that Russian armed forces precisely
    target their objectives, and there is no collateral
    damage. Karma returned to him on the second
    day of January. In the Russian Voronezh region,
    approximately 150 km from the Ukrainian border,
    a powerful explosion shook a village early in the
    morning on Tuesday, January 2nd. The Russian
    army had to admit that "there was an abnormal
    release of aerial munitions over the village of
    Petropavlovka." The spokesperson also added
    that there were no losses. The second claim was
    not true. Local authorities initially stated that
    six houses were damaged, and four people were
    injured. When a video from the affected village
    appeared, they had to admit that nine houses
    were damaged, with four of them reduced to
    bare walls without roofs. Some Russian media
    later reported that four people died in the village.
    However, information spread on Russian social
    networks that the accident claimed as many as
    11 lives and left 21 injured.
    On the next day, Wednesday, January 3rd,
    a glide bomb FAB-500 was found near Belgorod
    in Russia. With deployed wings, it landed in
    a field and did not explode.
    The same incident as in Petropavlovka was
    repeated in Russian-occupied Luhansk region
    in less than a week, on Monday, January 8th.
    This time, an aircraft dropped an FAB-250
    bomb on the city of Rubizhne. Fortunately, no
    one was harmed. This is in response to the
    official Russian claim that "there is no collateral
    damage."
    In general, the intensity of the Russian
    bombing offensive has been decreasing. Most
    of the Kremlin's missiles were used up at the
    beginning of the month, and gradually, drones
    began to play a significant role again. However,
    Ukrainian air defense is also starting to wear out
    and is not achieving the same success as before.
    All too often, a significant portion of the enemy's
    attack assets penetrates the defense and hits
    targets. It seems that Ukrainian air defense also
    needs to conserve ammunition due to restricted
    deliveries from the West.
    Attacks on Russian Targets
    However, Ukraine did not wait for Russian
    airstrikes and initiated its own air offensive.
    On January 4th, Ukrainian pilots launched
    Storm Shadow low-flying missiles from
    Su-24M aircraft targeting locations in Yevpatoria
    and Sevastopol in the occupied Crimea. Radar
    systems and the communication center of the
    31st air defense division were hit.
    The Ukrainian secret service released
    a video in early January showing the attack of
    its drones on two Russian Pantsir-S1 air defense
    systems near Belgorod. This was apparently
    in response to Russian claims that Ukrainians
    were attacking civilian targets in the Russian
    city of Belgorod. By the way, as mentioned in the
    previous section, residents of Belgorod were
    posting photos and videos showing rockets or
    their parts from Pantsir-S1 systems hitting their
    homes or yards.
    On January 5th and 6th, the Saki airbase in
    the occupied Crimea was repeatedly targeted.
    According to pro-Russian social media, the first
    attack killed 23 Russian soldiers. In the second
    attack, the penetrating warhead of the Storm
    Shadow missile destroyed an underground
    command post. The number of casualties varies
    in different sources, but it is confirmed that
    a lieutenant colonel, Alexander Chernobrivyy,
    died in the bunker. He was a Su-30SM pilot and
    deputy commander of the 43rd separate assault
    Unexploded Russian gliding bomb FAB-500, found in a field near Belgorod on January 3.
    Pilot Su-30SM, Lieutenant Colonel Alexander Chernobryvy, who died on January 6 during an attack on the command
    bunker at the Saki base.
    HISTORY
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    regiment of the Russian naval aviation.
    In addition to military bases, Ukrainians
    targeted Russian energy infrastructure.
    In January, at least four large oil and gas
    terminals used by Russia for exporting these
    raw materials were hit—from the oil terminal
    in Tuapse on the Black Sea coast to the gas
    terminal in Ust-Luga on the Baltic Sea coast.
    The latter attack is noteworthy for its distance
    from Ukraine. Drones were operating near
    St. Petersburg, which is 1100 km from the
    Ukrainian border, for three consecutive days.
    If Emmental were a registered trademark,
    Russian air defense would probably have long
    faced a lawsuit for the abuse of a registered
    name—such is its porosity. Drone attacks on
    St. Petersburg culminated on January 21st in
    Ust-Luga. After the strike, a large fire broke
    out, forcing the terminal to suspend operations.
    In addition to attacks on terminals, fuel depots
    were also targeted. They were attacked on
    January 19th in the Bryansk region. Local
    authorities claimed that two drones were shot
    down, and no damage occurred. However, videos
    immediately showed several large fuel tanks in
    flames, with firefighters desperately trying to
    prevent the spread of the fire to other tankers.
    Ukrainians also targeted military production.
    On January 17th, there was a powerful explosion
    at a chemical plant in the city of Shakhty in the
    Rostov region. Two months earlier, a private
    company that collaborated with the Russian
    Ministry of Defense had rented premises in
    the factory for drone production. According to
    some sources, the building was hit by a missile,
    followed by an extensive fire. On Saturday,
    January 20th, Ukrainian drones targeted the
    cities of Tula, Orel, and Smolensk. The repair
    plant in Smolensk, which produces low-flying
    Ch-59 missiles, was attacked. One phenomenon
    that is worth mentioning is that during winter
    2022/23, the Russians ridiculed Western Europe
    in a TV commercial claiming that without
    Russian gas, people would freeze to death
    and starve. The commercial showed scenes of
    a family having to eat their hamster and the like.
    Well, in Slovakia, we have a saying: "Whoever digs
    a pit for someone else falls into it themselves."
    Because exactly what the Russians predicted
    for Europe last winter happened to them this
    winter. A bit of this was also contributed by
    Ukrainians because on Wednesday, January
    10th, there was a massive power outage in
    Omsk after an attack on a substation, and on
    Thursday, January 18th, something similar
    happened in Belgorod and Crimea. However,
    Russian infrastructure massively failed in
    January even without Ukrainian involvement.
    The reasons were freezing temperatures, poor
    maintenance due to inadequate funding caused
    by the transition to wartime production, and
    a shortage of personnel due to mobilization.
    The combination of these three factors caused
    one district heating pipeline after another to burst
    in Russia. Multi-family houses were flooded with
    water, which promptly froze. People couldn't
    stay in their homes, affecting not only neglected
    rural areas but also districts in Moscow.
    Propaganda in Action
    After Ukrainians claimed the shooting down
    of seven Russian planes in the Kherson region
    at the end of December (with at least four kills
    confirmed), there was a significant reduction in
    the aerial bombardment of Ukrainian outposts
    on the left bank of the Dnieper River in the first
    week of January. For the entire first week of
    January, only two bomb attacks were recorded,
    while Russians had sometimes dropped up to
    a hundred bombs daily before. Instead, Russian
    bombers shifted their focus to Avdiivka.
    But a tale that spread in Russian media is
    worth mentioning. A Russian pilot claimed that
    12 Ukrainian F-16 fighters were shot down in
    the first week of 2024, and he personally shot
    down three of them. He stated that although the
    F-16 is a good aircraft, it belongs to the 1980s,
    while modern Russian aircraft have a clear
    advantage, with the Su-34 even surpassing
    them by two classes. The biggest problem with
    this story is that Ukraine doesn't have any F-16s.
    Pilot training is still ongoing, and the only report
    regarding F-16s in the observed period was that
    the Netherlands would deliver an additional six
    alongside the promised 18.
    The only Western aircraft currently used
    by Ukraine is an older Black Hawk helicopter
    obtained through a private American company
    and three even older Sea King helicopters
    from Britain. Their number will soon increase
    as Germany has promised to deliver six Sea
    King helicopters. They are intended for patrol
    missions over the Black Sea. Additionally,
    Ukraine is relying on its own efforts and has
    introduced several modernized Mi-2 helicopters
    into its arsenal.
    Russian authorities released a photo of extinguishing the Usht-Luga gas terminal near St. Petersburg.
    A Ukrainian drone flew more than 1100 km to hit it.
    Fire at a fuel storage facility in the Bryansk region. According to the initial report from Russian authorities,
    there was no damage, and two Ukrainian drones were shot down, likely directly above the fuel tanks.
    HISTORY
    INFO Eduard36
    March 2024
  • Page 37

    Mi-2AM-1 helicopter designed for the evacuation of the wounded. It is described with the names
    of people and company names that made donations to obtain these helicopters.
    Mi-2MSB-1 medical evacuation helicopter made in Ukraine.
    Its medical equipment is from Switzerland. It can transport three
    lightly wounded individuals, or one severely wounded and two
    lightly wounded, or one patient in critical condition.
    HISTORY
    INFO Eduard
    37
    March 2024
  • Page 38

    BOXART STORY
    In Eduard INFO magazine we have already
    written twice about Hannes Trautloft and his
    Jagdgeschwader 54 “Grünherz”. The first time
    was in August 2010, and the article described
    the beginning of the combat career of this
    legendary aviator. The second article was
    published in July 2023, focusing on JG 54 first
    winter campaign in Russia. In March 1942,
    JG 54 received the first Bf 109s of the F-4 version,
    but this rearmament did not require significant
    organizational measures. Night fighter flights
    became a new task for JG 54 from May 1942,
    during which it achieved sixty victories. For this
    purpose the Bf 109s were fitted with a drop tank
    under the fuselage.
    However, the transition to the G-2 version
    was more complicated. First to rearm to the
    new Gustavs was I./JG 54 in June, followed by
    II./JG 54 in July and III./JG 54 was the last to
    switch to the G-2 version in late July/August.
    The rearmament took place one Staffel at a time
    at Jesau airfield in East Prussia. This placed
    Trautloft in a difficult situation. JG 54 during
    this period supported ground troops facing
    Soviet attempts to break through the front
    from Leningrad, through Demyansk, Dugino and
    down to Orel. This was a stretch of over 800
    kilometres and parts of JG 54 acted literally as
    a fire brigade, assisting ground troops in the
    most critical parts of the battlefield. There was
    even a situation when at Leningrad the only
    German fighter unit was a single Staffel from
    JG 54.
    Under the command of Trautloft´s Stab was
    also I./JG 51 and briefly in the second half of
    August 1942 also I./JG 52. Trautloft's priority
    during this hectic period was probably not
    to obtain a new version of the 109s for his
    Stab. During July, Stab/JG 54 had only one
    Messerschmitt Bf 109 F-4 still in service.
    Trautloft did not take delivery of six brand new
    Bf 109s for his Stab flight until early August.
    These were G-2s, and three of them are listed
    in the loss reports with serial numbers from
    production block 10,000 of the Erla plant. Black
    and white as colour photographs of Trautloft's
    machine in three-colour camouflage on the
    upper surfaces are known from this period. This
    aircraft is interesting in that it is fitted with
    a canopy that matches the G-1 version with
    a pressurized cockpit.
    After a two-month scoring break, Hannes
    Trautloft scored his first victory on Gustav on
    August 5, 1942, when he shot down a Pe-2 bomber
    southeast of Shimsk near Lake Ilmen at 18:35
    German time. What is remarkable about this
    aerial combat is the altitude at which Trautloft
    hit the enemy. The report states that the Pe-2
    was hit at 6,500 metres, which is highly unusual
    for air combat at this time on the Eastern Front.
    There were no other aerial engagements in this
    area on that day. With the help of researchers
    Nick Hector and Danny Case, it was possible to
    identify the crew involved. They belonged to the
    6th ODRAE, which was a separate long-range
    reconnaissance unit subordinated to the 6th Air
    Army.
    The crew consisted of st. lt. Viktor Gavrilovich
    Podkolodnov, ml. serzh. Fedor Fedorovich
    Lopatochkin and st. lt. Gavril Georgievich
    Goncharov. During the preparation of the
    boxart by Marek Ryś, we managed to find
    photos of Podkolodnov's aircraft. It had the
    identification number 2 and the patriotic
    inscription “Osoaviakhim Chuvashii”. The Pe-2
    was purchased from a fundraiser of the workers
    of the Ishley district of the Chuvash ASSR, which
    raised a total of 2.3 million rubles for various
    military equipment during July and August
    1942. Osoviakhim was an association for aiding
    defense, aviation and chemical construction
    industry and was involved in the training of
    hundreds of thousands of military specialists
    during World War II. It is not entirely certain
    that the machine with the number two was shot
    down by Trautloft, but it cannot be ruled out.
    Its photograph was published in the Soviet
    press in the autumn of 1942.
    Although the Pe-2 was shot down over
    territory occupied by the Germans, Podkolodnov
    managed to avoid capture and returned to his unit.
    For his service he was twice awarded the Order
    of Lenin and twice awarded the Order of the Red
    Banner. St. lt. Goncharov, who had previously
    served with the 514th PBAP, did not survive.
    The last crewman, ml. serhz. Lopatochkin
    was also a former member of the 514th PBAP.
    He is listed as missing, but one source says
    he was captured. The reconnaissance flight of
    the 6th ODRAE was rather an exception in the
    summer of 1942. After heavy casualties, this unit
    participated minimally in combat activities from
    July to mid-September. At the end of the year it
    was disbanded and its personnel and equipment
    taken over by the 72nd ORAP.
    Illustration: Marek Rys
    High above the front
    Text: Jan Bobek
    #70156
    INFO Eduard38
    March 2024
  • Page 39

    #84118
    BOXART STORY
    On the boxart of this March release, Piotr
    Forkasiewicz has created a dramatic scene
    that takes us back to the summer of 1943
    and the battles between the crews of Allied
    four-engine bombers and German fighters.
    There are a number of fascinating details
    in Piotr's painting and I recommend a close
    look at it. The bomber belongs to the 303rd
    Bomb Group, and the Focke-Wulf belongs
    to I. Gruppe of Jagdgeschwader 11. This unit was
    formed in April 1943 from parts of JG 1. When
    American daylight raids on Europe resumed
    in early 1943, the Luftwaffe command needed
    to strengthen the defence of the German Bight
    area. The Luftwaffe gradually reinforced its
    units in Western Europe and built up new ones
    as well. After the initial shock of the US raids
    that began in the summer of 1942, the Germans
    developed air combat tactics and a strategy of
    directing their own fighter units against bomber
    formations to avoid Allied fighter escorts as far
    as possible.
    From JG 1, which, until then, was in charge
    of the German Bight strategic area defence,
    were separated two Gruppen to shape the
    basis of the sister unit JG 11. From I./JG 1 with
    Messerschmitts Bf 109 G was formed II./JG 11
    and from III./JG 1 armed with Focke-Wulfs
    Fw 190 A was formed I./JG 11.
    The Masters of the Air series shows the
    harsh realities of the service of bomber crews,
    but the situation of their opponents was not
    much easier. It was part of I./JG 11 that was the
    only Luftwaffe unit to intervene against the raid
    on Norway on July 24, 1943, which was shown
    in the second episode of the series. The target
    was the submarine base at Trondheim and also
    Herøya with its nitrate plant and the aluminium
    and magnesium plants, which were still under
    construction at the time. The raid took the
    German command by complete surprise. It was
    so effective that the Germans had to quickly
    look for another supplier of metals for aircraft
    production.
    A small group of Fw 190s under the command
    of Staffelkapitän Hptm. Erwin Linkiewicz
    attacked the B-17s without success. American
    gunners sent into the sea two Fw 190s. Both
    pilots were killed, including the formation
    leader. As we know, one B-17 damaged by flak
    made it back and another Flying Fortress from
    another unit took refuge in neutral Sweden
    where it was interned. Linkiewicz, a 30-year-old
    fighter pilot, was born in Zabrze (Hindenburg)
    in Upper Silesia. His body was found washed up
    in Denmark on August 12, 1943, and was buried
    at Frederikshavn.
    The raid was the first part of what was known
    as the Blitz Week under the Operation Gomorrah.
    It was a series of bomber raids conducted in
    a coordinated manner over eight days and seven
    nights by RAF Bomber Command and the USAAF
    Eighth Air Force. The British later referred to
    it as the German Hiroshima. German ports and
    manufacturing plants were targeted (some
    repeatedly). Approximately forty thousand
    residents, soldiers, forced labourers from the
    occupied countries and inmates perished.
    During this week-long Allied operation, I./JG 11
    shot down 16 B-17 bombers, lost five Fw 190s
    and two pilots. The I./JG 11 later distinguished
    itself during the August raid on Schweinfurt,
    in which it scored seven B-17s, the highest
    number of victories by a single Jagdgruppe on
    that day. Three of unit´s Fw 190s were seriously
    damaged. One of its blackest days was
    February 10, 1944 and the raid on Braunschweig.
    The I./JG 11 lost eight aircraft, four pilots were
    killed and two were wounded. Although the
    Americans lost 30 bombers in combat in very
    difficult weather conditions, the fighter escorts,
    who, thanks to the auxiliary tanks, could already
    protect their big brothers deep into Germany,
    caused together with the bomber gunners the
    loss of fifty German fighters, 17% of the German
    machines deployed.
    From the German point of view, the emblem of
    the 2./JG 11 perfectly described the situation of
    both warring sides. Pilot Franz Steiner created
    the drawing for himself. It shows a man doing
    a big job in an American top hat, but his trousers
    are pulled up around the hat. Steiner wanted
    to express what he thought about fighting
    bombers: “First we shit on them, and then we
    shit our own pants”. When in the summer of
    1943 the commander of the 2nd Staffel, Hptm.
    Schnoor announced a best design competition
    for his unit's emblem, among the entries was
    Steiner's drawing, which his comrades entered
    into the competition without his knowledge.
    Schnoor chose this drawing with great interest
    and Steiner was given a leave of absence as
    a reward.
    Text: Jan Bobek
    Illustration: Piotr Forkasiewicz
    With a brick in the pants
    INFO Eduard
    39
    March 2024
  • Page 40

    BOXART STORY #8281
    The activities of the RAF Fighter Command in the
    spring of 1944 were mainly focused on supporting
    Allied air superiority over the western part of
    Europe and on blowing wide open the Western Front.
    The tasks of the fighters therefore consisted in
    escorting tactical and strategic bombers and, above
    all, in attacks on ground targets that supported the
    main adversary, the German Luftwaffe, as well as
    the transport infrastructure.
    The Second Tactical Air Force was set aside within
    the RAF to coordinate the air force with ground
    forces, especially in the post-invasion period. Its
    headquarters was established on June 1, 1943, and
    more than seventy squadrons from the fighter and
    bomber headquarters of the RAF (including all three
    Czechoslovak fighter squadrons) were gradually
    included in it.
    Changes to the structure required reorganization
    at Fighter Wing level. Polish fighter squadrons were
    also included in the new organizational structure, for
    which the 131st and 133rd Fighter Wings were created.
    While the 131st Fighter Wing consisted of Polish Nos.
    302, 308 and 317 Squadrons, the 133rd Wing had the
    306th, 315th and 129th (British) Squadrons under
    it. The 131st Fighter Wing flew British Spitfire Mk.IXs
    and the 133rd used Mustangs Mk.IIIs. The main task of
    both units was to support the invading troops directly
    on the front line. This is also why troops were moved
    to the continent as soon as the situation allowed. The
    Spitfire Mk.IXs were equipped with bombs weighing
    250 pounds under each wing, or 500 kg bombs under
    the fuselage. Before and after the invasion, fighter
    planes operated at ground level, where they were
    easier prey for German light and medium flak, but
    also German fighter planes, especially in the pre-
    invasion period. Another significant opponent of
    these operations was the difficulty of comparative
    navigation, flying purely according to maps, without
    the possibility of support from operation centers and
    often complicated by the unclear situation on the
    front.
    In the period before the invasion, in addition
    to these ground attacks, Polish airmen from both
    fighter wings also participated from time to time in
    the search and destruction of V-1 missile launch sites,
    and the escort of American, also as RAF bombers. The
    tasks were challenging. Many took off two or three
    times a day, the ground crews worked tirelessly from
    morning to late evening or through the night to get
    the planes ready for the next day.
    The Poles participated in the invasion itself on
    June 6, 1944, in the form of repeated armed patrols
    covering the disembarking troops. Similar tasks were
    repeated in the following days. Already on the fifth day
    of the invasion, the 302nd squadron became the first
    Polish unit to land in liberated territory in northern
    France. The landing took place after a morning patrol
    over the combat area for refueling. The newly built
    landing strip (RRS
    -
    Rearming and Refueling Strip)
    was used for this. The Poles then continued their
    patrol before returning to their English base.
    In order for air units to be able to move to France
    permanently, demanding preparations had to be
    undertaken. Practically all airports on the western
    part of continent were damaged by previous Allied
    bombings or by German units during evacuation.
    Often, it was the result of both. Build facilities for air
    and ground personnel, aircraft maintenance, arming
    and refueling presented significant challenges. And
    although the engineer troops, following behind the
    invading troops, did what they could, the desire
    of the ground troops to have their air support and
    protection as close as possible could only be fulfilled
    after several weeks. Provisional airstrips and often
    primitive facilities were created in the front area.
    The 131st Fighter Wing, of which the 302nd Squadron
    was a part, moved to France on August 3rd, 1944.
    Its temporary home was an airstrip in northwestern
    France designated B-10, near the village of Plumetot
    in northern Normandy. From there, the airmen
    continued to attack German ground and naval forces.
    Conditions at Plumetot were difficult. Airmen slept
    in tents, there was no protection for parked aircraft,
    significant when you consider that the base was still
    within range of German artillery. Hot days filled the
    air with dust, while rainy days created ubiquitous
    mud. Combat activity was demanding, each squadron
    engaged in several combat operations a day.
    One of the members of the Polish 302nd ‘City of
    Poznaň’ Squadron, who participated in its operations
    for a long time, was twenty-five-year-old W/O Henryk
    Dygala, whose Spitfire LF Mk.IXc became the subject
    for Kateřina Borecká's box art for a kit of this type in
    2012. which we are currently producing as a second
    re-release.
    In the following months, the 302nd Squadron,
    and with it the entire 131st Fighter Wing, undertook
    operations in the campaigns to liberate Western
    Europe and to occupy Germany, such as the Ardennes
    offensive, the German Operation Bodenplatte, and the
    operations in the north of Germany. The unit ended
    the war at Base B-113 near Bremen. After the war,
    it was part of the British Occupation Forces, after
    which it returned to Great Britain at the end of 1946.
    The 131st Fighter Wing was disbanded on January
    3rd, 1947. A large part of the Polish airmen decided
    not to return to their homeland, for which they had
    fought throughout the war, because it was already
    clear that a communist future awaited them. Many of
    Polish airmen therefore remained in the UK. One of
    them was W/O Henryk Dygala, who lived there until
    the age of 83.
    Illustration: Kateřina Borecká
    Over the Normandy Rooftops
    Text: Jan Zdiarský
    INFO Eduard40
    March 2024
  • Page 41

    #8078
    BOXART STORY
    It was January 21, 1942, and none of the Allied
    soldiers at Fort Lamy in Chad were expecting
    a bombing attack by a lone Heinkel He 111 coming
    from the south. The anti-aircraft defences
    offered no resistance at all, and after the raid it
    was rumoured that the gunners were resting or
    playing cards.
    The daring aviator who devised this attack was
    Theo Blaich, a German pilot who had strong ties
    with Africa. His life story could be the subject of
    a film. He was born on April 5, 1900, in Tübingen,
    Germany. His mother was Katharina von
    Schneegas, whose father was a jeweller working
    for the Russian Czar. The son Theodor (Theo) is
    said to have become one of the youngest pilots
    in the German Air Force in World War I. After the
    war he went to Canada and illegally entered the
    USA by swimming across one of the border lakes.
    Later he worked in South America for the Union
    Fruit Company, participated in the preparation
    of airfields for Pan American, and eventually
    settled as a plantation owner in Cameroon.
    In November 1935, he renewed his pilot's
    licence in the UK in an Avro Club Cadet at
    the Airwork School of Flying at Heston and
    acquired three aircraft in Africa, including
    a Messerschmitt Bf 108 Taifun. He was also
    reportedly being considered as a candidate
    for Governor of Cameroon. On a flight from
    Cameroon to Berlin, he crashed in the Sahara,
    probably greatly frightening his future wife
    Margarete, as Blaich's route to Berlin was to the
    altar. In November 1938 he flew his Bf 108 around
    part of Africa, covering the 13620 kilometres
    in 39 hours of total flight time. This sporting
    event received considerable press attention,
    but Blaich was already gathering information for
    the German Air Force at the time.
    After the outbreak of the war he lost his
    plantations and went to Germany, where he joined
    the Luftwaffe. In 1941, with the rank of Hauptmann,
    he became a member of Stab X. Fliegerkorps,
    which supported Rommel's campaign in
    Africa. He was later assigned to the Stab of
    Fliegerführer Afrika. Blaich's knowledge of flying
    over Africa was valuable and he was involved in
    covert operations. One of these was Operation
    Pasha. This was the evacuation of General Aziz
    el Masri, Chief of Staff of the Egyptian Armed
    Forces. El Masri was secretly collaborating with
    the Germans and on June 7, 1941, near Cairo,
    a He 111 aircraft from II./KG 26 unsuccessfully
    tried to pick him up. On board, besides Blaich,
    was Abwehr officer and Count László Ede
    Almásy de Zsadány et Törökszentmiklós, whose
    fate became the subject of the novel and film
    The English Patient”.
    Blaich led Erwin Rommel to the idea of making
    it difficult for the Allies to supply the African
    continent by attacking the base at Fort Lamy
    (today's N'Djamena). He prepared the operation
    together with the crew of He 111 from II./KG 4 and
    Italian colleagues, but the action on 21 January
    1942 was greatly complicated by a sandstorm.
    They deviated from their route when flying to the
    target, so they flew to Fort Lamy from the south.
    The bombing attack was successful and the
    smoke from the burning fuel and ten destroyed
    aircraft could still be seen 100 kilometres away.
    Flying back to the Italian desert base of Campo
    Uno (Camp 1) at Bir Misciuro, the crew ran out of
    fuel but made a successful emergency landing in
    the desert. The experienced Blaich and his Italian
    colleague, Roberto Count Vimercati-Sanseverino,
    decided to stay with the aircraft and hope for
    rescue despite a small water supply. Eventually,
    their German and Italian colleagues managed
    to rescue them, allegedly aided by a German
    amateur radio operator in Hamburg who picked
    up one of the last transmissions of Blaich's crew.
    Blaich's group was given the designation
    Sonderkommando Blaich and until mid-1942
    carried out patrols against Long Range Desert
    Group, however without success. The unit's motto
    became the slogan “Efta Einak”, the equivalent of
    the German expression “Holzauge” (wooden eye),
    which became synonymous with the airmen´s
    observation duty.
    Theo Blaich served with the long-range
    reconnaissance 1.(F)/Aufkl.Gr. 121 from December
    1942, later worked in aircrew training, served
    briefly with I./ZG 76 and in October 1943 was
    transferred to the Stab of Fliegerführer Kroatien.
    From October 1943 to September 1944 he led
    Nachtschlachtgruppe 7, which operated in the
    Balkans with a motley mix of German and Italian
    aircraft. For his actions, Theo Blaich received
    the Deutsches Kreuz in Gold. He died in 1975 in
    Kaumberg, Lower Austria. You can read more
    about the raid on Fort Lamy on the Falke Eins
    blog.
    Text: Jan Bobek
    Illustration: Martin Novotný
    Efta Einak
    INFO Eduard
    41
    March 2024
  • Page 42

    #11182
    Freedom Tiger
    1/48
    The Limited edition of the kit of the US
    supersonic light fighter F-5E in 1/48 scale.
    plastic parts: AFV Club
    marking options: 8
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: yes, wheels, RWR antennae
    Product page
    KITS 03/2024
    INFO Eduard42
    March 2024
  • Page 43

    73-00878, 63rd Tactical Wing, RVNAF, Bien Hoa, South Vietnam, 1974
    VFC-13 “Fighting Saints”, US Navy, NAS Fallon, Nevada, USA, 1998
    73-00878, Socialist Republic of Vietnam, Renovation for the Aviation
    Museum Kbely, Prague, Czech Republic, 2023
    Apart of the “Skoshi Tiger” program, which during
    the Vietnam War represented the only USAF
    combat deployment with F-5A respectively with
    modified F-5C aircraft, the USAF never intended
    to use this type. However, the F-5A and later
    the F-5E were used extensively by the South
    Vietnamese Air Force, which adopted the aircraft
    in the standard four-color SEA (South East Asia)
    camouflage scheme. The aircraft were used as
    strike aircraft, as the lack of radar limited the use
    of the F-5A for aerial combat. Only the delivery
    of upgraded F-5Es, which had already arrived
    at the end of the war, changed the situation.
    This aircraft was deployed by the South
    Vietnamese Air Force from June 1974, and had
    flown 153 hours and 30 minutes by April 1975,
    when it was taken over by North Vietnamese
    forces at the end of the war. After being put
    out of operation for some time, it was was used
    again from 1978 and in April 1981 it went to
    Czechoslovakia as a study example.
    The unit was established on September 1, 1973,
    as VC-13 (Fleet Composite Squadron) during the
    reorganization of the Naval Air Reserve Force.
    Initially armed with the F-8 Crusaders, the
    squadron rearmed to the A-4 Skyhawks in 1974.
    It was then assigned to combat pilot training
    duties and moved to NAS Miramar, California,
    in February 1976. Redesignation to VFC-13 (Fighter
    Composite Squadron) occurred in April 1988, the
    same year it also transitioned to A-4F aircraft,
    which it replaced with F/A-18As in August 1993.
    Just three years later, however, it replaced them
    with F-5Es and moved to Fallon AFB to take over
    the adversary role from VFA-45 and VFA-127
    Squadrons. In December 2022, the squadron
    rearmed to the F-16C. The aircraft shown here
    flew in 1998 in a “Blue Scheme” consisting of
    two shades of blue to simulate the appearance
    of modern Russian aircraft. This is also matched
    by the red stars on the vertical fin. The pilot
    is listed as Cdr Jim “Guido” DiMatteo, former
    commander of the adversary squadron in Top Gun
    and son of wartime pilot Dominic Dee DiMatteo,
    who flew Hellcats in VF-11 and subsequently
    Bearcats and Corsairs in the Korean War
    (he turned 100 in 2021).
    After the aircraft of serial number 73-00878 was
    delivered from Vietnam to Czechoslovakia in
    1981. At the time, it had flown only 236 hours and
    20 minutes. It was stationed at Aero Vodochody
    factory and kept in secrecy. There its design
    and systems were studied. It was gradually
    disassembled, and the individual components
    were handed over to the relevant companies,
    including the armament and targeting systems.
    Later on, the largely incomplete airframe with
    only one engine was handed over to the Aviation
    Museum in Kbely, where it was put on display in
    an external exhibition, thus further deteriorating.
    Thanks to the efforts of the staff of the Kbely
    Aviation Museum and the Česká aviatická (Czech
    Aviaton) company, Malešice Aircraft Repairs
    state-owned company, almost all important
    components were found and recovered, so
    the aircraft could be carefully restored to the
    condition in which it was received in 1981.
    KITS 03/2024
    INFO Eduard
    43
    March 2024
  • Page 44

    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
    73-0897, 57th Fighter Weapons Wing, 65th Fighter Weapons Squadron,
    US Air Force, Nellis AFB, USA, 1981
    Naval Fighter Weapons School does not operate
    any standard squadron for the purpose of
    simulating adversary aircraft tactics. The aircraft
    used there are part of the Naval Strike and Air
    Warfare Center based at NAS Fallon. The aircraft
    shown here, in desert camouflage, was flown
    by Maj. Lenny “Toado” Bucko in 1981, one of the
    combat instructors in the “Top Gun” program.
    The vertical fin sported an emblem depicting
    a MiG-21 in a gunsight pattern.
    The original name of the VFA-127 was “Royal
    Blues”. The unit used it until 1980, but with the
    transition to the adversary role it was changed
    to Cylons in 1981. The name comes from the
    Battlestar Galactica series (broadcast from
    1980), where the Cylons represented intelligent
    robots hostile to human race, capable of taking
    on human form. In June 1993, Capt. Jerry B. “Hook
    Singleton, took the command of Strike Fighter
    Wing Pacific and it was the right of the holder of
    this high post to choose the aircraft he would fly.
    One of them was this F-5E, emblazoned under
    the cockpit on both sides of the fuselage with the
    inscription COMSTRKFIGHTWINGPAC. Singleton
    died on August 13, 2014, at the age of 67 after
    a 30-year long career as a naval aviator. He was
    a true renaissance man, according to his memoirs.
    The aircraft he chose bore a desert camouflage
    scheme and Iraqi insignia, which was more than
    a hot topic shortly after the first Gulf War.
    The U.S. Air Force developed a number of
    camouflage schemes during the use of the F-5E
    aircraft, which were given their own names.
    The aircraft shown here was the only one to carry
    the color scheme named “Frog”. This scheme was
    defined in an order dated February 27, 1980, and
    was intended to resemble the coloring of the
    Soviet frontline MiG-23s and MiG-27s. According
    to official sources, this scheme was never
    applied to any aircraft, but the 73-0897 was more
    or less painted according to the aforementioned
    order. We are not sure about when it received this
    livery, but it was surely sporting these colors as
    late as February 14, 1981.
    KITS 03/2024
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  • Page 45

    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
    1º/14º GAV “Esquadrão Pampa”, FAB, Canoas AB, Brazil, 2005
    After the end of the Vietnam War, undelivered
    F-5Es remained in USA sporting the SEA
    camouflage consisting of two shades of green plus
    sand on upper surfaces and grey on the lower ones.
    The aircraft were taken over by squadrons
    that served in the Agressor role. Because the
    Americans sometimes called the Vietnamese by the
    unflattering term Gomers (slang for stupid fellows),
    this marking was also given the Gomer Scheme
    designation. It was actually the first marking of the
    Aggressor F-5Es, though unlike subsequent ones,
    it did not represent any particular enemy.
    The Thai Air Force has been using F-5 aircraft
    the longest of all Asian operators (Indonesia,
    Malaysia, Singapore, South Korea and Taiwan
    are the others). The Royal Thai Air Force (RTAF)
    obtained their first F-5s in 1966 and it was
    part of a contract that allowed the presence of
    US forces in Thailand during the Vietnam War.
    These aircraft served with 13 Squadron, which
    subsequently became 103 Sqn. In 1978, the first
    of 35 F-5Es ordered were delivered. By the mid-
    1980s, half of the aircraft had undergone avionics
    upgrade. After F-16 deliveries began, the F-5Es
    were gradually moved to the 211 Sqn, 701 Sqn and
    904 Sqn, which serves as aggressors in the Thai
    Air Force. The aircraft carry the standard livery
    of two shades of blue-grey, with the avionics
    changes represented by different antennae. They
    are also equipped with the RWE sensors.
    This aircraft was given this livery in 2005 as
    a celebration of the 58th anniversary of the Pampa
    Squadron of the 14th GAV (1st Squadron, 14th Air
    Group). In the beginning, the unit used P-40s of
    various versions, which is commemorated by
    the drawing of exhausts with flames flickering
    on the nose of the F-5E, as well as the grille,
    typical of the P-40 versions M and N. The parrot
    with the .50 machine gun, whose drawing is
    a variation of the cartoon character José Carioca,
    created by Brazilian cartoonist José Carlos de
    Brito, is the note of the “old times”. The motto
    Já te atendo, tchê” can be translated as “I’ll
    be right with you!” The unit received its first
    twelve F-5Es on November 26, 1976, after a
    one-year hiatus caused by the retirement of
    the Thunderbird fighters. These aircraft were
    gradually replaced by a total of 22 F-5Es of the
    second delivery starting from October 13, 1988.
    In 2005, a portion of the F-5Es were significantly
    upgraded to the F-5M version. These aircraft are
    expected to remain in service beyond 2030.
    KITS 03/2024
    INFO Eduard
    45
    March 2024
  • Page 46

    RECOMMENDED:
    FOR FREEDOM TIGER 1/48
    481132 F-5E upgrade set (PE
    -
    Set)
    FE1430 F-5E seatbelts STEEL (PE
    -
    Set)
    3DL48167 F-5E SPACE (3D Decal Set)
    EX10919 F-5E TFace (Mask)
    OVERLEPT
    #11182-LEPT1
    Freedom Tiger
    PE
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    Product page
    #3DL48167
    #481132#FE1430
    #EX10919
    KITS 03/2024
    INFO Eduard46
    March 2024
  • Page 47

    1/72
    Bf 109G-2
    The ProfiPACK edition kit of the German WWII
    fighter plane Bf 109G-2 in 1/72 scale.
    plastic parts: Eduard
    marking options: 6
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    #70156
    Product page
    KITS 03/2024
    INFO Eduard
    47
    March 2024
  • Page 48

    Bf 109G-2, Maj. Johannes Trautloft, CO of JG 54, the Soviet Union, August 1942
    Bf 109G-2/R6, WNr. 13531, Hptm. Hermann Graf, CO of 9./JG 52,
    Pitomnik, the Soviet Union, September 1942
    Hannes Trautloft started his combat career in
    the Spanish Civil War. He flew the Bf 109s and
    participated in the development of tactics for this
    fighter. He fought in the Polish campaign as well
    as in France and managed to achieve at least one
    victory in every campaign. On August 25, 1940,
    he assumed command of JG 54. He led this
    fighter unit through Operation Barbarossa, the
    attack on the Soviet Union, and in subsequent
    combat til July 5, 1943. Trautloft was credited with
    58 victories, and he was awarded the Knight’s
    Cross on July 27, 1941. His personal aircraft
    sported a non-standard camouflage scheme. It is
    not clear which colors were used by JG 54 during
    its deployment to the Soviet Union. One theory
    supported the notion that the scheme consisted
    of RLM 70, 02 and 76. The “middle green” color was
    mixed from RLM70 and RLM02 shades. Note the
    remnants of RLM 76 color around the swastika.
    This aircraft was equipped with pressurized
    canopy, typical for G-1 or G-3 versions. Some of
    the stencils, including the “Do Not Walk” lines,
    were covered by tape prior to overspray and
    so they stayed visible.
    Hermann Anton Graf was born on October 24,
    1912. He trained as a locksmith and was a keen
    footballer in his youth. Later he took up gliding and
    was drafted into the army in 1939. He served with
    JG 51 from July 1939 and was a fighter instructor in
    the first half of 1940. In July 1940 he was assigned
    to 9./JG 52 and took part in the fighting over Greece
    and Crete in April 1941. He achieved his first aerial
    victory on August 4, 1941, near Kyiv and things
    began to change. In January 1942, Graf received
    Ritterkreuz for his 45th victory and in March he
    became CO of 9./JG 52, the so-called “Karaya
    Staffel”. He achieved his 100th victory on May 14,
    1942, shot down his 150th enemy on September 4,
    and on September 26 became the first German
    fighter to surpass the 200 victory mark. For these
    accomplishments he received the Brilliants to
    the Knight’s Cross with Oak Leaves and Swords.
    He later commanded units of the Erg. Gr. Ost,
    JG 50, JG 1, JG 11 and JG 52. He was handed over to
    the Soviets by American forces after the surrender
    and returned from captivity in December 1949.
    The aircraft WNr. 13531, manufactured at the
    WNF factory, had darkened paint scheme on the
    fuselage, probably with the use of RLM 70 color.
    The left side of the rudder showed the symbols
    of the kills. Decal sheet provides two options.
    The rudder with 172 kills, which bears a dull
    camouflage or rudder with light spots in the RLM
    76 colour and 202 kill marks.
    KITS 03/2024
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  • Page 49

    Bf 109G-2, Fw. Anton Hafner, 4./JG 51, El Aouina, Tunis, December 1942
    Bf 109G-2/R6, WNr. 13949, Maj. Hans Hahn, CO of II./JG 54,
    Rjelbicy, the Soviet Union, January 1943
    Anton Hafner was born on June 2, 1918, in Erbach
    near Ulm. In 1940 he successfully completed his
    fighter pilot training. After the training he joined
    JG 51 and remained with this unit for the rest
    of his fighter pilot career. On August 22, 1942,
    he shot down his 60th enemy, which brought him
    the Knight’s Cross – he received it the next day.
    At the beginning of November 1942, the II. Gruppe
    JG 51 moved from the Eastern Front to Africa.
    On January 2, 1943, Anton Hafner was shot down.
    He survived and upon his return from hospital
    he joined the Stabstaffel JG 51. On May 15, 1944,
    he overtook the command of 8./JG 51. On October
    17, 1944, Oblt. Anton Hafner, the bearer of the
    Knight’s Cross with Oak Leaves, shot down his
    204th enemy, the Soviet Yak-7 aircraft. During
    the battle, while performing a low flight with
    his Messerschmitt Bf 109G-6, he hit a tree and
    died in the crash. The aircraft of the II. Gruppe
    JG 51 moved to Africa from the Eastern Front and
    were camouflaged with RLM 74/75/76 colors.
    The yellow identification elements marking the
    aircraft operating in the Eastern Front were
    repainted and substituted by white complements
    on the wingtips and on the tail of the fuselage.
    The rudder was adorned with the sign
    representing the number of Anton Hafner’s
    victories. Ahead of the fuselage number there
    was an irregularity – a white horizontal band
    marking the aircraft of the II. Gruppe.
    Hans Hahn, a fighter ace and a holder of the
    Knight’s Cross with Oak Leaves, held a list of
    command positions throughout his career. From
    December 1939 he commanded 4./JG 2 and
    from October 29, 1940, he led III./JG 2. Starting
    on November 1, 1942, he took over command of
    II./JG 54, and led this Gruppe until February 21,
    1943, when he was shot down and taken prisoner
    by the Soviets. He wasn’t freed until 1950. At the
    time of his capture, he had attained 108 kills,
    66 of them were achieved on the Western Front.
    According to Russian sources, “Assi” Hahn was
    shot down by Soviet ace Lt. P. Grazhdaninov.
    Hahn himself noted that after shooting down
    a La-5, he was hit in the port wing and suffering an
    overheated engine, he was forced to land behind
    Soviet lines, where he was captured. His aircraft
    was oversprayed in white on the upper and side
    surfaces to better suit the winter conditions.
    Double chevron and the horizontal bar on the
    rear fuselage was the CO marking of II. Gruppe,
    and this Group’s unit emblem appeared below the
    windscreen. The JG 54’s Green Heart (Grünherz)
    marking is also present. The spinner and the lower
    sides of the engine cowl were lightly sprayed over
    in white. Hahn’s aircraft was part of an exhibition
    of captured machines in Moscow.
    KITS 03/2024
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  • Page 50

    Bf 109G-2/R6/Trop, WNr. 10805, Lt. Wilhelm Crinius, 3./JG 53,
    Bizerta, Tunis, January 1943
    Bf 109G-2/R6, WNr. 14810, Ofw. Rudolf Müller, 6./JG 5,
    Petsamo, Finland, April 1943
    A native to Hohenhausen, Wilhelm Crinius joined
    Luftwaffe in January 1940. After his fighter pilot
    training in February 1942, he joined 3. Staffel
    JG 53 and fought in Malta, in the Eastern Front
    and in the North Africa. On September 23, 1942, he
    was awarded Knight’s Cross with Oak Leaves for
    shooting down 100 enemy aircraft. Till January 8,
    1943, he added 14 more shot downs. On January
    13, though, the fortune had changed her mind.
    His aircraft was hit during the battle with Spitfires
    near El Kala. Crinius suffered thigh injury and
    due to the engine fire he was forced to perform
    a water landing. The next day fishermen saved
    him. After recovery he was sent to the POW
    camp. After the World War Two came to an end,
    he worked as a CEO of German subsidiary of
    Phillips, later as a chairman of the board of Ernst
    Düllmann GmbH. In 1989 he ran as a candidate
    of Deutsche Volksunion party for European
    Parliament. He died on April 26, 1997, in Stuhr,
    Lower Saxony. Crinius’ “Gustav” was camouflaged
    in RLM 78/79 shades and sported patches
    and patterns painted in RLM 80. Underneath
    the fuselage number there was repaint of the
    previous marking visible, most likely by RLM 78.
    The rudder sported the painting of the Knight’s
    Cross accompanied by the victory marks.
    Rudolf “Rudi” Müller was born on November
    21, 1920, in Frankfurt am Main. During 1940,
    he underwent pilot training and was assigned to
    1./JG 77 in August 1941. He scored his first kill on
    September 12, 1941, his victim was a Soviet I-16.
    In February 1942 he shot down two RAF bombers
    off Norwegian coast. On March 21, 1942, the 6./JG 5
    was formed from Müller’s Staffel and the number
    of his victories over Soviet pilots was steadily
    rising during this time. Encounters took place
    during Luftwaffe attacks on convoys to and from
    Murmansk and during multiple combats with
    Soviet forces in the area of the Vayenga airfield
    or over the base of the JG 5 at Petsamo-Luostari.
    Rudolf Müller was awarded the Knight’s Cross
    on June 19, 1942, after achieving 46 victories.
    In a dogfight with the Hurricanes of the 609 IAP,
    he was shot down on April 19, 1943, on Soviet
    territory, tried to escape with the help of winter
    gear, but was eventually captured. On October
    21, 1943, he was shot while attempting to escape
    from a prison camp.
    KITS 03/2024
    INFO Eduard50
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  • Page 51

    672321 Bf 109F/G external fuel tanks (Brassin)
    672323 Bf 109F/G wheels bays angular PRINT (Brassin)
    672325 Bf 109F/G exhaust stacks PRINT (Brassin)
    672326 Bf 109F/G/K gun pods PRINT (Brassin)
    672329 Bf 109 balance weights PRINT (Brassin)
    672338 Bf 109G undercarriage legs BRONZE (Brassin)
    672339 Bf 109G-2/G-4 gun barrels PRINT (Brassin)
    672340 Bf 109G-2/G-4 wheels for plain wings PRINT (Brassin)
    672341 Bf 109G-2/G-4 wheels for bulged wings PRINT (Brassin)
    672342 Bf 109G-2 cockpit PRINT (Brassin)
    672344 Bf 109G radio compartment PRINT (Brassin)
    672346 Bf 109G propeller PRINT (Brassin)
    Recommended:
    for Bf 109G-2 1/72
    OVERTREES
    #70156X
    Bf 109G-2/G4
    1/72
    Product page
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    -
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    Product page
    #672338
    #672342
    KITS 03/2024
    INFO Eduard
    51
    March 2024
  • Page 52

    #84118
    Fw 190A-5 light fighter
    1/48
    The Weekend edition kit of German WWII fighter
    aircraft Fw 190A-5 in 1/48 scale. The kit offers
    Fw 190A-5s armed with two cannons
    in the wings.
    plastic parts: Eduard
    marking options: 4
    decals: Eduard
    PE parts: no
    painting mask: no
    resin parts: no
    Product page
    KITS 03/2024
    INFO Eduard52
    March 2024
  • Page 53

    Fw 190A-5, WNr. 2700, 2./JG 11, Husum, Germany, August 1943
    Fw 190A-5, WNr. 0152594, Maj. Hermann Graf, CO of JGr. Ost,
    Toulouse-Blagnac, France, April 1943
    Fighter unit 2./JG 11 was formed on April 1, 1943,
    from 8./JG 1. Its first commander was Hptm.
    Emil Rudolf Schnoor but in May the command
    was taken over by Oblt. Heinz Grosser. The first
    base of the unit was Husum airfield in northern
    Germany. The mission was to defend the cities of
    Hamburg and Hannover from American bombing
    raids. Members of the 2./JG 11 were engaged
    in dogfights with B-17s, which at the time flew
    without fighter escort. This later changed and
    the missions were flown under the protection
    provided by P-47s and P-51s. We have been
    unable to trace who flew the Fw 190A-5 WNr.
    2700. She was 60 % damaged on August 12 during
    an emergency landing at Friedrichstadt due to
    a technical failure. The black 8 aircraft in
    standard RLM 74/75/76 camouflage had the
    2./JG 11 emblem on both sides of the nose.
    On the left side of the fuselage under the front
    plate it has a red inscription Rübezahl (spirit
    of Giant Mountains on Czech-Silesian border).
    It is possible the pilot originated from this region
    (Krkonoše in Czech, Riesengebirge in German)
    and this was his way to express the relation to
    the homeland. In front of the tail surfaces there
    was a white stripe with red edging, which was
    the color of 2. Staffel.
    Hermann Graf, although flying with the Luftwaffe
    already from the start of the Second World War,
    didn’t fly combat missions until operations over
    Crete. His first victories were achieved over the
    plains of the Soviet Union with JG 52. He was
    very successful and in the space of thirteen
    months he would amass 202 kills over Soviet
    aircraft. On September 16, 1942, he was awarded
    Germany’s highest honor, the Knight’s Cross with
    Oak Leaves, Swords and Diamonds. After that,
    he was withdrawn from combat and made CO of
    the training unit JGr. Ost. After a short stint with
    JG 50, he was made CO of JG 1 in October 1943
    and on November 11, 1943, took over command
    of JG 11. He stepped into the same role with his
    former JG 52 on October 1, 1944, which he would
    lead up to the end of the war. After the war,
    the Americans handed him over to the Soviets,
    who would not release him until December 25,
    1949. Hermann Graf died on November 4, 1988,
    in Engen. Hermann Graf flew two aircraft while
    serving with JGr. Ost, an Fw 190A-4 and an
    Fw 190A-5. The aircraft carried a red tulip motif
    on the yellow engine cowl, with a similar design
    being carried on the rudder with a scoreboard
    of his kills. Graf’s personal marking appeared
    on the rear fuselage on the left side, while the
    unit badge of an eagle teaching its young to fly
    appeared on the right side.
    KITS 03/2024
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  • Page 54

    Fw 190A-5, WNr. 410004, Oblt. Walter Nowotny, CO of I./JG 54,
    Orel, the Soviet Union, October 1943
    Fw 190A-5/U8, WNr. 01501353, Oblt. Kurt Hevler,
    Stab IV./SKG 10, Cognac, France, June 1943
    A German fighter pilot of Austrian origin and
    a native of Gmünd situated near the border with
    Czechoslovakia, Walter “Nowi” Nowotny was
    a holder of the Knight’s Cross with Oak Leaves,
    Swords and Diamonds, and shot down 258 enemy
    aircraft over the course of 442 combat sorties.
    He was killed in an Me 262 Schwalbe in combat
    with American escort fighters near an airfield
    at Hesepe on November 8, 1944. “Nowi’s” aircraft
    got a non-standard camouflage consisting of
    two shades of dark green, most likely RLM
    70 and RLM 71. The yellow wingtips of the
    undersides and yellow band round the fuselage
    identified the aircraft flying in the Eastern Front.
    The JG 54 aircraft bore yellow band on the
    fuselage, underneath the fuselage crosses, and
    bottom part of the rudder was painted yellow as
    well.
    On June 4, 1943, eighteen Fw 190s from IV./SKG
    10 with bombs under their racks headed towards
    the city of Eastbourne. The aircraft carrying
    Gruppenadjutant markings was hit by anti-
    aircraft fire and turned back home. However, the
    damaged engine could not supply the necessary
    power and the pilot attempted the emergency
    landing. That ended in the crash nearby the
    town of Normans Bay which Oblt. Hevler did not
    survive. According to the period description of
    the crashed aircraft yellow rudder and bottom of
    the engine cowling were oversprayed in the black
    irregular stripes. Kurt Hevler was born on July 21,
    1917, in Prague. The family later apparently lived
    in Germany, because already in August 1939 he
    had the rank of Leutnant and from September
    of the same year he served in the 10./JG 26.
    In the spring of 1940 he fought in the ranks of the
    5.(J)/Tr.Gr. 186 and on May 10 shot down a Dutch
    Fokker D.XXI near De Kooi. From 1940 to 1943
    he flew with 7./JG 77 and JG 27. From February
    1943 he was a fighter-bomber instructor with Erg.
    JGr. Süd. He was posthumously promoted to the
    rank of Hauptmann on July 1, 1943. He is buried
    at Cannock Chase.
    48949 Fw 190A-5 (PE
    -
    Set)
    48950 Fw 190A-5 landing flaps (PE
    -
    Set)
    FE863 Fw 190A seatbelts STEEL (Brassin)
    644002 Fw 190A-5 LööK (Brassin)
    648152 Fw 190 wheels early (Brassin)
    648373 Fw 190A Pitot tubes early (Brassin)
    648381 Fw 190A exhaust stacks (Brassin)
    648390 Fw 190A-5 cockpit (Brassin)
    648391 Fw 190A-5 engine (Brassin)
    648392 Fw 190A-5 fuselage guns (Brassin)
    648408 Fw 190A-5 engine & fuselage guns (Brassin)
    648436 Fw 190A-5 undercarriage legs BRONZE (Brassin)
    SIN64843 Fw 190A-5 ADVANCED (Brassin)
    SIN64851 Fw 190A-5 ESSENTIAL (Brassin)
    3DL48047 Fw 190A-5 SPACE (3D Decal Set)
    D48029 Fw 190 A stencils (Decal Set)
    D48039 Fw 190A-5 national insignia (Decal Set)
    EX724 Fw 190A-5 TFace (Mask)
    Recommended:
    for Fw 190A-5 light fighter 1/48
    #648390
    KITS 03/2024
    INFO Eduard54
    March 2024
  • Page 55

    The ProfiPACK edition kit of the British
    WWII fighter aircraft Spitfire Mk.IXc late
    version in 1/48 scale.
    plastic parts: Eduard
    marking options: 6
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    Product page
    1/48
    Spitfire Mk.IXc late version
    #8281
    Re-release
    KITS 03/2024
    INFO Eduard
    55
    March 2024
  • Page 56

    Spitfire LF Mk.IXc, W/O Henryk Dygala, No. 302 (Polish) Sqn.,
    ALG G10 Plumetot, France, August 1944
    Spitfire HF Mk.IXc, F/Lt Otto Smik, No. 312 (Czechoslovak)
    Sqn., RAF North Weald, United Kingdom, August 1944
    Spitfire LF Mk.IXc, S/Lt. Pierre Clostermann, No. 602 Sqn.,
    Longues-sur-Mer, France, July 1944
    The No. 302 (Polish) Squadron was one of the units
    that participated in the invasion of Normandy in
    June 1944. The D
    -
    Day Invasion Stripes painted on
    the bottom of the fuselage and wings indicated
    it as well. This aircraft was equipped with wing
    racks for 250Ib bombs. The pointed rudder was
    freshly painted and so the colors appeared darker
    than on the rest of the aircraft. Nose art paintings
    were not common within the RAF, so this one,
    the girl sitting on the bomb, is one of exceptions.
    The Polish stencil right of the cockpit door
    “Wycierac obuwie” means “Wipe your shoes”.
    This Spitfire was flown by F/Lt Otto Smik, the CO
    of B Flight of No. 312 (Czechoslovak) Squadron.
    On the cockpit door 8.5 confirmed aircraft plus
    three V-1 kill marks were painted as his personal
    score of that time. Smik was flying this Spitfire
    during July and August on strafing missions
    over occupied Europe. He was shot down by
    AA fire during an attack on Gilze-Rijen Air Base
    but survived and with the help of the Dutch
    resistance, he returned to Great Britain. Smik
    met his fate on November 28, 1944, when he was
    killed during attack on the Zwolle railway station.
    The camouflage and marking of this Spitfire were
    typical for No. 312 (Czechoslovak) Sqn. with the
    unit badge painted on both sides of the cowling.
    Available photos do not reveal the type of the
    rudder. The MJ296 could have had either the
    rounded or pointed type.
    Pierre Clostermann, a famous French fighter
    ace, became known worldwide thanks to his
    book “Le Grand Cirque” (The Big Show) as well.
    One of the aircraft he was flying during the war
    was Spitfire MJ586. Clostermann’s score of seven
    confirmed, three probable and seven damaged
    enemy aircraft was portrayed below windshield.
    French sources credit Clostermann with 20 kills,
    but it has been a topic of debate for many years.
    The post war French figures are inconsistent
    with those of wartime documentation in British
    archives due to different methodology of these
    two Air Forces. At the end of WWII, Clostermann
    flew Tempests with No. 3 Squadron RAF. Note
    the squadron badge on both sides of the engine
    cowling.
    KITS 03/2024
    INFO Eduard56
    March 2024
  • Page 57

    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.,
    RAF Tangmere, United Kingdom, June 1944
    Spitfire LF Mk.lXc, P/O Jerry Billing, No. 401 Sqn.,
    France, July 1944
    MJ250 was flown by No. 601 “County of London”
    Squadron from July 1944. The unit was operating
    from the airfields at Perugia, Loreto and Fano at
    that time. The aircraft was used primarily for dive-
    bombing operations. MJ250 survived the war but
    was scrapped shortly afterward. The MJ250 was
    regularly flown by F/O Desmond Ibbotson, DFC
    & Bar who is credited with 11 confirmed and four
    probable kills plus five damaged aircraft. He died
    on November 19, 1944 at the controls of Spitfire
    MH614. The camouflage colors of MJ250 were
    removed except for the upper engine and fuel
    tank cowling. These parts seem to be taken from
    another aircraft which retained the camouflage
    colors. Note the unit badge on the fin tip.
    Jerry Billing was one of many Canadians serving
    with RAF. He volunteered in October 1942
    to help the Malta defense. After joining No. 185
    Squadron, he fought over the island until March
    1943, when he was downed by a Bf 109. Billing
    was transferred to No. 401 Squadron in 1944.
    He downed a Ju 88 bomber and damaged two
    Fw 190s on June 7, 1944, the second day of the
    invasion of Normandy. On July 1, 1944, his Spitfire
    ML135 was hit by AA fire and Billing belly-landed
    in no-man’s land in France. He managed to get
    back to the UK with the help of a French family.
    After WWII, Jerry Billing re-enlisted in the Royal
    Canadian Air Force and became an instructor.
    In 1951 he joined the Blue Devils, a Canadian
    aerobatics team flying Vampire jets. Billing left
    the RCAF in 1964, becoming DeHavilland test pilot.
    Jerry Billing was shot down at the controls of
    ML135 on July 1, 1944 and belly-landed seven
    miles south of Carentan, France. The D
    -
    Day
    stripes were left on the undersides only and
    the female name “Dorothy” appeared under the
    windscreen.
    KITS 03/2024
    INFO Eduard
    57
    March 2024
  • Page 58

    OVERTREES
    #8289X
    Spitfire Mk.IXc late version
    1/48
    Product page
    OVERLEPT
    #8281-LEPT1
    Spitfire Mk.IXc late version
    PE
    -
    Set 1/48
    Product page
    Recommended: for
    Spitfire Mk.IX late version 1/48
    48765 Spitfire Mk.IXc landing flaps (PE
    -
    Set)
    48766 Spitfire Mk.IX surface panels (PE
    -
    Set)
    49639 Spitfire Mk.IXc (PE
    -
    Set)
    FE840 Spitfire Mk.IX seatbelts STEEL (PE
    -
    Set)
    644008 Spitfire Mk.IX late LööK (Brassin)
    644067 Spitfire Mk.I late LööKplus (Brassin)
    648099 Spitfire exhaust stacks fishtail (Brassin)
    648100 Spitfire Mk.IX cockpit (Brassin)
    648109 Spitfire 500lb bomb set (Brassin)
    648112 Spitfire Mk.IX engine (Brassin)
    648113 Spitfire Mk.IX gun bay (Brassin)
    648119 Spitfire wheels - 5 spoke, smooth tire (Brassin)
    648120 Spitfire - radio compartment (Brassin)
    648124 Spitfire undercarriage legs BRONZE (Brassin)
    648306 Spitfire Mk.IX top cowl late (Brassin)
    648748 Spitfire Mk.IX landing flaps PRINT (Brassin)
    3DL48029 Spitfire Mk.IXc late version SPACE (3D Decal Set)
    #644008
    #648748
    #648100
    KITS 03/2024
    INFO Eduard58
    March 2024
  • Page 59

    The ProfiPACK edition kit of German
    WWII liasion aircraft Bf 108
    in 1/48 scale.
    plastic parts: Eduard
    marking options: 5
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    Product page
    1/48
    Bf 108
    #8078
    Re-release
    KITS 03/2024
    INFO Eduard
    59
    March 2024
  • Page 60

    Sonderkommando Blaich, Tripoli, Libya, January 1942
    France, May 1940
    Germany, September 1939
    Sonderkommando Blaich, named after its
    Commander Hptm. Theo Blaich, was equipped
    with He 111s and operated in Libya during 1942.
    This Taifun KG+EM also belonged to the fleet and
    was modified for service in tropical environment.
    It also received a tropical camouflage of a sand
    color with green spots on the upper surfaces.
    The most interesting operation of this unit was
    the successful bomb raid on the Allied fuel
    storage facility in For Lamy on January 22, 1942,
    in which this Bf 108 also played some role.
    This Bf 108 was painted with RLM 24 on the
    upper surfaces and RLM 65 on the lower ones.
    The snake was sprayed by RLM 65 with the use
    of a snake-shaped template over which the color
    was sprayed. The code letters were in RLM 05
    shade. Note the regular Taifun logo placed under
    the canopy. The framing of canopy could be either
    RLM 05 or natural metal.
    The German pre-war colors were used to
    camouflage this Taifun. Upper surfaces were
    painted RLM 61, RLM, 62 and RLM 63 shades, the
    undersides were RLM 65. The new camouflage
    was painted over the original factory colors and
    thus the stenciling was not visible.
    KITS 03/2024
    INFO Eduard60
    March 2024
  • Page 61

    Hungary, 1942–1944
    Stab I./JG51, Soviet Union, Winter 1942 - 1943
    This aircraft was painted in very unusual
    camouflage scheme as the RLM 74, 75 and 76
    colors prescribed for fighter aircraft were used.
    This Taifun served probably in Hungary on the
    Eastern front. The code letters ZS were either
    oversprayed or scraped off.
    The camouflage scheme consisted of RLM 70
    and 71 on upper surfaces and RLM 65 on lower
    surfaces. The upper surfaces were overpainted
    with white splotches. The white was sprayed over
    the edges of national insignia.
    OVERTREES
    #8054X
    Bf 108
    1/48
    Product page
    OVERLEPT
    #8078-LEPT1
    Bf 108
    PE
    -
    Set 1/48
    Product page
    Recommended:
    for Bf 108 1/48
    FE1431 Bf 108 seatbelts STEEL (PE
    -
    Set)
    648256 Bf 108 wooden propeller (Brassin)
    3DL48166 Bf 108 SPACE (3D Decal Set)
    #648256
    KITS 03/2024
    INFO Eduard
    61
    March 2024
  • Page 62

    BRASSIN
    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
    644249
    Sea King HU.5 LööK
    1/48 Airfix
    644253
    TBM-3 LööK
    1/48 Acade,y
    Product page
    Product page
    INFO Eduard62
    March 2024
  • Page 63

    644254
    I-16 Type 10 LööK
    1/48 Eduard
    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
    BRASSIN
    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
    644256
    Sea King HAS.1 LööKplus
    1/48 Airfix
    Product page
    Product page
    INFO Eduard
    63
    March 2024
  • Page 64

    BRASSIN
    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
    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
    644257
    Sea King HAS.5 LööKplus
    1/48 Airfix
    632192
    Bf 109E rudder pedals early PRINT
    1/32
    Product page
    Product page
    INFO Eduard64
    March 2024
  • Page 65

    BRASSIN
    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
    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
    Product page
    Product page
    648928
    Su-25 flaps and slats PRINT
    1/48 Zvezda
    INFO Eduard
    65
    March 2024
  • Page 66

    648969
    F-16C Block 30 cockpit PRINT
    1/48 Kinetic
    648975
    Tornado ejection seats
    1/48 Revell
    BRASSIN
    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
    Product page
    Product page
    INFO Eduard66
    March 2024
  • Page 67

    BRASSIN
    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
    648977
    Bf 109G-10 WNF cockpit PRINT
    1/48 Eduard
    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
    648976
    Fw 190A-8/R2 cockpit PRINT
    1/48 Eduard
    Product page
    Product page
    INFO Eduard
    67
    March 2024
  • Page 68

    BRASSIN
    Brassin set - the undercarriage wheels for F-35B
    in 1/48 scale. The set consists of the main wheels and
    a nose wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Tamiya
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    Brassin set - 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
    648979
    F-35B ejection seat PRINT
    1/48 Tamiya
    648978
    F-35B wheels
    1/48 Tamiya
    Product page
    Product page
    INFO Eduard68
    March 2024
  • Page 69

    BRASSIN
    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
    672352
    Bf 109G-6 engine PRINT
    1/72 Eduard
    Product page
    INFO Eduard
    69
    March 2024
  • How to Work with 3D Prints in Modeling

    In recent years, 3D printing has gained widespread popularity in the modeling industry, particularly for accessory production. A few years ago Eduard, too, embraced this technology, gradually replacing traditional casting methods with direct printing, constituting approximately 80% of our Brassin production.

    JAK NA 3D TISKY?
    Jakub Nademlejnský
    In recent years, 3D printing has gained widespread popularity
    in the modeling industry, particularly for accessory production.
    A few years ago Eduard, too, embraced this technology, gradually
    replacing traditional casting methods with direct printing,
    constituting approximately 80% of our Brassin production.
    Removing Supports: Cut supports using a sharp scalpel, razor saw, or ultrasonic knife.
    The primary advantage of 3D-printed
    accessories lies in their simplicity, with
    fewer parts enhancing user-friendliness
    in terms of assembly. Unlike cast kits that
    suffer from shape instability due to mold
    degradation, 3D-printed parts maintain
    dimensional stability.
    Here's an overview of working with our
    3D prints, simple activities suitable for
    modelers of varying skill levels.
    The 3D printed parts are connected to
    the base through printing supports. These
    supports are typically terminated directly
    with a rod in areas where the side is not
    visible. When the supports are attached
    to the visible side of the part, small balls
    are added to the top of these supports to
    prevent them from chipping off along with
    a piece of the set's part during removal.
    How to Work
    with 3D Prints
    in Modeling
    INFO Eduard70
    March 2024
  • Page 71

    JAK NA 3D TISKY?
    Sand the remaining supports with a fine grinder. Polish the part for a smooth finish.
    Cut through supports with the knife at a higher gear and low pressure.
    Trim any remaining residue with an ultrasonic knife.
    Procedure with an ultrasonic knife, such as the ZO-91 from HONDA Electronics.
    INFO Eduard
    71
    March 2024
  • Page 72

    JAK NA 3D TISKY?
    Trim any remaining residue with an
    ultrasonic knife.
    Cleaning the Part: Use a grinder to clean the entire part,
    opting for a coarser grinder if the side is not a visible face.
    Finished cleaned part, ready for gluing or painting.
    For very thin parts, use a razor saw or ultrasonic knife instead of a scalpel. A razor saw or ultrasonic scalpel is better for such parts.
    For less critical areas, roughly trim supports with a scalpel or remove them
    with a fingernail.
    After sanding, the part is ready to be installed in the model within a minute.
    INFO Eduard72
    March 2024
  • Page 73

    JAK NA 3D TISKY?
    I will also prepare the same part of the cockpit tub on F-16C 1/48 from Kinetic for gluing into the kit.
    Glue 3D print parts using superglue; solvent welding adhesives designed
    for plastics won't work. As in previous procedures, I first drip a few drops
    of superglue onto the coated paper after.
    With a few drops of superglue applied with a cut needle, I glue the cockpit
    interior to the plastic airframe section.
    Degrease 3D printed parts with isopropyl alcohol before painting.
    I place the cockpit assembly into the model.
    INFO Eduard
    73
    March 2024
  • Page 74

    JAK NA 3D TISKY?
    Some parts may have a visible raster, due to technological reasons.
    This can be sanded first with a coarse and then with a fine grinder
    until smooth.
    Before spraying the part with paint, I recommend spraying the part with a few coats of Mr. Surfacer 1000 first.
    Now I can apply the paint and finish the cockpit by the classic way.
    Another option is to polish the spot with a cotton swab dipped in isopropyl alcohol.
    It needs to be polished for a longer period of time. In areas that are difficult to sand
    or have details nearby, this procedure is appropriate. The material we use for 3D print
    from at Eduard is quite flexible, if you want to bend the parts, I recommend soaking
    them in hot water beforehand to soften them.
    Product page
    INFO Eduard74
    March 2024
  • Page 75

  • Page 76

    BRASSIN
    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%.
    SIN648121
    FM-1 ESSENTIAL
    1/48 Eduard
    Product page
    INFO Eduard76
    March 2024
  • Page 77

    BRASSIN
    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 %.
    SIN648122
    FM-2 ADVANCED
    1/48 Eduard
    Product page
    INFO Eduard
    77
    March 2024
  • Page 78

    PHOTO
    -
    ETCHED
    MARCH 2024
    Gannet AS.1
    1/48 Airfix
    #491424
    #FE1424
    #FE1426
    INFO Eduard78
    March 2024
  • Page 79

    Gannet AS.4
    1/48 Airfix
    #491425
    #FE1425
    #FE1426
    PHOTO
    -
    ETCHED
    INFO Eduard
    79
    March 2024
  • Page 80

    PHOTO
    -
    ETCHED
    F4U-1A
    1/48 Magic Factory
    #491427
    #FE1427
    #FE1428
    INFO Eduard80
    March 2024
  • Page 81

    PHOTO
    -
    ETCHED
    A-6A
    1/72 Trumpeter
    #73818
    #SS818
    INFO Eduard
    81
    March 2024
  • Page 82

    INFO Eduard82
    Březen 2024
  • Page 83

    B-17 ACCESSORIES
    INFO Eduard
    83
    Březen 2024
  • Page 84

    B-17 ACCESSORIES
    INFO Eduard84
    Březen 2024
  • Page 85

    B-17 ACCESSORIES
    INFO Eduard
    85
    Březen 2024
  • Page 86

    B-17 ACCESSORIES
    INFO Eduard86
    Březen 2024
  • Page 87

  • Page 88

    3DL48160 F-35B SPACE 1/48 Tamiya
    3DL48161
    Hurricane Mk.IIb SPACE 1/48 Arma Hobby
    Product page
    Product page
    easy
    application
    INFO Eduard88
    March 2024
  • Page 89

    SPACE
    3DL48162 Gannet AS.1 SPACE 1/48 Airfix
    3DL48163
    Gannet AS.4 SPACE 1/48 Airfix
    SPACE
    Product page
    Product page
    INFO Eduard
    89
    March 2024
  • Page 90

    3DL48165 F4U-2 SPACE 1/48 Magic Factory
    Product page
    SPACE
    3DL48164 F4U-1A SPACE 1/48 Magic Factory
    Product page
    INFO Eduard90
    March 2024
  • Page 91

    SPACE
    3DL48166 Bf 108 SPACE 1/48 Eduard
    3DL48167
    F-5E SPACE 1/48 AFV Club/Eduard
    SPACE
    Product page
    Product page
    INFO Eduard
    91
    March 2024
  • Page 92

    SPACE
    3DL72028 A-6A SPACE 1/72 Trumpeter
    Product page
    DECAL SET
    D48116
    F-35B stencils
    1/48
    Product page
    INFO Eduard92
    March 2024
  • Page 93

    Product page
    Product page
    EDDIE THE RIVETER
    ER48009
    Surface panels
    1/48
    ER72004
    Surface panels
    1/72
    INFO Eduard
    93
    March 2024
  • Page 94

    BIG ED
    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30 %.
    BIG33159 AH-1G early 1/35 ICM
    BIG49396
    Mi-17 1/48 Trumpeter
    321015 AH-1G early 1/35
    33362 AH-1G early seatbelts STEEL 1/35
    JX320 AH-1G 1/35
    481126 Mi-17 cargo seats 1/48
    491401 Mi-17 1/48
    491402 Mi-17 cargo seatbelts STEEL 1/48
    FE1402 Mi-17 seatbelts STEEL 1/48
    EX993 Mi-17 1/48
    Product page
    Product page
    INFO Eduard94
    March 2024
  • Page 95

    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30 %.
    BIG ED
    BIG49397 Sea King HAS.1 1/48 Airfix
    BIG49398
    Sea King HAS.5 1/48 Airfix
    BIG49399
    Sea King HU.5 1/48 Airfix
    491394 Sea King HAS.1 1/48
    491404 Sea King HAS.1 cargo interior 1/48
    FE1397 Sea King seatbelts STEEL 1/48
    EX989 Sea King 1/48
    491395 Sea King HAS.5 1/48
    491405 Sea King HAS.5 cargo interior 1/48
    FE1397 Sea King seatbelts STEEL 1/48
    EX989 Sea King 1/48
    491396 Sea King HU.5 1/48
    491397 Sea King HU.5 cargo seatbelts STEEL 1/48
    491406 Sea King HU.5 cargo interior 1/48
    FE1397 Sea King seatbelts STEEL 1/48
    EX989 Sea King 1/48
    Product page
    Product page
    Product page
    INFO Eduard
    95
    March 2024
  • Page 96

    MASKS
    IT FITS!
    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
    EX1017 Gannet AS.1/AS.4 TFace
    EX1017 Gannet AS.1/AS.4 TFace
    EX1016 Gannet AS.1/AS.4
    EX1016 Gannet AS.1/AS.4
    EX1017 Gannet AS.1/AS.4 TFace
    EX1017 Gannet AS.1/AS.4 TFace
    INFO Eduard96
    Březen 2024
  • Page 97

    Dunstable Business Centre, Office Suite No.2, Blackburn Road, Houghton Regis, Bedfordshire LU5 5BQ
    Tel: +44 (0)1582 668411, Email: kim@guidelinepublications.co.uk
    All major credit cards accepted.
    Orders can be placed by mail, telephone, email or through the website.
    (www.guidelinepublications.co.uk) Plus postage and packing on all
    orders. Overseas readers pay postage at air mail printed paper rate.
    Warpaint on the web
    For more information and secure ordering please visit:
    www.guidelinepublications.co.uk
    1 Bristol Beaufighter £13.00
    2 Blackburn Buccaneer £13.00
    3 Junkers Ju 87 Stuka £13.00
    4 North American F-100 Super Sabre £13.00
    5 Hawker Typhoon £13.00
    6 Avro Shackleton £14.00
    7 Junkers Ju 88 £13.00
    8 Hawker Hunter £17.00
    9 Grumman F4F Wildcat/Martlet £13.00
    10 Vickers Wellington £13.00
    11 de Havilland Sea Vixen £13.00
    12 Fairey Swordfish £15.00
    13 Focke Wolfe Fw 200 Condor £14.00
    14 BAC Lightning £18.00
    15 Short Stirling £14.00
    16 Hawker Sea Fury £13.00
    17 Gloster Javelin £14.00
    18 Douglas Skyraider £14.00
    19 de Havilland Hornet and Sea Hornet £14.00
    20 Supermarine Seafire (Griffon engine) £15.00
    21 Armstrong Whitworth Whitley £14.00
    22 Gloster Meteor £20.00
    23 Fairey Gannet £15.00
    24 Dornier Do 217 £14.00
    25 Short Sunderland £14.00
    26 Bristol Blenheim £15.00
    27 de Havilland Vampire £20.00
    28 Fairey Firefly £17.00
    29 Hawker Sea Hawk £15.00
    30 Avro Vulcan £16.00
    31 RAF/RN Phantoms £17.00
    32 Douglas A-20 Boston/Havoc £17.00
    33 Heinkel He 177 £14.00
    34 Avro Lincoln £16.00
    35 Fairey Barracuda £15.00
    36 Handley Page Victor £16.00
    37 Gloster Gladiator £17.00
    38 Republic F-105 Thunderchief £15.00
    39 Supermarine Walrus £13.00
    40 Canadair/Commonwealth Sabre £16.00
    41 Fairey Fulmar £15.00
    42 Boulton Paul Defiant £13.00
    43 Lockheed F-104 Starfighter £18.00
    44 de Havilland Venom £15.00
    45 Martin B-57 Canberra £16.00
    46 Handley Page Halifax £17.00
    47 McDonnell F-101 Voodoo £15.00
    48 Westland Lysander £15.00
    49 Fiat G.91 £15.00
    50 Bristol Beaufort £15.00
    51 Lockheed Neptune £16.00
    52 Fairey Albacore £15.00
    53 Avro Anson £16.00
    54 Westland Whirlwind F.Mk I £13.00
    55 Hawker Tempest £14.00
    56 Blackburn Firebrand £14.00
    57 Handley Page Hampden £14.00
    58 Supermarine Swift £14.00
    59 Lockheed Hudson £14.00
    60 English Electric Canberra £20.00
    61 Savoia Marchetti S.79 Sparviero £14.00
    62 Handley Page Hastings £14.00
    63 Vickers Valiant £14.00
    64 Convair F-102 £15.00
    65 Westland Wessex £17.00
    66 Bristol Bulldog £13.00
    67 Folland Gnat and Ajeet £13.00
    68 Bristol Brigand £13.00
    69 Martin B-26 Marauder £14.00
    70 Vought Corsair £18.00
    71 Armstrong Whitworth 650/660 Argosy £14.00
    72 Vickers Supermarine Merlin Seafire £14.00
    73 North American B-25 Mitchell £15.00
    74 Hawker Siddeley Harrier £17.00
    75 BAe Sea Harrier £15.00
    76 Grumman Tracker/Trader/Tracer £17.00
    77 Curtiss P-40 £15.00
    78 Aer Macchi C.202-205 Folgore-Veltro £15.00
    79 Consolidated PBY Catalina £17.00
    80 Saab Draken £17.00
    81 Junkers Ju 52 £14.00
    82 BAC Jet Provost £17.00
    83 Fairey Battle £17.00
    84 Grumman F6F Hellcat £18.00
    85 Supermarine Scimitar £15.00
    86 Vickers Wellesley £15.00
    87 Grumman Avenger £18.00
    88 Lockheed T-33A £15.00
    89 Avro Lancaster £18.00
    90 Boeing B-17 £18.00
    91 Mikoyan-Gurevich MiG-21 'Fishbed' £27.00
    92 Grumman HU-16 Albatross £17.00
    93 Messerschmitt Me 262 £15.00
    94 Supermarine Attacker £15.00
    95 Westland Sea King £18.00
    96 Consolidated B-24 Liberator £27.00
    97 North American RA-5C Vigilante £18.00
    98 Avro York £17.00
    99 McDonnell Demon £17.00
    100 Republic F-84F and RF-84F £20.00
    101 de Havilland D.H.82 Tiger Moth £16.00
    102 Convair B-36 £16.00
    103 Avro Manchester £14.00
    104 General Dynamics F-111 & EF-111A £20.00
    105 Sopwith Pup £14.00
    106 Sikorsky S-55/H-19 & Westland Whirlwind £18.00
    107 Ilyushin Il-2 ‘Sturmovik’ £15.00
    108 Martin Mariner and Marlin £17.00
    109 Douglas C-54/R5D Skymaster & DC-4 £21.00
    110 Westland Scout & Wasp £16.00
    111 Vought OS2U Kingfisher £16.00
    112 Douglas A3D Skywarrior £20.00
    113 Panavia Tornado ADV £17.00
    114 McDonnell F-4 Phantom II £25.00
    115 Armstrong Whitworth Albemarle £14.00
    116 Hawker Fury and Nimrod £17.00
    117 Douglas F4D/F-6 Skyray & F5D Skylancer £15.00
    118 NAA B-45 Tornado £16.00
    119 Grumman F9F Panther £15.00
    120 Mikoyan-Gurevich MiG-15 £17.00
    121 Douglas A-4 Skyhawk £26.00
    122 Albatros D.I - D.III £16.00
    123 de Havilland (Canada) Chipmunk £15.00
    124 Mikoyan-Gurevich MiG-17 £17.00
    125 Bristol Britannia, Argus and Yukon £17.00
    126 Grumman F-14 Tomcat £26.00
    127 Cessna T-37 A/B/C and A-37 A/B £21.00
    128 Bristol Scout £15.00
    129 Mikoyan-Gurevich MiG-3 £18.00
    130 Ilyushin Il-28 £18.00
    131 Auster in British Military & foreign air arm service £18.00
    132 Boeing B-52 Stratofortress £25.00
    133 Douglas C-47 Skytrain/Dakota £25.00
    134 Aero L-29 Delfin £21.00
    135 DH.89 Dragon Rapide & Dominie £17.00
    136 Airspeed Oxford & Consul £18.00
    137 Douglas SBD Dauntless £28.00
    138 Lockheed F-117 Nighthawk £18.00
    139 de Havilland (Canada) DHC-2 Beaver £18.00
    Warpaint Specials
    No.1 Republic P-47 Thunderbolt £19.00
    No.2 Messerschmitt Bf 109 £25.00
    No.3 de Havilland Mosquito £25.00
    No.4 Cessna Bird Dog £12.00
    No.5 NAA P-51 Mustang and Derivatives £22.00
    No.6 Dambusters and the Lancaster £20.00
    The Vickers VC.1 Viking was a British twin-engine short-range airliner derived from the Vickers Wellington
    bomber and built by Vickers-Armstrongs Limited at Brooklands near Weybridge in Surrey. After the Second
    World War, the Viking was an important airliner with British airlines, pending the development of turboprop
    aircraft like the Viscount. An experimental airframe was fitted with Rolls-Royce Nene turbojets and first flown
    in 1948 as the world's first pure jet transport aircraft. Military developments were the Vickers Valetta and
    the Vickers Varsity. The Valetta was a military derivative of the Viking developed in transport and
    training variants for the Royal Air Force. The Varsity was a versatile twin piston-engined aircraft
    developed from the Viking and Valetta but with a tricycle undercarriage and ventral pannier for
    bomb-aimer training, among other changes. It was brought into RAF service in 1951 for crew
    training as a replacement for the Wellington T10. The most outstanding quality of the Varsity was that
    it could provide excellent training for pilots, flight engineers, radio operators, navigators and bomb
    aimers simultaneously. The prototype Varsity T Mk I made its maiden flight on 17 July 1949. The RAF
    took its first deliveries in October 1951 which went to No.201 Squadron, Advanced Flying School at
    Swinderby, Lincolnshire. Production of the Varsity T Mk I for the RAF ceased on 28 February 1954 after a total of 163 had
    been built, the type serving the RAF faithfully until being withdrawn from use in 1976. This Warpaint relates the history of all three types,
    focussing on the military operators, as per the series title. It is profusely illustrated by over 100 top quality photographs, nearly all in colour from the
    authors extensive photograph archive and supported by the excellent colour profiles and plans by Sam Pearson.
    Vickers
    VVIIKKIINNGG,, VVAALLEETTTTAA && VVAARRSSIITTYY
    In military service
    Adrian M. Balch
    Varsity T.1s, WL629-K & WJ917-AA, of RAF
    5 FTS near Oakington, Cambridgeshire in
    1968 (Author's collection)
    WARPAINT SERIES No.141
    ty.qxp_Warpaint Master 28/12/2023 10:10 Page 54
    The full story of the first true Multi-Role Combat Aircraft, the OV-10 Bronco, still flying operationally after
    nearly six decades of service, is told here for the first time in a bumper 104-page Warpaint. Detailed first-
    hand information gathered over many years has enabled the author to bring together the many facets of
    this remarkably versatile aircraft including pre-cursors, competitors and prototypes, through Vietnam and
    combat service with some eleven US and foreign Air Arms, and its part in the development of modern
    precision weapons, to its astonishing array of uses since. These include fighting drug cartels in Columbia,
    fires in California, mosquitos in South Carolina, and ISIS in Northern Iraq. Also, finally covered in full and
    accurate detail are the German ‘jet’ Broncos. The world’s largest restoration project and current training
    of US and NATO JTACS bring the story up to date. De-classified information has made it possible to
    detail for the first time all the long-nose D model conversions and all the Broncos that served in Desert
    Storm, their preparation, the epic trans-continental deployment of one squadron by air, and the key role
    played by the Broncos during the war. The detailed and revealing narrative is copiously illustrated
    throughout with fully captioned photographs - many previously unseen- and backed by personal
    accounts, Individual aircraft histories, airframe lists, scale plans and specially commissioned art work
    with comprehensive colour scheme information.
    All these titles are available in printed format via our on demand printing service. Please contact our office for further information.
    £19.00
    Warpaint series No.141
    Orders from the world’s book
    and hobby trade are invited
    New
    release
    Previous Warpaint titles
    £28.00
    Warpaint series No.140
    G
    G
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    U
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    D
    E
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    S
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    North American
    OOVV--1100 BBrroonnccoo
    By Mike Verier
    'Triple nuts' the CO of VMO-2's aircraft, on the ramp at MCAS
    Camp Pendleton in 1987, freshly painted in the then-new three-
    colour camouflage. Like all D models 155499 was converted from
    a Vietnam era OV-10A. Subsequently upgraded to 'D+' '499 went
    on to serve in Desert Storm and is today preserved at Pima
    County Air & Space Museum. (Mike Verier)
    WARPAINT SERIES No.140
    0 Warpaint OV-10 Bronco.qxp_Warpaint Master 02/10/2023 18:50 Page 54
    Warpaint 141 Viking Valetta Varsity + OV-10 Bronco.qxp_Warpaint Advert 04/01/2024 20:05 Page 1
  • Page 98

    RELEASES
    MARCH 2024
    KITS
    PE
    -
    SETS
    ZOOMS
    MASKS
    11182 Freedom Tiger 1/48 Limited
    70156 Bf 109G-2 1/72 ProfiPACK
    84118 Fw 190A-5 1/48 Weekend
    8281 Spitfire Mk.IXc late version Re-release 1/48 ProfiPACK
    8078 Bf 108 Re-release 1/48 ProfiPACK
    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
    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
    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
    BIG ED
    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
    BIG-EDBIG-ED
    INFO Eduard98
    March 2024
  • Page 99

    RELEASE
    BRASSIN
    LöökPLUS
    BIG SIN
    SPACE
    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
    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
    MARCH 2024
    DECAL SET
    EDDIE THE RIVETER
    D48115 F-35B stencils 1/48
    ER48008 Surface panels 1/48
    ER72003 Surface panels 1/72
    INFO Eduard
    99
    March 2024
  • Page 100

    BUILT
    1/350
    built by Pavel Zimandl
    #LN01
    USS Arizona
    USS Arizona (BB-39), Pearl Harbor, Hawaii Islands, United States, December 1941
    INFO Eduard100
    March 2024
  • Page 101

    BUILT
    INFO Eduard
    101
    March 2024
  • Page 102

    BUILT
    1/48
    built by Matthias Becker
    #11177
    MARKING B
    INFO Eduard102
    March 2024
  • Page 103

    BUILT
    9./JG 4, Flensburg airfield, Germany, May 1945
    On the cowling is painted the emblem of JG 4 with
    a knight's helmet. The machine probably belonged
    to 9. Staffel of III./JG 4. It is possible that its pilot
    was Fw. Hans Braun, who used the same marked
    aircraft in late 1944. The Messerschmitt Bf 109K-4s
    were received by III./JG 4 in October 1944 and
    used along with the G-14 and G-10 versions.
    At that time, temporary commander of 9./JG 4 was
    Lt. Hans Klaffenbach (21 victories), who briefly
    represented Hptm. Johannes Kaufmann (10 v.).
    Hans Klaffenbach became commander of JaboG
    32 with F-104s in 1964 and led it for eight years.
    In 1997 he was one of the most prominent guests
    at the opening of the Museum of the Air Battle over
    the Ore Mountains in Czech Republic, in which he
    took part on September 11, 1944. Kaufmann led
    his unit from the end of January 1945 in battles
    against the Red Army, and on several occasions
    his unit escorted airmen in suicide attacks on
    bridges on the Oder River. His daughter was the
    famous German actress Christina Kaufmann.
    Fuselage was probably painted in RLM 74 and
    RLM 75 with yellow-grey version of RLM 76.
    Vertical tail was painted in darker version of RLM
    74 and 75, the RLM 74 had a tinge of green. Wing
    was painted with lighter shade of colors RLM 74,
    75 and 76.
    Product page
    INFO Eduard
    103
    March 2024
  • Page 104

    ON APPROACH
    APRIL 2024
    644258
    F-5E LööK LööK
    1/48 AFV CLUB / Eduard
    644259
    F-35B LööK
    1/48 Tamiya
    672005
    Bf 109G-4 LööK
    1/72 Eduard
    672004
    Bf 109G-2 LööK
    1/72 Eduard
    BIG5370 USS Nimitz CVN-68 PART II 1/350 Trumpeter
    BIG33160 F-35B 1/32 Trumpeter
    BIG49400 Hurricane Mk.IIc 1/48 Hobby Boss
    BIG49401 P-47D-25 1/48 MINIART
    BIG49402 Fulmar Mk.I 1/48 Trumpeter
    644258 F-5E LööK 1/48 AFV Club/Eduard
    644259 F-35B LööK 1/48 Tamiya
    674004 Bf 109G-2 LööK 1/72 Eduard
    674005 Bf 109G-4 LööK 1/72 Eduard
    648970 F-16C Block 42 till 2005 cockpit PRINT 1/48 Kinetic
    648971 F-16C Block 42 from 2006 cockpit PRINT 1/48 Kinetic
    648974 F-16C wheel bays early PRINT 1/48 Kinetic
    648980 Su-25 gun muzzle PRINT 1/48 Zvezda
    648981 Su-25 airbrakes early PRINT 1/48 Zvezda
    648982 P-38J right engine PRINT 1/48 Tamiya
    648985 F4U wheels 1/48 Magic Factory
    672353 Bf 109G-2/G-4 engine PRINT 1/72 Eduard
    672354 Me 410 wheels 1/72 Airfix
    672355 Bf 109G-5/G-6 gun barrels PRINT 1/72 Eduard
    672356 Me 410 exhaust stacks PRINT 1/72 Airfix
    644260 Sea King HU.5 LööKplus 1/48 Airfix
    644261 TBF-1C LööKplus 1/48 Academy
    644262 TBM-3 LööKplus 1/48 Academy
    SIN648123 FM-1 ADVANCED 1/48 Eduard
    SIN648124 F-35B ARMAMENT 1/48 Tamiya
    BIG ED (April)
    BRASSIN (April)
    LöökPlus (April)
    BIGSIN (April)
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for F-5E in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: AFV Club / Eduard
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard and STEEL
    seatbelts for F-35B in 1/48 scale. Easy to assemble,
    replaces plastic parts. Recommended kit: Tamiya
    Set contains:
    - resin: 1 part
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard and STEEL seatbelts
    for Bf 109G-4 in 1/72 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
    LööK set - Brassin pre-painted dashboard and STEEL
    seatbelts for Bf 109G-2 in 1/72 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
    PRELIMINARY IMAGES
    INFO Eduard104
    March 2024
  • Page 105

    648970
    F-16C Block 42 till 2005 cockpit PRINT
    1/48 Kinetic
    ON APPROACH
    Brassin set - a cockpit for F-16C Block 42 (pre-2006 production)
    in 1/48 scale. Made by direct 3D printing.
    Recommended kit: Kinetic
    Set contains:
    - 3D print: 14 parts
    - resin: 1 part, pre-painted
    - decals: yes
    - photo-etched details: yes
    pre-painted
    - painting mask: no
    648971
    F-16C Block 42 from 2006 cockpit PRINT
    1/48 Kinetic
    648974
    F-16C wheel bays early PRINT
    1/48 Kinetic
    Brassin set - a cockpit for F-16C Block 42 (2006 onwards
    production) in 1/48 scale. Made by direct 3D printing.
    Recommended kit: Kinetic
    Set contains:
    - 3D print: 14 parts
    - resin: 1 part, pre-painted
    - decals: yes
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    Brassin set - wheel bays for F-16C in 1/48 scale.
    The set consists of nose and main wheel bays.
    Made by direct 3D printing.
    Recommended kit: Kinetic
    Set contains:
    - 3D print: 10 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    INFO Eduard
    105
    March 2024
  • Page 106

    ON APPROACH
    APRIL 2024
    648980
    Su-25 gun muzzle PRINT
    1/48 Zvezda
    648981
    Su-25 airbrakes early PRINT
    1/48 Zvezda
    648982
    P-38J right engine PRINT
    1/48 Tamiya
    Brassin set - gun muzzle for Su-25 in 1/48 scale.
    Made by direct 3D printing. Easy to assemble, replaces
    plastic parts. Recommended kit: Zvezda
    Set contains:
    - 3D print: 1 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - airbrakes (an early production type)
    for Su-25 in 1/48 scale. Made by direct 3D printing.
    Recommended kit: Zvezda
    Set contains:
    - 3D print: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - right engine for P-38J
    in 1/48 scale. Made by direct 3D printing.
    Recommended kit: Tamiya
    Set contains:
    - 3D print: 48 parts
    - decals: yes
    - photo-etched details: yes
    - painting mask: no
    INFO Eduard106
    March 2024
  • Page 107

    ON APPROACHAPRIL 2024
    648985
    F4U wheels
    1/48 Magic Factory
    672353
    Bf 109G-2/G-4 engine PRINT
    1/72 Eduard
    672354
    Me 410 wheels
    1/72 Airfix
    Brassin set - the undercarriage wheels for F4U-1A
    and F4U-2 in 1/48 scale. The set consists of the main
    wheels and a tail wheel. Easy to assemble, replaces
    plastic parts. Recommended kit: Magic Factory
    Set contains:
    - resin: 3 parts
    - 3D print: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    Brassin set - engine for Bf 109G-2 and Bf 109G-4
    in 1/72 scale. The cownlings are included.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 18 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Brassin set - the undercarriage wheels for Me 410
    in 1/72 scale. The set consists of the main wheels.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Airfix
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    INFO Eduard
    107
    March 2024
  • Page 108

    ON APPROACH
    672355
    Bf 109G-5/G-6 gun barrels PRINT
    1/72 Eduard
    Brassin set - gun barrels for Bf 109G-5 a Bf 109G-6
    in 1/72 scale. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    6442260
    Sea King HU.5 LööKplus
    1/48 Airfix
    Collection of 3 sets for Sea King HU.5 in 1/48 scale.
    Recommended kit: Airfix
    - LööK set (pre-painted Brassin dashboards & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    672356
    Me 410 exhaust stacks PRINT
    1/72 Airfix
    Brassin set - exhaust stacks for Me 410 in 1/72 scale.
    Made by direct 3D printing. Easy to assemble, replaces
    plastic parts. Recommended kit: Airfix
    Set contains:
    - 3D print: 8 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    APRIL 2024
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    ON APPROACH
    Collection of 4 sets for TBF-1C in 1/48 scale.
    Recommended kit: Academy
    - LööK set (pre-painted Brassin dashboards & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    - seats
    Collection of 4 sets for TBM-3 in 1/48 scale.
    Recommended kit: Academy
    - LööK set (pre-painted Brassin dashboards & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    - seats
    644261
    TBF-1C LööKplus
    1/48 Academy
    644262
    TBM-3 LööKplus
    1/48 Academy
    APRIL 2024
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    SIN648123
    FM-1 ADVANCED
    1/48 Eduard
    Collection of 4 sets for FM-1 in 1/48 scale.
    Recommended kit: Eduard
    - engine
    - wheel bay
    - landing flaps
    - gun bays
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    ON APPROACH
    APRIL 2024
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    SIN648124
    F-35B ARMAMENT
    1/48 Tamiya
    Collection of 5 sets for F-35B in 1/48 scale.
    Recommended kit: Tamiya
    - AIM-120C AMRAAM (2pcs)
    - GBU-12 bomb
    - GBU-39 w/ BRU-61
    - AIM-9X
    - GBU-31(V)1/B JDAM
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    BRASSIN 02/2022BRASSIN 02/2022
    ON APPROACHAPRIL 2024
    INFO Eduard
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    March 2024
  • Page 112

    PE
    -
    SETS
    53307 HMS Ark Royal 1939 part 3 1/350 I LOVE KIT
    53308 HMS Ark Royal 1939 part 4 1/350 I LOVE KIT
    36517 Jagdpanzer 38(t) Hetzer 1/35 Takom
    481133 Lancaster B Mk.III Dambuster undercarriage 1/48 HKM
    481134 Lancaster B Mk.III Dambuster landing flaps 1/48 HKM
    481135 Lancaster B Mk.III Dambuster bomb bay 1/48 HKM
    481136 Lancaster B Mk.III Dambuster radiators 1/48 HKM
    491432 P-47D-30 1/48 MINIART
    491434 Lancaster B Mk.III Dambuster cockpit 1/48 HKM
    491436 MiG-29K 1/48 Hobby Boss
    491438 U-2R 1/48 Hobby Boss
    72735 PBM-5A exterior 1/72 Academy
    72736 PBM-5A bomb bay 1/72 Academy
    73820 OV-10D+ 1/72 ICM
    73821 PBM-5A interior 1/72 Academy
    ZOOMS
    FE1432 P-47D-30 1/48 MINIART
    FE1433 P-47D-30 seatbelts STEEL 1/48 MINIART
    FE1434 Lancaster B Mk.III Dambuster 1/48 HKM
    FE1435 Lancaster B Mk.III Dambuster seatbelts STEEL 1/48 HKM
    FE1436 MiG-29K 1/48 Hobby Boss
    FE1437 MiG-29K seatbelts STEEL 1/48 Hobby Boss
    FE1438 U-2R 1/48 Hobby Boss
    FE1439 U-2R seatbelts STEEL 1/48 Hobby Boss
    SS820 OV-10D+ 1/72 ICM
    SS821 PBM-5A 1/72 Academy
    SS822 PBM-5A seatbelts STEEL 1/72 Academy
    MASKS
    EX1021 U-2R 1/48 Hobby Boss
    EX1022 U-2R TFace 1/48 Hobby Boss
    EX1023 MiG-29K 1/48 Hobby Boss
    EX1024 MiG-29K TFace 1/48 Hobby Boss
    EX1025 P-47D-30 1/48 MINIART
    EX1026 P-47D-30 TFace 1/48 MINIART
    EX1027 Lancaster B Mk.III Dambuster 1/48 HKM
    EX1028 Lancaster B Mk.III Dambuster TFace 1/48 HKM
    CX661 OV-10D+ 1/72 ICM
    SPACE
    3DL48168 U-2R SPACE 1/48 Hobby Boss
    3DL48169 MiG-29K SPACE 1/48 Hobby Boss
    3DL48170 P-47D-30 SPACE 1/48 MINIART
    3DL48171 Lancaster B Mk.III Dambuster SPACE 1/48 HKM
    3DL48172 MiG-21PFM grey SPACE 1/48 Eduard
    3DL48173 MiG-21PFM turquoise SPACE 1/48 Eduard
    3DL72029 OV-10D+ SPACE 1/72 ICM
    3DL72030 PBM-5A SPACE 1/72 Academy
    ON APPROACH
    APRIL 2024
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    ON APPROACH
    GUSTAV pt.2 #2145 1/72
    Bf 109G-6/R6, WNr. 160303,
    Hptm. Friedrich Eberle, CO of III./JG 1,
    Volkel, the Netherlands,
    November 1943 – January 1944
    Bf 109G-6, Lt. Anton Hafner, CO of 10./JG 51,
    Tilsit-East, the Soviet Union, August 1944
    Bf 109G-6/R1, Lt. Max-Bruno Fischer,
    Stab II./JG 3, Evreux-Fauville,
    France, June 1944
    APRIL 2024
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    ON APPROACH
    Bf 109G-14, Hptm. Erich Hartmann,
    CO of I./JG 53, Veszprém, Hungary,
    February 1945
    Bf 109G-6, WNr. 165267, Majuri Eino Luukkanen,
    1/HleLv 34, Taipalsaari airfield, Finland,
    July 1944
    Bf 109G-14, Oblt. Rolf Schlegel, 10./JG 4,
    terbog-Damm, Germany, March 1945
    Bf 109G-14, WNr. 465437, Hptm. Franz Dörr,
    CO of III./JG 5, Gossen, Norway, May 1945
    Bf 109G-14/U4, WNr. 512382, Lt. Horst Schlick,
    4./JG 77, Schönwalde, Germany, November
    1944
    Bf 109G-14, WNr. 464380, Maggiore Mario
    Bellagambi, CO of 5ª Squadriglia, 2° Gruppo
    Caccia ANR, Osoppo, Italy, March 1945
    Bf 109G-14, WNr. 782205, Lt. Antal Szebeni,
    101/5. Vadászszázad MKHL, Börnd, Hungary,
    October 1944
    APRIL 2024
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    ON APPROACH
    Gustav Bf 109G-6 late
    built by Luboš Henkl
    APRIL 2024
    INFO Eduard
    115
    March 2024
  • Page 116

    ON APPROACH
    Gustav Bf 109G-14
    APRIL 2024
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    March 2024
  • Page 117

    ON APPROACH
    Gustav Bf 109G-6 late
    APRIL 2024
    INFO Eduard
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    March 2024
  • Page 118

    Fokker E.III
    1/48
    ON APPROACH
    #8419
    APRIL 2024
    E339/16, Lt. Josef Jacobs,
    Fokkerstaffel West, June 1916
    Gotthard Sachsenberg, MFFA I,
    April–November 1916
    Austro-Hungarian Navy,
    Abwehrflugstation Altura,
    AustroHungaria, 1918
    E105/15, Ernst Udet,
    KeK Habsheim, 1916
    INFO Eduard118
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  • Page 119

    ON APPROACH
    F4F-4 Wildcat late #82203 1/48
    Lt.(Jg) William E. Eder, VGF-29, USS Santee (CVE-29),
    November 1942
    BuNo.11992, Ens. Leroy Childs, VF-11, Guadalcanal,
    May 1943
    Lt. Philip H. Torrey Jr., CO VF-22, USS Independence (CVL-22),
    June 1943
    VC-13, USS Core (CVE-13), August-September 1943
    Lt. (jg) Dean S. Laird, USS Ranger (CV-4),
    Operation Leader, October 1943
    VMF-441, Nanumea, November 1943
    APRIL 2024
    INFO Eduard
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    March 2024
  • Page 120

    F6F-5 Hellcat
    1/72
    #7077Re-release
    ON APPROACH
    BuNo 70143, Cdr. David McCampbell,
    CO of CAG-15 USS Essex (CV-9), October 1944
    Lt. Carl A. Brown Jr., VF-27,
    USS Princeton (CVL-23), October 1944
    BuNo 72534, Ens. Donald McPherson, Bill Kingston,
    Jr., Lyttleton Ward, VF-83, USS Essex (CV-9),
    May 1945
    Lt. Leo Bob McCuddin, VF-20, USS Enterprise (CV-6), October 1944
    APRIL 2024
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  • Page 121

    ON APPROACH
    Re-release
    MiG-21PFM
    #8237
    1/48
    1 Eskadra of the 62 Pułk Lotnictwa Myśliwskiego,
    Polish Air Force, Poznan – Krzesiny AB,
    Poland, 1994
    No. 7909, 11 Fighter Air Regiment, Czechoslovak Air Force,
    Žatec airfield, Czech and Slovak Federative Republic,
    March 1991
    Egyptian Air Force, Inshas air base,
    Arab Republic of Egypt, early 80´s
    921 Fighter Regiment, Vietnamese People’s Army Air Force,
    Noi Bai airfield, Democratic Republic of Vietnam, 1968
    Baurnal Higher Air Force School,
    Kamen na Obi/Slavgorod airbases,
    the Soviet Union, ca 1988
    APRIL 2024
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  • Page 122

    Aviation enthusiasts are currently watching
    the Masters of the Air series, produced
    by Steven Spielberg and Tom Hanks. This
    monumental work is a celebration of human
    courage in its many forms. And a reminder
    that without effort, bravery and self-sacrifice,
    there is no freedom. Thousands upon
    thousands of young men left their homes and
    families living in peace to fight for others who
    were not so fortunate.
    Of course, even in the USA at that time there
    were people who opposed any involvement
    of their country in the war in Europe, and the
    American “I-wanna-peace” fools of the time
    even marched in New York on July 7, 1941, with
    signs saying: “Why not Peace with Hitler?” or
    “Arm Britain and prolong the War, when the
    fate of the United Kingdom hung in the balance.
    Does that remind you of anything? We hear and
    read similar arguments today from the mouths
    of those contemporary and domestic "I-wanna-
    peace” fools. Fortunately, back then, no one
    took them very seriously, whereas today this
    extremely dangerous attitude resonates with
    many politicians.
    Personally, the phrase “I want peace” strikes
    me as the cry of a small child who also cries
    out without thinking “Mommy, I want...” One day
    it’s a car toy, the next it’s an ice cream, he just
    wants it. He doesn’t understand, but he wants.
    A more mentally mature individual would
    rather use the expression “I wish for peace”.
    Because thats the way it is, of course - nobody
    sane wants war. I've experienced it myself to
    some extent, and I wish for peace all the more.
    But there is a difference between real
    peace and a humiliating slaughter that has
    the “advantage” of not being fired upon you,
    because you calmly let the target country being
    eliminated instead of help and assist it ... And
    "wanting peace" at the cost of suffering and
    enslavement of another nation is extremely
    immoral and selfish.
    I am, of course, talking about the most
    terrible conflict in Europe since the Second
    World War. The war in Ukraine. The Russians
    have been massaged for decades by what
    Timothy Snyder called the politics of eternity in
    his book The Way to Unfreedom. It is a practice in
    which the Russians constantly look to the past,
    in particular to their victory over Nazi Germany.
    They have no scruples about appropriating the
    whole of it and intend to immortalize it as their
    greatest achievement. They tactfully gloss
    over the enormous material aid from the USA,
    which included practically everything from
    butter to gunpowder to trucks or fighter and
    bomber aircraft. These supplies cost the lives
    of many people who transported the aid to the
    then Soviet Union. Nor does the Russian mind
    take much notice of their merits.
    And then there are those “Masters of the
    Air” and their devastating effect on German
    war production and morale. Not to mention the
    number of German forces tied up in operations
    in Western Europe after the landings. Lately,
    a portion of the population has forgotten or
    is unwilling to admit it. I remember in 1990
    when we were preparing the first tribute to
    American soldiers in Pilsen and a communist
    propaganda confused flight engineer (I was
    then flying as a pilot) asked me angrily, “How
    many of them died here in Europe, huh?
    As if perhaps the number of casualties was
    a measure of merit... He didn’t understand
    that the Americans, unlike the Russians, have
    always valued human life and therefore always
    try to fight to minimize casualties. To this day
    it is evident on the Ukrainian battlefield that
    even the life of a Russian does not mean much
    to a Russian. Let alone the life of a person of
    another nationality...
    I haven’t seen a minute of the new series yet.
    As with many others, I’ll wait until its all out,
    so I don’t have to wait a whole week for a new
    episode. Then I think I’ll have a little marathon.
    And in doing so, I’ll mentally praise the human
    courage that gives us the strength to stand up
    to evil, straighten our backs, and not allow our
    own destruction. Even at the cost of effort and
    sacrifice. Because peace and the prosperity
    that goes with it has never been, is not and will
    not be for free.
    WANT OR WISH? NOT THE SAME
    Text: Richard Plos
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  • Page 123

    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
  • Editorial


    I know I’m not alone, when a concept and its associated assumptions turn out exactly opposite to what the expected outcome was. The last time it happened to me was a month ago in Nuremberg. You may remember what I expected from the fair from my previous editorial. Virtually nothing came of my skeptical predictions. Not that the fair is back to where it was in the old days before covid lockdowns, but it was significantly livelier, more interesting and ultimately more fun and useful than I would have dared to expect. I would venture to guess that among the vendors who participated, I am not alone in my adjusted assessment. Among other things, the situation from last year was repeated, that conversations and meetings were much warmer, friendlier and more open than at any time in the past. Maybe it's just my feeling, but it seemed like we enjoyed seeing each other again, in many cases even after several years. It was the type of thing that leads you to realize how those people you maybe took for granted and didn't think anything special of grew closer to your heart and you understand just how much you missed them. That led in turn to conversations opening up and that can only be good. Otherwise, everything was at least a bit different. For example almost nowhere in the venue, in any restaurant, at any stand, could you pay cash, everything had to be paid for by plastic. And the steaks, those wonderful steaks I have written about in the past that were being served up at a little stand between the halls, were turkey instead of the earlier pork. But, at least, they were back.

     This year, our long run of Model of the Year awards from Modell Fan came to an end. It will be the first time in thirty years that we left without a medal. But, don’t mistake that for me bitching about it. Take it more as a sign of how things are changing. I could even take it from an optimistic point of view, and entertain the possibility that we have exited the mainstream competition and are in a league of our own. But coming back down to earth, it's more likely because we stopped sending Modell Fan samples, so really, we asked for it!

     

    March New Releases

     The new items for March have already been on sale for a week. Of all the seventy-five new releases in March, we devoted the most time and effort out of everything we did to the Freedom Fighter kit. This is a 1:48 scale F-5E Tiger II, with moldings from the Taiwanese firm AFV Club. A large chunk of real estate is also dedicated to this aircraft in today's issue of the newsletter. There are two articles and one interview that directly focuses on it. You can see this as a significant imbalance, but the plane is worth it. Of course, the others too, whether it's the 48th scale Fw 190 A-5 in the Weekend line or the 72nd scale Bf 109 G-2, the successor to the recently sold-out Limited Edition Wunderschöne neue Maschinen Pt.2. The 1:48th Profipack Spitfire LF.Mk.IXc, one of the most successful kits we've ever released, returns yet again in the form of a reissue, and after a long time, so does our 48th Bf 108, a part of which, the engine, once became the first computer-generated model at the turn of the century used for the production of an injection molded kit.

     As usual, some of the accessory items released are for our own new kits, so there are masks for both the Bf 108 and F-5E, as well as photoetched and Space sets. These include not only sets for current new releases, however, and among the new sets in the Brassin range are several larger items for previously released kits, such as cockpits for the 1:48th Bf 109 G-10 (WNF) and Fw 190 A-8/R2, not to mention the engine for the 72nd scale Bf 109 G-6.

     We also have several collections of sets from our varied lines designed for models released by other manufacturers. For example, we have the popular Gannet from Airfix and another heavy hitter, the F-35B from Tamiya, covered. Among other things, we offer a set of masks for spraying the RAM panels on the surface of the latter. Another set collection is designed for the Hurricane Mk.IIb from Arma and the F4U-1 and 2 Corsair from the new Chinese company Magic Factory. For their aircraft debut, they chose a concept similar to our Dual Combo format, which intrigued me. It is said that the phrase ‘the greatest form of flattery is imitation’ applies to the Chinese, so we should be pleased with their approach, right? We also have a new printed cockpit for the F-16C Block 30 1:48 from Kinetic, and a whole range of larger and smaller sets in all of our accessory lines.

     

    P-51B Mustang 1:48

     Currently, we are finishing up two 1:48th scale P-51B Mustang kits that are officially new items slated for May. As of today, we are missing two sprues that we expect will be completed and successfully fine-tuned around mid-March. We will release the new Mustang in two editions. The first will be a Limited Edition kit called Overlord: D-Day Mustangs. The kit will be released in a Dual Combo format, with two sets of sprues, masks and photoetched, and will be dedicated to the P-51B and Mk.III Mustangs participating in the Allied landings in Normandy in June, 1944. The kit can be built with both the standard side opening canopy version (birdcage) or with a modified version known as the Malcolm Hood. There will be a total of ten decal options, including one British Mustang Mk.III.


     The second kit will be directly derived from the Limited Edition kit ‘Overlord: D-Day Mustangs’. It will be the P-P51B Mustang Royal Class release. The basis will be the same as for the aforementioned kit. Two sets of plastic, two of photoetched and two of masks will be a part of its contents. The basic decal sheet and scheme options will also be the same. But there will be some significant differences. There will be one more decal sheet with four more options: Dominic S. Gentile's ‘Shangri-La’, Duane W. Beeson's ‘Boise Bee’, both from the 4th Fighter Group, along with Robert Eckfeldt's ‘Bald Eagle’ and ‘Lou III’, flown by Thomas Christian of the 361st Fighter Group. In addition to this, the kit will also include a selection of Brassin accessories, which will be two versions of the 3D printed seat with integrated seat belts, two sets of exhausts and two sets of wheels. The kit will also include a Space line badge with the USAAF 8th Air Force insignia, a magnet and a painting, with the same motif used in the box art for the Overlord: D-Day Mustangs kit. The author of the painting will be Piotr Forkazsewicz. The boxing will be a classic Royal Class package in the same style as the previous Royal Class P-51D Mustang in 1:48th.

     There will be a pre-order event for both. Each of them will have a slightly different sales format that will be followed. The Overlord: D-Day Mustangs will have a 15% discount applied to the basic pre-order price, which will apply to anything a customer orders concurrently with this item. All P-51B and Overtree additionals slated for release in May will also be on offer with the pre-order. The Overlord: D-Day Mustangs kit will then go on regular sale in May and will be available across our retail network.

    Profiles of the two P-51Bs whose illustrations will be featured on the cover of the premiere limited edition of the P-51B "Overlord: D-Day Mustangs.


     The Royal Class offer will follow a different template. It will be sold only at the base price without a discount on its own, but will act as a discount trigger for other items purchased with it. So if you pre-order the Royal Class kit along with other items, you'll get a pre-order discount on those other items, but not on the Royal Class kit. Of note is the fact that the Royal Class boxing will only be available for pre-order either from us or from our selected partners who will be participating in this event. We will only produce as many kits as are pre-ordered, no more.

     The pre-order window opens on March 8th for eleven days, closing on Monday, March 18th. We will continuously inform you about the event and its conditions, as well as kit content descriptions and progress towards availability on our social media networks and also by mailings before the start of the pre-order event.

     

    P-51D Mustang 1:72

     We will be launching a corresponding pre-order event for the 72nd scale P-51D Mustang at the end of March. It too will be in two formats, as a standard Limited Edition kit called ‘Men O'War’, and as a Royal Class ‘P-51D Mustang 1:72’. Both kits will be Dual Combo type and the markings will be based on the 1:48th Royal Class P-51D package we released five years ago. The 72nd Royall Class item will again have several bonus features in the form of Brassin sets, a picture, a badge and a package-specific decal sheet offering further scheme options. Pre-order conditions will be the same as for both P-51B 1:48 kits. Pre-order of the 1:72nd scale P-51D will start on March 29th and end on April 8th.

     

    B-17F Flying Fortress 1:48

     Although the 1:48th scale Flying Fortress isn't due for release until August, we're aiming to bring it to Madison, Wisconsin for the IPMS USA Nats taking place in mid-July. Nevertheless, it is time to write something about this project now, because the first mentions caused quite a stir and brought forth many questions. So today I offer you at least the basic facts about this project:

     

    - The project is being developed under the working name ‘Bloody Hundreth 1943’ and is being developed around the B-17F in 48th.

    - The following release will carry the name ‘Bloody Hundreth 1944’ and will be based around the B-17G in 48th.

    - The first of these two is expected to be released in August 2024.

    - The projects are being developed in cooperation with Hong Kong Models (HKM) and the 100th Bomb Group Foundation (100th BGF)

    - The plastic will be supplied by HKM

    - Because the HKM kit has only one of many possible variations of the nose (the oldest, suach as the one that was on the Memphis Belle), we have designed other versions so that we could include later configurations.

    - The molds for the noses will be made by HKM based on our designs. HKM will produce and supply the finished product.

    - We are working closely with the 100th BGF regarding historical data as well as licensing of trademarks held by 100th BGF. The 100th BG is one of the few, if not the only, US joint military aviation unit whose tactical insignia, the D within a square, and other related items are subjects of a registered trademark.

    - An important role in the project is being played by our colleague Jan Zdiarský, who is the link between Eduard and the 100th BGF. In addition to being an employee of Eduard, he is also a member of the 100th BGF. Mr. Zdiarský, who, among other things, functions as the chief editor of our newsletters. He is also the curator of the oft mentioned museum dedicated to the air battle over the Ore Mountains on September 11th, 1944, and has prepared materials for the development of the noses and gathered reference materials for the creation of the decals and color schemes, and will put together summaries for those color schemes as well as articles related to this project that will appear in our forthcoming newsletters.

    The Air Battle of the Ore Mountains museum, as mentioned, is devoted to the events of September 11, 1944, when during the mission to Ruhland, the 100th BG lost thirteen B-17Gs, mainly over the town of Kovářská and its surroundings.

     

    B-17 Flying Fortress Accessory Items

     Also associated with the B-17, and the Bloody Hundred, is the Masters of the Air series currently running on Apple TV+. Due to the series, and I'm pretty sure it is due to the series, we've had a significant increase in requests to re-release out of production accessory items for the B-17 of various kit manufacturers and scales. We have decided to comply with them and put these sets back in our range. You might be surprised that there are more than 160 such items! They have been on sale since last week and you can find them in our e-shop.

     

    Articles

     As I mentioned earlier, three articles today are dedicated to the F-5E Tiger II. Included is the article ‘Freedom Tiger’, a brief summary of the development and history of the Northrop F-5 by Richard Plos, the article about Kbely’s F-5 describing the F-5E in the collection of the Aviation Museum in Prague-Kbely by its curator Miroslav Khol, and an interview with the restorer of this exhibit by Mr. Petr Ježek, which was conducted and written up by me.

     Boxart Stories are a matter of course in our newsletters. Jan Zdiarský's Boxart Story, which is linked to the Spitfire LF Mk.IXc kit, takes you to Normandy in the summer of 1944. Honza Bobek prepared three Boxart Stories: the one covering the Fw 190A-5 is dedicated to the type’s fight against four-engine bombers in the summer of 1943. Details of one of the last battles undertaken by JG 54 commander Hannes Trautloft are described in the Bf 109 G-2 article, and the Boxart Story for the Bf 108 describes how Theo Blaich's desert-camouflaged aircraft is related to the film ‘The English Patient’.

     In addition to these, this month’s newsletter brings you a report from Tiger Meet 2023 by Jaroslav Špaček, an article about the work surrounding 3D printing by Jakub Nademlejnský and, of course, another installment of the air war over Ukraine by Mir Barič.

     The last mentioned is already very long, much longer than we would all like. Needless to say, we have entered the 24th month of this barbaric Russian war. We've read a lot in recent weeks about how tiring this thing has become, about Russia's overwhelming superiority, the West's weakness and incompetence, and Russia's resilience. Regardless of who actually originates this information and who floods our free media space with it, I want to say screw all that crap! We're all sick of the damn war. It cost us all, it cost us money especially in the West, and believe me, it cost us a lot of money at Eduard, because the drop in sales that came immediately after the Russian attack in February 2022 and continues to this day clearly correlates closely to this war. But this war is costing Ukraine thousands of human lives and causing immeasurably greater material and moral losses. The only way out is to defeat Russia, drive it out of Ukraine, and prevent it from any further aggression. It will still cost us a lot of effort, blood and money, but we must not give up, otherwise we and our elected politicians will pay dearly for our capitulation and failure. The world may change, but basic rules do not. And the most important of the basic rules is that there is a heavy price for weakness and failure.

     

    Other News

     So that the newsletter intro doesn’t take on too much of a doom and gloom feel, I do have a few bit of good news to share.

     We bought a new injection molding machine. Upgrading never hurts, and buying new equipment is at least as useful as buying new tanks in these tumultuous times. The new old Leopards that the ACR (Army of the Czech Republic) received are a good example and should also be put to good use!

     We received a shipment of Gunze products, and this week's restock is going on sale. In the meantime, however, all other stocks of this range have dropped, so we are sending another order into the GSi dispatch center in Germany. But we have no clue as to when it will arrive.

    Markings of two Spitfires Mk.V by Polish pilots that will be part of a special very limited edition offered at the show Bytom, Poland, 16-17 March 2024.


     Another bit of good news is that we will be at several shows in March. Next weekend we are in Verona, Italy and the weekend after, we will be in Bytom, Poland. The very next week, March 23, we are at the Panthers Cup in Prague at the Prosek show, where Fredy Riedl from Special Hobby and I will have a Q & A session, so I cordially invite you to a friendly chat. Finally on Easter we will be in Prostějov for the Easter Prostějov Show. At the very least we should have pre-production 48th scale Mustangs at Prosek and Prostějov to show off. If we succeed and everything turns out as it should, then we will produce a pre-premiere edition, like a semi-Weekend in a white box with only instructions and a small label. If you decide that this item might be for you, don't hesitate, this little thing will have its value and another of those basic rules of life and the universe is: he who hesitates, loses!

     The 1:48th scale Mirage IIIC is back in the  Profipack range under the catalog number 8103. We have packaged the last 530 pieces. The rule from the previous paragraph also applies here!

     And finally, the news of the day. As of tomorrow, March 5th, I will be answering questions from modelers in the Ask Eduard thread on Hyperscale. You can ask me anything you want there, and I will answer what I want! Sounds fair. Should be good…

     

    Happy Modelling!

     Vladimir Sulc

     

  • Freedom Tiger

    Skoshi F-5C Tigers topping up from a KC-135 tanker prior to hitting North Vietnamese positions. Photo: USAF


    Text: Richard Plos


    Sleek and compact, the twin-engine fighter developed by Northrop gave many countries access to modern supersonic technology. Modernized F-5Es fly under different designations in the air forces of several countries to this day, although the origins of the type can be traced back to the mid-1950s.

     In 1954, the Northrop company team went on a long journey through NATO countries. Aviation was just entering the supersonic age, and the American manufacturer wanted to determine what kind of aircraft was deemed most suitable for Allied nations. The team returned with a number of findings, on the basis of which the study of a light supersonic aircraft was started in 1955, which would be relatively cheap, low-maintenance and capable of operating from short runways.

     Development began in 1956, under project designation N-156F with two non-afterburning YJ-85-GE-1 engines (9.34 kN or 2100lbs thrust each) being chosen to power it. The first prototype took off on July 30, 1959, at Palmdale Airport in California with factory pilot Lew Nelson at the controls, and the speed of sound was already broken during that flight. Other prototypes were subsequently involved in the tests, which were equipped with a fire control radar and five hardpoints for missiles, though these aircraft lacked guns. This was reconsidered and a pair of 20mm cannon were installed instead of the radar. The lack of a radar made the production F-5A aircraft suitable primarily for attacking ground targets with limited options for engaging enemy aircraft, yet the US Department of Defense announced that it had selected this aircraft for its Military Assistance to Allies (MAP) program. The aircraft received the official designation F-5A Freedom Fighter on August 9, 1962, and the two seat counterpart was designated F-5B. The US Air Force itself was not interested in the project, until someone realized that the USAF could use a two-seat version to replace the aging T-33. So in June 1956 it was announced that the USAF would purchase the F-5B export version, to be designated as the T-38. Additionally, the USAF borrowed twelve F-5As from the MAP program in October 1965 and equipped the 4503rd TFW with them, which then moved to Vietnam to test these aircraft under combat conditions. The program was named Skoshi Tiger (Little Tiger) and its pilots used a slightly modified F-5A, designated F-5C. They undertook more than 3,500 combat sorties from Bien Hoa Air Base, losing two aircraft in the process. Although the program was considered a success, it was more of a political gesture than a serious consideration for the type's inclusion among USAF types. From April 1966 the aircraft continued operations with the 10th Fighter Commando Squadron, with the number of aircraft increasing to seventeen. Aircraft from the Skoshi Tiger program were then acquired by the Philippine Air Force. Another user of the F-5A in the conflict was the South Vietnamese Air Force, which received 100 F-5As and F-5Bs.

     One of the first F-5Es, serial number 11420. Photo: USAF


    MiG-21 Adversary

     However, the absence of a radar represented a fundamental limitation of the F-5A's capabilities, and the advent of the MiG-21 made it necessary to arm America’s allies with sufficiently powerful aircraft capable of air combat. Therefore, the International Fighter Aircraft (IFA) program was announced, for which Northrop prepared a thorough modernization of the F-5A. The prototype designated F-5A-21 received more powerful GE J85-21 engines, each with a maximum thrust of 19.12 kN (4,300 lbs). These, together with the need for more voluminous fuel tanks, required a lengthening and widening of the fuselage. The wings received an increase in area by way of the addition of the LERX, or Leading Edge Root Extension, which improved the maneuverability of the aircraft. Modeled after the Canadian license built and modified CF-5, a two-position front landing gear was introduced. In the extended position, the wing angle of attack was de facto increased and thus the take-off run was shortened.

     Another significant change was the installation of the Emerson Electric AN/APQ-153 fire control radar, which significantly expanded the possibilities of combat use against aerial targets. It was also possible to install other avionics equipment according to customer requirements

     The first F-5E, as the aircraft was now designated, took to the air on August 11, 1972, and a two-seat variant designated F-5F was also developed. It flew for the first time on September 25, 1974 and received an extended nose, which, unlike the F-5B, allowed for the installation of at least one cannon. The two-seat version received the Emerson AN/APQ-157 radar, which was a development of the AN/APQ-153 intended for two-seat aircraft with dual controls. Both radars have the same range of approximately 18 km (11 miles).

     Following the Skoshi Tiger program, the F-5E was named ‘Tiger II’ and the Williams Based 425th TFS received its first aircraft on April 6, 1973. This unit was reactivated in 1969 and tasked with training Vietnamese personnel for the F-5A and subsequently the F-5E. After the US withdrew from Vietnam, it continued to train personnel from countries that purchased the F-5E/F. The unit continued in this mission until 1989, when sales of the Tiger II were discontinued.

     An RF-5E ‘Tigereye’ reconnaissance version was also developed, with appropriate equipment in the nose displacing the radar and one of the cannons. Subsequent upgrades to the F-5E included the Emerson AN/APG-69 radar, which was a successor to the AN/APQ-159, however most users chose not to use this option for financial reasons. The exception was the Swiss Air Force and USAF aggressor squadrons.

     A trio of F-5Es of the 527th TFTS operating in 1983 out of RAF Alconbury. Photo: USAF


    Continuous Improvements

     The F-5E underwent a number of upgrades, the most significant of which was the introduction of the new Emerson AN/APQ-159 radar with a range of about 36 km (22 miles), replacing the original AN/APQ-153. A similar radar upgrade was also proposed for the F-5F, with a derivative AN/APQ-159 type to replace the AN/APQ-157. However, this upgrade was not implemented.

     In total, Northrop produced 792 F-5Es, 140 F-5Fs and a dozen RF-5Es. Other aircraft were assembled overseas from components supplied by Northrop. In Malaysia, 56 were manufactured in this way, in Switzerland 90, in South Korea 68 and in Taiwan, 308.

    Various versions of the F-5 remain in service with several air forces. Singapore has approximately 49 modernized and redesignated F-5S (single-seat) and F-5T (two-seat) aircraft. The upgrade includes a new GRIFO radar, upgraded cockpits with multi-function displays and compatibility with the Rafael Python and AIM-120 AMRAAM air-to-air missiles.

     With the help of Elbit, modernization programs were implemented in Chile and Brazil. Called the F-5 Plus, the Chilean upgrade included the new Elta 2032 radar and other improvements. The Brazilian program, the result being designated F-5M (Modernized), is armed with Python Vs coupled with the DASH helmet system and the new GRIFO radar, cockpit displays and navigation electronics. Brazilian F-5Ms can also carry Israeli Derby missiles.

     Switzerland sold a portion of their F-5E/Fs to the United States, retaining the rest to this day. Photo: Wikimedia


    Aggressors

     No branch of the US military uses the F-5 in combat, but this type has proven itself very well in the role of enemy aircraft for advanced pilot training. It is operationally very efficient, the price per flight hour is roughly one-third that of the F/A-18, and it has similar dimensions to the MiG-21.

    F-5Es served with the US Air Force from 1975 to 1990, the Marine Corps purchased former USAF aircraft in 1989, and the US Navy operated F-5Es at The Naval Fighter Weapons School at NAS Miramar, with VF-127, VF- 43 and VF-45. ‘Top Gun’ received a total of ten F-5Es and three F-5Fs for the enemy aircraft role.

     The F-5E/F was gradually renewed and modernized, including machines bought from Switzerland. These were designated F-5N after modernization and received upgraded avionics and other improvements. Gradually they received enlarged LERXs and also a new radome, nicknamed ‘sharknose’ for its flatter shape. This was introduced primarily to improve flight characteristics at high angles of attack and to improve spin recovery.

     

  • The Kbely F-5

    The F-5E is pulled out of the museum's storage hangar (which today houses the 1925-1938 exhibit) under the watchful eye of the head of the exhibit, Colonel Jaroslav Janečka (in a brigadier's uniform) in the eighties. [photo: VHÚ Aviation Museum]


    Text: Miroslav Khol, VHU Aviation Museum


    The Aviation Museum of the Military Historical Institute located in Kbely focuses on building a collection of aircraft flown by Czechoslovak and Czech pilots. Beyond that focus, there are also foreign aircraft in the collection, of which the Northrop F-5E Tiger II probably has the most complicated history. In the past, only a few insiders knew about its existence in Czechoslovakia.

     

    The development of the F-5 began at Northrop under the designation N-156 with the aim of creating a supersonic fighter aircraft (later to become multirole) that would meet the conditions of easy operation and maintenance. In April 1962, the US Department of Defense announced the selection of the aircraft for the Military Assistance Program (MAP). US allies from the North Atlantic Treaty Organization (NATO) and the Southeast Asia Treaty Organization (SEATO) requested a supersonic fighter at an affordable price. In August 1962, the aircraft received the official designation F-5A from Northrop. Although all airframes produced were to be part of the supplies for MAP, the USAF ‘borrowed’ twelve of them for combat evaluations in Vietnam.

     Development continued into the F-5E, which had more powerful engines, a widened fuselage, a larger wingspan with larger wing-to-fuselage transition, increasing lift. To improve maneuverability, automatic leading edge flaps were installed in the wing.

     The F-5E variant also served the South Vietnamese Air Force at the end of the conflict between North and South Vietnam. Aircraft produced in 1973 were delivered to the 536th and 540th Fighter Squadrons based at Bien Hoa. The aircraft bearing the serial number 73-00878 was first flown in December 1973 and delivered to Vietnam in the spring of 1974. Interestingly, the beginning of its service life documentation dating from June, 1974 has been preserved in Czechoslovakia and survives to this day. Before the end of the conflict in Southeast Asia, it flew 153 hours and 30 minutes.

    F-5E on the apron of the Kbely airport during the installation of the outdoor exhibit, April 2005. [Photo: Miroslav Khol]


     After the fall of South Vietnam, a lot of equipment, including aircraft, fell into the hands of the victorious NVA. F-5A/B aircraft along with about thirty F-5Es fell into the hands of the newly unified communist Vietnam. Vietnamese F-5s initially served alongside MiG-21s in combined air regiments and were popular with pilots for their qualities. Joint operations alongside Soviet equipment, however, presented logistical problems, and especially the increasing shortage of ammunition and spare parts forced their gradual retirement. That meant that war booty equipment began to find its way to friendly states.

     An offer to hand over an F-5 aircraft to Czechoslovakia was made at the end of spring, 1980. At that time, a team of technicians from Aero Vodochody and the Motorlet company was operating in Vietnam, which was in charge of supporting at least a part of the Aero L-29 Delfíns then in use there. Among other things, these technicians were sent to Bien Hoa, where the remaining F-5 aircraft were located. There they were to check the condition of the donated aircraft and determine the possibility of its transport to Czechoslovakia. However, due to poor planning of the transport, it was delayed, but available documentation was supplied to Czechoslovakia. Another chance for transport arose during the delivery of L-39C Albatros training aircraft to the Vietnamese Air Force. On the basis of the original American documentation, preparations were made that enabled the transport to Czechoslovakia. After the L-39C was assembled in Vietnam, the original transport crates were modified to move this valuable cargo to Czechoslovakia. The machine was flown by a Vietnamese pilot in March 1981 to Da Nang. Prior to the flight, the original insignia was painted over with black paint, and the aircraft was on its way to Czechoslovakia.

    F-5E in the outdoor exhibition of the Aviation Museum before renovation. The different distribution of the camouflage fields on the fuselage and the removable rear section are clearly visible, indicating that they came from a different airframe. This distribution of color fields was also preserved during the renovation. [Photo: Miroslav Khol]


     Under great secrecy, the machine was delivered to state owned Aero Vodochody, and its construction and systems were subjected to intensive research by our engineers and technical staff. The airframe was gradually disassembled and the individual parts and equipment were distributed to companies in the aviation industry. At this point, it should be mentioned that Czechoslovakia was not the only country to which an F-5 from Vietnam arrived. The first was, of course, the Soviet Union in 1976, followed by Poland a year later.

     At the beginning of 1982, the head of the Aviation and Cosmonautics Exhibition of the Military Museum, Colonel Jaroslav Janečka, also learned about the existence of the F-5E and officially requested the transfer of the aircraft to the museum’s collection. However, he was informed by Aero management that the machine incomplete and that research was still being carried out on it ‘to obtain detailed information about the structural and technological design of the airframe...’. However, the following year, a single General Electric J85-GE-21 engined airframe was secretly transferred to Kbely under the cover of darkness. Colonel Janečka recalled that for transport to the museum, the airplane was disguised using plywood to resemble an L-39 Albatros. After the end of testing, the museum staff understandably began to search for any missing components that were supplied to the firms involved in examinations of them. The most involved in the whole thing was a restorer named Jan Klaban, who managed to acquire a number of instruments and other items over the years, including the antenna of the Emerson Electric AN/APQ-153 radar. Unfortunately, many things, especially smaller items, were left behind and had found their way to private collections. This understandably hindered the consideration of a possible renovation, because before 1989 it was almost unthinkable to get the missing components elsewhere.


     Until 1990, the aircraft was kept in storage, hidden from the public, and it was only that year that it was presented for the first time in an outdoor exhibition to open the museum season. Years of exposure in the open air had a noticeable effect on its appearance, especially its surface finish. It first appeared in the markings of the Socialist Republic of Vietnam and then those of the earlier South Vietnam.

     In January 2023, a public tender was announced, the subject of which was to renovate the aircraft in the collection of the Military Historical Institute in Prague for museum and exhibition purposes. The description of the actual process of the work carried out by Česká Aviatická is described in the interview with Petr Ježek within the pages of this newsletter. The refurbished F-5, including preserved accessories, will be unveiled to the public at the opening of the 2024 museum season on May 4th.

     

    References:

    DRENDEL, Lou. F-5 in Action. Squadron Signal Publications. Carrollton, Texas, 1980 FOJTIK, Jakub. Czechoslovakian F-5E Tiger II. Hobby History Vol. 34, pp. 48-50 JOHNSON, Frederick A. Northrop F-5/F-20/T-38. WarbirdTECH vol. 44. Specialty Press, North Branch, 2006 LAKE, Jon. Northrop F-5. World Air Power Journal vol. 25, pp. 46-109 THOMPSON, Warren. Skoshi Tiger, Wings of Fame vol. 5, pp. 4-23 TÚC, Pavel. Northrop F-5 Freedom Fighter/Tiger II. L+K Issues 25-26, 2002, pp. 82-91

  • High above the front


    Text: Jan Bobek

    Illustration: Marek Ryś

    Cat. No. 70156


    In Eduard INFO magazine we have already written twice about Hannes Trautloft and his Jagdgeschwader 54 “Grünherz”. The first time was in August 2010, and the article described the beginning of the combat career of this legendary aviator. The second article was published in July 2023, focusing on JG 54 first winter campaign  in Russia.  In March 1942, JG 54 received the first Bf 109s of the F-4 version, but this rearmament did not require significant organizational measures. Night fighter flights became a new task for JG 54 from May 1942, during which it achieved sixty victories. For this purpose the Bf 109s were fitted with a drop tank under the fuselage.

    However, the transition to the G-2 version was more complicated. First to rearm to the new Gustavs was I./JG 54 in June, followed by II./JG 54 in July and III./JG 54 was the last to switch to the G-2 version in late July/August. The rearmament took place one Staffel at a time at Jesau airfield in East Prussia. This placed Trautloft in a difficult situation. JG 54 during this period supported ground troops facing Soviet attempts to break through the front from Leningrad, through Demyansk, Dugino and down to Orel. This was a stretch of over 800 kilometres and parts of JG 54 acted literally as a fire brigade, assisting ground troops in the most critical parts of the battlefield. There was even a situation when at Leningrad the only German fighter unit was a single Staffel from JG 54.

    Under the command of Trautloft´s Stab was also I./JG 51 and briefly in the second half of August 1942 also I./JG 52. Trautloft's priority during this hectic period was probably not to obtain a new version of the 109s for his Stab. During July, Stab/JG 54 had only one Messerschmitt Bf 109 F-4 still in service. Trautloft did not take delivery of six brand new Bf 109s for his Stab flight until early August. These were G-2s, and three of them are listed in the loss reports with serial numbers from production block 10,000 of the Erla plant. Black and white as colour photographs of Trautloft's machine in three-colour camouflage on the upper surfaces are known from this period. This aircraft is interesting in that it is fitted with a canopy that matches the G-1 version with a pressurized cockpit.

    After a two-month scoring break, Hannes Trautloft scored his first victory on Gustav on August 5, 1942, when he shot down a Pe-2 bomber southeast of Shimsk near Lake Ilmen at 18:35 German time. What is remarkable about this aerial combat is the altitude at which Trautloft hit the enemy. The report states that the Pe-2 was hit at 6,500 metres, which is highly unusual for air combat at this time on the Eastern Front. There were no other aerial engagements in this area on that day. With the help of researchers Nick Hector and Danny Case, it was possible to identify the crew involved. They belonged to the 6th ODRAE, which was a separate long-range reconnaissance unit subordinated to the 6th Air Army.

    The crew consisted of st. lt. Viktor Gavrilovich Podkolodnov, ml. serzh. Fedor Fedorovich Lopatochkin and st. lt. Gavril Georgievich Goncharov. During the preparation of the boxart by Marek Ryś, we managed to find photos of Podkolodnov's aircraft. It had the identification number 2 and the patriotic inscription “Osoaviakhim Chuvashii”. The Pe-2 was purchased from a fundraiser of the workers of the Ishley district of the Chuvash ASSR, which raised a total of 2.3 million rubles for various military equipment during July and August 1942. Osoviakhim was an association for aiding defense, aviation and chemical construction industry and was involved in the training of hundreds of thousands of military specialists during World War II. It is not entirely certain that the machine with the number two was shot down by Trautloft, but it cannot be ruled out. Its photograph was published in the Soviet press in the autumn of 1942.

    Although the Pe-2 was shot down over territory occupied by the Germans, Podkolodnov managed to avoid capture and returned to his unit. For his service he was twice awarded the Order of Lenin and twice awarded the Order of the Red Banner. St. lt. Goncharov, who had previously served with the 514th PBAP, did not survive. The last crewman, ml. serhz. Lopatochkin was also a former member of the 514th PBAP. He is listed as missing, but one source says he was captured. The reconnaissance flight of the 6th ODRAE was rather an exception in the summer of 1942. After heavy casualties, this unit participated minimally in combat activities from July to mid-September. At the end of the year it was disbanded and its personnel and equipment taken over by the 72nd ORAP.

  • With a brick in the pants


    Text: Jan Bobek

    Illustration: Piotr Forkasiewicz

    Cat. No. 84118 


    On the boxart of this March release, Piotr Forkasiewicz has created a dramatic scene that takes us back to the summer of 1943 and the battles between the crews of Allied four-engine bombers and German fighters. There are a number of fascinating details in Piotr's painting and I recommend a close look at it. The bomber belongs to the 303rd Bomb Group, and the Focke-Wulf belongs to I. Gruppe of Jagdgeschwader 11. This unit was formed in April 1943 from parts of JG 1. When American daylight raids on Europe resumed in early 1943, the Luftwaffe command needed to strengthen the defence of the German Bight area. The Luftwaffe gradually reinforced its units in Western Europe and built up new ones as well. After the initial shock of the US raids that began in the summer of 1942, the Germans  developed air combat tactics and a strategy of directing their own fighter units against bomber formations to avoid Allied fighter escorts  as far as possible.

    From JG 1,  which, until then, was in charge  of the German Bight strategic area defence, were separated two Gruppen  to shape the basis of the sister unit JG 11. From I./JG 1 with Messerschmitts Bf 109 G was formed II./JG 11 and from III./JG 1 armed with Focke-Wulfs Fw 190 A was formed I./JG 11.

    The Masters of the Air series shows the harsh realities of the service of bomber crews, but the situation of their opponents was not much easier. It was part of I./JG 11 that was the only Luftwaffe unit to intervene against the raid on Norway on July 24, 1943, which was shown in the second episode of the series. The target was the submarine base at Trondheim and also Herøya with its nitrate plant and the aluminium and magnesium  plants, which were still under construction at the time. The raid took the German command by complete surprise. It was so effective that the Germans had to quickly look for another supplier of metals for aircraft production.

    A small group of Fw 190s under the command of Staffelkapitän Hptm. Erwin Linkiewicz attacked the B-17s without success. American gunners sent into the sea two Fw 190s. Both pilots were killed, including the formation leader. As we know, one B-17 damaged by flak made it back and another Flying Fortress from another unit took refuge in neutral Sweden where it was interned. Linkiewicz, a 30-year-old fighter pilot, was born in Zabrze (Hindenburg) in Upper Silesia. His body was found washed up in Denmark on August 12, 1943, and was buried at Frederikshavn.

    The raid was the first part of what was known as the Blitz Week under the Operation Gomorrah. It was a series of bomber raids conducted in a coordinated manner over eight days and seven nights by RAF Bomber Command and the USAAF Eighth Air Force. The British later referred to it as the German Hiroshima. German ports and manufacturing plants were targeted (some repeatedly). Approximately forty thousand residents, soldiers, forced labourers from the occupied countries and inmates perished.

    During this week-long Allied operation, I./JG 11 shot down 16 B-17 bombers, lost five Fw 190s and two pilots. The I./JG 11 later distinguished itself during the August raid on Schweinfurt, in which it scored seven B-17s, the highest number of victories by a single Jagdgruppe on that day. Three of unit´s Fw 190s were seriously damaged. One of its blackest days was February 10, 1944 and the raid on Braunschweig. The I./JG 11 lost eight aircraft, four pilots were killed and two were wounded. Although the Americans lost 30 bombers in combat in very difficult weather conditions, the fighter escorts, who, thanks to the auxiliary tanks, could already protect their big brothers deep into Germany, caused together with the bomber gunners the loss of fifty German fighters, 17% of the German machines deployed.

    From the German point of view, the emblem of the 2./JG 11 perfectly described the situation of both warring sides. Pilot Franz Steiner created the drawing for himself. It shows a man doing a big job in an American top hat, but his trousers are pulled up around the hat. Steiner wanted to express what he thought about fighting bombers: “First we shit on them, and then we shit our own pants”. When in the summer of 1943 the commander of the 2nd Staffel, Hptm. Schnoor announced a best design competition for  his unit's emblem, among the entries was Steiner's drawing, which his comrades entered into the competition without his knowledge. Schnoor chose this drawing with great interest and Steiner was given a leave of absence as a reward.

  • Efta Einak


    Text: Jan Bobek

    Illustration: Martin Novotný

    Cat. No. 8078


    It was January 21, 1942, and none of the Allied soldiers at Fort Lamy in Chad were expecting a bombing attack by a lone Heinkel He 111 coming from the south. The anti-aircraft defences offered no resistance at all, and after the raid it was rumoured that the gunners were resting or playing cards.

    The daring aviator who devised this attack was Theo Blaich, a German pilot who had strong ties with Africa. His life story could be the subject of a film. He was born on April 5, 1900, in Tübingen, Germany. His mother was Katharina von Schneegas, whose father was a jeweller working for the Russian Czar. The son Theodor (Theo) is said to have become one of the youngest pilots in the German Air Force in World War I. After the war he went to Canada and illegally entered the USA by swimming across one of the border lakes. Later he worked in South America for the Union Fruit Company, participated in the preparation of airfields for Pan American, and eventually settled as a plantation owner in Cameroon.

    In November 1935, he renewed his pilot's licence in the UK in an Avro Club Cadet at the Airwork School of Flying at Heston and acquired three aircraft in Africa, including a Messerschmitt Bf 108 Taifun. He was also reportedly being considered as a candidate for Governor of Cameroon. On a flight from Cameroon to Berlin, he crashed in the Sahara, probably greatly frightening his future wife Margarete, as Blaich's route to Berlin was to the altar. In November 1938 he flew his Bf 108 around part of Africa, covering the 13620 kilometres in 39 hours of total flight time. This sporting event received considerable press attention, but Blaich was already gathering information for the German Air Force at the time.

    After the outbreak of the war he lost his plantations and went to Germany, where he joined the Luftwaffe. In 1941, with the rank of Hauptmann, he became a member of Stab X. Fliegerkorps, which supported Rommel's campaign in Africa. He was later assigned to the Stab of Fliegerführer Afrika. Blaich's knowledge of flying over Africa was valuable and he was involved in covert operations. One of these was Operation Pasha. This was the evacuation of General Aziz el Masri, Chief of Staff of the Egyptian Armed Forces. El Masri was secretly collaborating with the Germans and on June 7, 1941, near Cairo, a He 111 aircraft from II./KG 26 unsuccessfully tried to pick him up. On board, besides Blaich, was Abwehr officer and Count László Ede Almásy de Zsadány et Törökszentmiklós, whose fate became the subject of the novel and film “The English Patient”.

    Blaich led Erwin Rommel to the idea of making it difficult for the Allies to supply the African continent by attacking the base at Fort Lamy (today's N'Djamena). He prepared the operation together with the crew of He 111 from II./KG 4 and Italian colleagues, but the action on 21 January 1942 was greatly complicated by a sandstorm. They deviated from their route when flying to the target, so they flew to Fort Lamy from the south. The bombing attack was successful and the smoke from the burning fuel and ten destroyed aircraft could still be seen 100 kilometres away. Flying back to the Italian desert base of Campo Uno (Camp 1) at Bir Misciuro, the crew ran out of fuel but made a successful emergency landing in the desert. The experienced Blaich and his Italian colleague, Roberto Count Vimercati-Sanseverino, decided to stay with the aircraft and hope for rescue despite a small water supply. Eventually, their German and Italian colleagues managed to rescue them, allegedly aided by a German amateur radio operator in Hamburg who picked up one of the last transmissions of Blaich's crew.

    Blaich's group was given the designation Sonderkommando Blaich and until mid-1942 carried out patrols against Long Range Desert Group, however without success. The unit's motto became the slogan “Efta Einak”, the equivalent of the German expression “Holzauge” (wooden eye), which became synonymous with the airmen´s observation duty.

    Theo Blaich served with the long-range reconnaissance 1.(F)/Aufkl.Gr. 121 from December 1942, later worked in aircrew training, served briefly with I./ZG 76 and in October 1943 was transferred to the Stab of Fliegerführer Kroatien. From October 1943 to September 1944 he led Nachtschlachtgruppe 7, which operated in the Balkans with a motley mix of German and Italian aircraft. For his actions, Theo Blaich received the Deutsches Kreuz in Gold. He died in 1975 in Kaumberg, Lower Austria. You can read more about the raid on Fort Lamy on the Falke Eins blog

  • Markings for F-5E 1/48

    73-00878, 63rd Tactical Wing, RVNAF, Bien Hoa, South Vietnam, 1974

    Apart of the “Skoshi Tiger” program, which during the Vietnam War represented the only USAF combat deployment with F-5A respectively with modified F-5C aircraft, the USAF never intended to use this type. However, the F-5A and later the F-5E were used extensively by the South Vietnamese Air Force, which adopted the aircraft in the standard four-color SEA (South East Asia) camouflage scheme. The aircraft were used as strike aircraft, as the lack of radar limited the use of the F-5A for aerial combat. Only the delivery of upgraded F-5Es, which had already arrived at the end of the war, changed the situation. This aircraft was deployed by the South Vietnamese Air Force from June 1974, and had flown 153 hours and 30 minutes by April 1975, when it was taken over by North Vietnamese forces at the end of the war. After being put out of operation for some time, it was was used again from 1978 and in April 1981 it went to Czechoslovakia as a study example.

     

    73-00878, Socialist Republic of Vietnam, Renovation for the Aviation Museum Kbely, Prague, Czech Republic, 2023

    After the aircraft of serial number 73-00878 was delivered from Vietnam to Czechoslovakia in 1981. At the time, it had flown only 236 hours and 20 minutes. It was stationed at Aero Vodochody factory and kept in secrecy. There its design and systems were studied. It was gradually disassembled, and the individual components were handed over to the relevant companies, including the armament and targeting systems. Later on, the largely incomplete airframe with only one engine was handed over to the Aviation Museum in Kbely, where it was put on display in an external exhibition, thus further deteriorating. Thanks to the efforts of the staff of the Kbely Aviation Museum and the Česká aviatická (Czech Aviaton) company,  Malešice Aircraft Repairs state-owned company, almost all important components were found and recovered, so the aircraft could be carefully restored to the condition in which it was received in 1981.

     

    VFC-13 “Fighting Saints”, US Navy, NAS Fallon, Nevada, USA, 1998

    The unit was established on September 1, 1973, as VC-13 (Fleet Composite Squadron) during the reorganization of the Naval Air Reserve Force. Initially armed with the F-8 Crusaders, the squadron rearmed to the A-4 Skyhawks in 1974. It was then assigned to combat pilot training duties and moved to NAS Miramar, California, in February 1976. Redesignation to VFC-13 (Fighter Composite Squadron) occurred in April 1988, the same year it also transitioned to A-4F aircraft, which it replaced with F/A-18As in August 1993. Just three years later, however, it replaced them with F-5Es and moved to Fallon AFB to take over the adversary role from VFA-45 and VFA-127 Squadrons.  In December 2022, the squadron rearmed to the F-16C. The aircraft shown here flew in 1998 in a “Blue Scheme” consisting of two shades of blue to simulate the appearance of modern Russian aircraft. This is also matched by the red stars on the vertical fin. The pilot is listed as Cdr Jim “Guido” DiMatteo, former commander of the adversary squadron in Top Gun and son of wartime pilot Dominic Dee DiMatteo, who flew Hellcats in VF-11 and subsequently Bearcats and Corsairs in the Korean War (he turned 100 in 2021).

     

    Maj. Lenny Bucko, NSFTIP, US Marines, MCAS Miramar, California, USA, 1983

    Naval Fighter Weapons School does not operate any standard squadron for the purpose of simulating adversary aircraft tactics. The aircraft used there are part of the Naval Strike and Air Warfare Center based at NAS Fallon. The aircraft shown here, in desert camouflage, was flown by Maj. Lenny “Toado” Bucko in 1981, one of the combat instructors in the “Top Gun” program.  The vertical fin sported an emblem depicting a MiG-21 in a gunsight pattern.

     

    73-0897, 57th Fighter Weapons Wing, 65th Fighter Weapons Squadron, US Air Force, Nellis AFB, USA, 1981

    The U.S. Air Force developed a number of camouflage schemes during the use of the F-5E aircraft, which were given their own names. The aircraft shown here was the only one to carry the color scheme named “Frog”. This scheme was defined in an order dated February 27, 1980, and was intended to resemble the coloring of the Soviet frontline MiG-23s and MiG-27s. According to official sources, this scheme was never applied to any aircraft, but the 73-0897 was more or less painted according to the aforementioned order. We are not sure about when it received this livery, but it was surely sporting these colors as late as February 14, 1981.

     

    VFA-127 „Cylons“, Capt. Jerry B. Singleton, US Navy, NAS Fallon, Nevada, USA, 1993

    The original name of the VFA-127 was “Royal Blues”. The unit used it until 1980, but with the transition to the adversary role it was changed to Cylons in 1981. The name comes from the Battlestar Galactica series (broadcast from 1980), where the Cylons represented intelligent robots hostile to human race, capable of taking on human form. In June 1993, Capt. Jerry B. “Hook” Singleton, took the command of Strike Fighter Wing Pacific and it was the right of the holder of this high post to choose the aircraft he would fly. One of them was this F-5E, emblazoned under the cockpit on both sides of the fuselage with the inscription COMSTRKFIGHTWINGPAC. Singleton died on August 13, 2014, at the age of 67 after a 30-year long career as a naval aviator. He was a true renaissance man, according to his memoirs. The aircraft he chose bore a desert camouflage scheme and Iraqi insignia, which was more than a hot topic shortly after the first Gulf War.

     

    425th Squadron, 58th TFTW, Luke AFB, US Air Force, Arizona, USA, late 70s

    After the end of the Vietnam War, undelivered F-5Es remained in USA sporting the SEA camouflage consisting of two shades of green plus sand on upper surfaces and grey on the lower ones. The aircraft were taken over by squadrons that served in the Agressor role. Because the Americans sometimes called the Vietnamese by the unflattering term Gomers (slang for stupid fellows), this marking was also given the Gomer Scheme designation. It was actually the first marking of the Aggressor F-5Es, though unlike subsequent ones, it did not represent any particular enemy.

     

    1º/14º GAV “Esquadrão Pampa”, FAB, Canoas AB, Brazil, 2005 

    This aircraft was given this livery in 2005 as a celebration of the 58th anniversary of the Pampa Squadron of the 14th GAV (1st Squadron, 14th Air Group). In the beginning, the unit used P-40s of various versions, which is commemorated by the drawing of exhausts with flames flickering on the nose of the F-5E, as well as the grille, typical of the P-40 versions M and N. The parrot with the  .50 machine gun, whose drawing is a variation of the cartoon character José Carioca, created by Brazilian cartoonist José Carlos de Brito, is the note of the “old times”. The motto “Já te atendo, tchê” can be translated as “I’ll be right with you!” The unit received its first twelve F-5Es on November 26, 1976, after a one-year hiatus caused by the retirement of the Thunderbird fighters. These aircraft were gradually replaced by a total of 22 F-5Es of the second delivery starting from October 13, 1988. In 2005, a portion of the F-5Es were significantly upgraded to the F-5M version. These aircraft are expected to remain in service beyond 2030.

     

    211 Squadron, Wing 21, Royal Thai Air Force, Udon Ratchathani AB, Thailand, late 90s  

    The Thai Air Force has been using F-5 aircraft the longest of all Asian operators (Indonesia, Malaysia, Singapore, South Korea and Taiwan are the others). The Royal Thai Air Force (RTAF) obtained their first F-5s in 1966 and it was part of a contract that allowed the presence of US forces in Thailand during the Vietnam War. These aircraft served with 13 Squadron, which subsequently became 103 Sqn. In 1978, the first of 35 F-5Es ordered were delivered. By the mid-1980s, half of the aircraft had undergone avionics upgrade. After F-16 deliveries began, the F-5Es were gradually moved to the 211 Sqn, 701 Sqn and 904 Sqn, which serves as aggressors in the Thai Air Force. The aircraft carry the standard livery of two shades of blue-grey, with the avionics changes represented by different antennae. They are also equipped with the RWE sensors. 

  • Markings for Bf 109G-2 1/72

    Bf 109G-2, Maj. Johannes Trautloft, CO of JG 54, the Soviet Union, August 1942

    Hannes Trautloft started his combat career in the Spanish Civil War. He flew the Bf 109s and participated in the development of tactics for this fighter. He fought in the Polish campaign as well as in France and managed to achieve at least one victory in every campaign. On August 25, 1940, he assumed command of JG 54. He led this fighter unit through Operation Barbarossa, the attack on the Soviet Union, and in subsequent combat til July 5, 1943. Trautloft was credited with

    58 victories, and he was awarded the Knight’s Cross on July 27, 1941. His personal aircraft sported a non-standard camouflage scheme. It is not clear which colors were used by JG 54 during its deployment to the Soviet Union. One theory supported the notion that the scheme consisted of RLM 70, 02 and 76. The “middle green” color was mixed from RLM70 and RLM02 shades. Note the remnants of RLM 76 color around the swastika. This aircraft was equipped with pressurized canopy, typical for G-1 or G-3 versions. Some of the stencils, including the “Do Not Walk” lines, were covered by tape prior to overspray and so they stayed visible.

     

    Bf 109G-2/R6, WNr. 13531, Hptm. Hermann Graf, CO of 9./JG 52, Pitomnik, the Soviet Union, September 1942

    Hermann Anton Graf was born on October 24, 1912. He trained as a locksmith and was a keen footballer in his youth. Later he took up gliding and was drafted into the army in 1939. He served with JG 51 from July 1939 and was a fighter instructor in the first half of 1940. In July 1940 he was assigned to 9./JG 52 and took part in the fighting over Greece and Crete in April 1941. He achieved his first aerial victory on August 4, 1941, near Kyiv and things began to change. In January 1942, Graf received Ritterkreuz for his 45th victory and in March he became CO of 9./JG 52, the so-called “Karaya Staffel”. He achieved his 100th victory on May 14, 1942, shot down his 150th enemy on September 4, and on September 26 became the first German fighter to surpass the 200 victory mark. For these accomplishments he received the Brilliants to the Knight’s Cross with Oak Leaves and Swords. He later commanded units of the Erg. Gr. Ost, JG 50, JG 1, JG 11 and JG 52. He was handed over to the Soviets by American forces after the surrender and returned from captivity in December 1949. The aircraft WNr. 13531, manufactured at the WNF factory, had darkened paint scheme on the fuselage, probably with the use of RLM 70 color. The left side of the rudder showed the symbols of the kills. Decal sheet provides two options. The rudder with 172 kills, which bears a dull camouflage or rudder with light spots in the RLM 76 colour and 202 kill marks.

     

    Bf 109G-2, Fw. Anton Hafner, 4./JG 51, El Aouina, Tunis, December 1942

    Anton Hafner was born on June 2, 1918, in Erbach near Ulm. In 1940 he successfully completed his fighter pilot training. After the training he joined JG 51 and remained with this unit for the rest of his fighter pilot career. On August 22, 1942, he shot down his 60th enemy, which brought him the Knight’s Cross – he received it the next day. At the beginning of November 1942, the II. Gruppe JG 51 moved from the Eastern Front to Africa. On January 2, 1943, Anton Hafner was shot down. He survived and upon his return from hospital he joined the Stabstaffel JG 51. On May 15, 1944, he overtook the command of 8./JG 51. On October 17, 1944, Oblt. Anton Hafner, the bearer of the Knight’s Cross with Oak Leaves, shot down his 204th enemy, the Soviet Yak-7 aircraft. During the battle, while performing a low flight with his Messerschmitt Bf 109G-6, he hit a tree and died in the crash. The aircraft of the II. Gruppe JG 51 moved to Africa from the Eastern Front and were camouflaged with RLM 74/75/76 colors. The yellow identification elements marking the aircraft operating in the Eastern Front were repainted and substituted by white complements on the wingtips and on the tail of the fuselage. The rudder was adorned with the sign representing the number of Anton Hafner’s victories. Ahead of the fuselage number there was an irregularity – a white horizontal band marking the aircraft of the II. Gruppe.

     

    Bf 109G-2/R6, WNr. 13949, Maj. Hans Hahn, CO of II./JG 54, Rjelbicy, the Soviet Union, January 1943

    Hans Hahn, a fighter ace and a holder of the Knight’s Cross with Oak Leaves, held a list of command positions throughout his career. From December 1939 he commanded 4./JG 2 and from October 29, 1940, he led III./JG 2. Starting on November 1, 1942, he took over command of II./JG 54, and led this Gruppe until February 21, 1943, when he was shot down and taken prisoner by the Soviets. He wasn’t freed until 1950. At the time of his capture, he had attained 108 kills, 66 of them were achieved on the Western Front. According to Russian sources, “Assi” Hahn was shot down by Soviet ace Lt. P. Grazhdaninov. Hahn himself noted that after shooting down a La-5, he was hit in the port wing and suffering an overheated engine, he was forced to land behind Soviet lines, where he was captured. His aircraft was oversprayed in white on the upper and side surfaces to better suit the winter conditions. Double chevron and the horizontal bar on the rear fuselage was the CO marking of II. Gruppe, and this Group’s unit emblem appeared below the windscreen. The JG 54’s Green Heart (Grünherz) marking is also present. The spinner and the lower sides of the engine cowl were lightly sprayed over in white. Hahn’s aircraft was part of an exhibition of captured machines in Moscow.

     

    Bf 109G-2/R6/Trop, WNr. 10805, Lt. Wilhelm Crinius, 3./JG 53, Bizerta, Tunis, January 1943

    A native to Hohenhausen, Wilhelm Crinius joined Luftwaffe in January 1940. After his fighter pilot training in February 1942, he joined 3. Staffel JG 53 and fought in Malta, in the Eastern Front and in the North Africa. On September 23, 1942, he was awarded Knight’s Cross with Oak Leaves for shooting down 100 enemy aircraft. Till January 8, 1943, he added 14 more shot downs. On January 13, though, the fortune had changed her mind. His aircraft was hit during the battle with Spitfires near El Kala. Crinius suffered thigh injury and due to the engine fire he was forced to perform a water landing. The next day fishermen saved him. After recovery he was sent to the POW camp. After the World War Two came to an end, he worked as a CEO of German subsidiary of Phillips, later as a chairman of the board of Ernst Düllmann GmbH. In 1989 he ran as a candidate of Deutsche Volksunion party for European Parliament. He died on April 26, 1997, in Stuhr, Lower Saxony. Crinius’ “Gustav” was camouflaged in RLM 78/79 shades and sported patches and patterns painted in RLM 80. Underneath the fuselage number there was repaint of the previous marking visible, most likely by RLM 78. The rudder sported the painting of the Knight’s Cross accompanied by the victory marks.

     

    Bf 109G-2/R6, WNr. 14810, Ofw. Rudolf Müller, 6./JG 5, Petsamo, Finland, April 1943

    Rudolf “Rudi” Müller was born on November 21, 1920, in Frankfurt am Main. During 1940, he underwent pilot training and was assigned to 1./JG 77 in August 1941. He scored his first kill on September 12, 1941, his victim was a Soviet I-16. In February 1942 he shot down two RAF bombers off Norwegian coast. On March 21, 1942, the 6./JG 5 was formed from Müller’s Staffel and the number of his victories over Soviet pilots was steadily rising during this time. Encounters took place during Luftwaffe attacks on convoys to and from Murmansk and during multiple combats with Soviet forces in the area of the Vayenga airfield or over the base of the JG 5 at Petsamo-Luostari. Rudolf Müller was awarded the Knight’s Cross on June 19, 1942, after achieving 46 victories. In a dogfight with the Hurricanes of the 609 IAP, he was shot down on April 19, 1943, on Soviet territory, tried to escape with the help of winter gear, but was eventually captured. On October 21, 1943, he was shot while attempting to escape from a prison camp.

  • Markings for Fw 190A-5 light fighter 1/48

    Fw 190A-5, WNr. 2700, 2./JG 11, Husum, Germany, August 1943

    Fighter unit 2./JG 11 was formed on April 1, 1943, from 8./JG 1. Its first commander was Hptm. Emil Rudolf Schnoor but in May the command was taken over by Oblt. Heinz Grosser. The first base of the unit was Husum airfield in northern Germany. The mission was to defend the cities of Hamburg and Hannover from American bombing raids. Members of the 2./JG 11 were engaged in dogfights with B-17s, which at the time flew without fighter escort. This later changed and the missions were flown under the protection provided by P-47s and P-51s. We have been unable to trace who flew the Fw 190A-5 WNr. 2700. She was 60 % damaged on August 12 during an emergency landing at Friedrichstadt due to a technical failure. The black 8 aircraft in standard RLM 74/75/76 camouflage had the 2./JG 11 emblem on both sides of the nose. On the left side of the fuselage under the front plate it has a red inscription Rübezahl (spirit of Giant Mountains on Czech-Silesian border). It is possible the pilot originated from this region (Krkonoše in Czech, Riesengebirge in German) and this was his way to express the relation to the homeland. In front of the tail surfaces there was a white stripe with red edging, which was the color of 2. Staffel.

     

    Fw 190A-5, WNr. 0152594, Maj. Hermann Graf, CO of JGr. Ost, Toulouse-Blagnac, France, April 1943

    Hermann Graf, although flying with the Luftwaffe already from the start of the Second World War, didn’t fly combat missions until operations over Crete. His first victories were achieved over the plains of the Soviet Union with JG 52. He was very successful and in the space of thirteen months he would amass 202 kills over Soviet aircraft. On September 16, 1942, he was awarded Germany’s highest honor, the Knight’s Cross with Oak Leaves, Swords and Diamonds. After that, he was withdrawn from combat and made CO of the training unit JGr. Ost. After a short stint with JG 50, he was made CO of JG 1 in October 1943 and on November 11, 1943, took over command of JG 11. He stepped into the same role with his former JG 52 on October 1, 1944, which he would lead up to the end of the war. After the war, the Americans handed him over to the Soviets, who would not release him until December 25, 1949. Hermann Graf died on November 4, 1988, in Engen. Hermann Graf flew two aircraft while serving with JGr. Ost, an Fw 190A-4 and an Fw 190A-5. The aircraft carried a red tulip motif on the yellow engine cowl, with a similar design being carried on the rudder with a scoreboard of his kills. Graf’s personal marking appeared on the rear fuselage on the left side, while the unit badge of an eagle teaching its young to fly appeared on the right side.

     

    Fw 190A-5, WNr. 410004, Oblt. Walter Nowotny, CO of I./JG 54, Orel, the Soviet Union, October 1943

    A German fighter pilot of Austrian origin and a native of Gmünd situated near the border with Czechoslovakia, Walter “Nowi” Nowotny was a holder of the Knight’s Cross with Oak Leaves, Swords and Diamonds, and shot down 258 enemy aircraft over the course of 442 combat sorties. He was killed in an Me 262 Schwalbe in combat with American escort fighters near an airfield at Hesepe on November 8, 1944. “Nowi’s” aircraft got a non-standard camouflage consisting of two shades of dark green, most likely RLM 70 and RLM 71. The yellow wingtips of the undersides and yellow band round the fuselage identified the aircraft flying in the Eastern Front. The JG 54 aircraft bore yellow band on the fuselage, underneath the fuselage crosses, and bottom part of the rudder was painted yellow as well.

     

    Fw 190A-5/U8, WNr. 01501353, Oblt. Kurt Hevler, Stab IV./SKG 10, Cognac, France, June 1943

    On June 4, 1943, eighteen Fw 190s from IV./SKG 10 with bombs under their racks headed towards the city of Eastbourne. The aircraft carrying Gruppenadjutant markings was hit by anti-aircraft fire and turned back home. However, the damaged engine could not supply the necessary power and the pilot attempted the emergency landing. That ended in the crash nearby the town of Normans Bay which Oblt. Hevler did not survive. According to the period description of the crashed aircraft yellow rudder and bottom of the engine cowling were oversprayed in the black irregular stripes. Kurt Hevler was born on July 21, 1917, in Prague. The family later apparently lived in Germany, because already in August 1939 he had the rank of Leutnant and from September of the same year he served in the 10./JG 26. In the spring of 1940 he fought in the ranks of the 5.(J)/Tr.Gr. 186 and on May 10 shot down a Dutch Fokker D.XXI near De Kooi. From 1940 to 1943 he flew with 7./JG 77 and JG 27. From February 1943 he was a fighter-bomber instructor with Erg. JGr. Süd. He was posthumously promoted to the rank of Hauptmann on July 1, 1943. He is buried at Cannock Chase.

  • Markings for Spitfire Mk.IXc late version 1/48

    Spitfire LF Mk.IXc, W/O Henryk Dygala, No. 302 (Polish) Sqn., ALG G10 Plumetot, France,  August 1944

    The No. 302 (Polish) Squadron was one of the units that participated in the invasion of Normandy in June 1944. The D-Day Invasion Stripes painted on the bottom of the fuselage and wings indicated it as well. This aircraft was equipped with wing racks for 250Ib bombs. The pointed rudder was freshly painted and so the colors appeared darker than on the rest of the aircraft. Nose art paintings were not common within the RAF, so this one, the girl sitting on the bomb, is one of exceptions. The Polish stencil right of the cockpit door “Wycierac obuwie” means “Wipe your shoes”.

     

    Spitfire HF Mk.IXc, F/Lt Otto Smik, No. 312 (Czechoslovak) Sqn., RAF North Weald, United Kingdom, August 1944

    This Spitfire was flown by F/Lt Otto Smik, the CO of B Flight of No. 312 (Czechoslovak) Squadron. On the cockpit door 8.5 confirmed aircraft plus three V-1 kill marks were painted as his personal score of that time. Smik was flying this Spitfire during July and August on strafing missions over occupied Europe. He was shot down by AA fire during an attack on Gilze-Rijen Air Base but survived and with the help of the Dutch resistance, he returned to Great Britain. Smik met his fate on November 28, 1944, when he was killed during attack on the Zwolle railway station. The camouflage and marking of this Spitfire were typical for No. 312 (Czechoslovak) Sqn. with the unit badge painted on both sides of the cowling. Available photos do not reveal the type of the rudder. The MJ296 could have had either the rounded or pointed type.

     

    Spitfire LF Mk.IXc, S/Lt. Pierre Clostermann, No. 602 Sqn., Longues-sur-Mer, France, July 1944

    Pierre Clostermann, a famous French fighter ace, became known worldwide thanks to his book “Le Grand Cirque” (The Big Show) as well. One of the aircraft he was flying during the war was Spitfire MJ586. Clostermann’s score of seven confirmed, three probable and seven damaged enemy aircraft was portrayed below windshield. French sources credit Clostermann with 20 kills, but it has been a topic of debate for many years. The post war French figures are inconsistent with those of wartime documentation in British archives due to different methodology of these two Air Forces. At the end of WWII, Clostermann flew Tempests with No. 3 Squadron RAF. Note the squadron badge on both sides of the engine cowling.

     

    Spitfire LF Mk.lXc, F/O Desmond Ibbotson, No. 601 Sqn., Italy, Summer 1944

    MJ250 was flown by No. 601 “County of London” Squadron from July 1944. The unit was operating from the airfields at Perugia, Loreto and Fano at that time. The aircraft was used primarily for dive-bombing operations. MJ250 survived the war but was scrapped shortly afterward. The MJ250 was regularly flown by F/O Desmond Ibbotson, DFC & Bar who is credited with 11 confirmed and four probable kills plus five damaged aircraft. He died on November 19, 1944 at the controls of Spitfire MH614. The camouflage colors of MJ250 were removed except for the upper engine and fuel tank cowling. These parts seem to be taken from another aircraft which retained the camouflage colors. Note the unit badge on the fin tip.


    Spitfire LF Mk.lXc, P/O Jerry Billing, No. 401 Sqn., RAF Tangmere, United Kingdom, June 1944

    Jerry Billing was one of many Canadians serving with RAF. He volunteered in October 1942 to help the Malta defense. After joining No. 185 Squadron, he fought over the island until March 1943, when he was downed by a Bf 109. Billing was transferred to No. 401 Squadron in 1944. He downed a Ju 88 bomber and damaged two Fw 190s on June 7, 1944, the second day of the invasion of Normandy. On July 1, 1944, his Spitfire ML135 was hit by AA fire and Billing belly-landed in no-man’s land in France. He managed to get back to the UK with the help of a French family. After WWII, Jerry Billing re-enlisted in the Royal Canadian Air Force and became an instructor. In 1951 he joined the Blue Devils, a Canadian aerobatics team flying Vampire jets. Billing left the RCAF in 1964, becoming DeHavilland test pilot.

     

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

    Jerry Billing was shot down at the controls of ML135 on July 1, 1944 and belly-landed seven miles south of Carentan, France. The D-Day stripes were left on the undersides only and the female name “Dorothy” appeared under the windscreen.

  • Markings for Bf 108 1/48

    Sonderkommando Blaich, Tripoli, Libya, January 1942

    Sonderkommando Blaich, named after its Commander Hptm. Theo Blaich, was equipped with He 111s and operated in Libya during 1942. This Taifun KG+EM also belonged to the fleet and was modified for service in tropical environment. It also received a tropical camouflage of a sand color with green spots on the upper surfaces. The most interesting operation of this unit was the successful bomb raid on the Allied fuel storage facility in For Lamy on January 22, 1942, in which this Bf 108 also played some role.

     

    France, May 1940

    This Bf 108 was painted with RLM 24 on the upper surfaces and RLM 65 on the lower ones. The snake was sprayed by RLM 65 with the use of a snake-shaped template over which the color was sprayed. The code letters were in RLM 05 shade. Note the regular Taifun logo placed under the canopy. The framing of canopy could be either RLM 05 or natural metal.

     

    Germany, September 1939

    The German pre-war colors were used to camouflage this Taifun. Upper surfaces were painted RLM 61, RLM, 62 and RLM 63 shades, the undersides were RLM 65. The new camouflage was painted over the original factory colors and thus the stenciling was not visible.


    Hungary, 1942–1944

    This aircraft was painted in very unusual camouflage scheme as the RLM 74, 75 and 76 colors prescribed for fighter aircraft were used. This Taifun served probably in Hungary on the Eastern front. The code letters ZS were either oversprayed or scraped off.

     

    Stab I./JG51, Soviet Union, Winter 1942 - 1943

    The camouflage scheme consisted of RLM 70 and 71 on upper surfaces and RLM 65 on lower surfaces. The upper surfaces were overpainted with white splotches. The white was sprayed over the edges of national insignia.

  • Over the Normandy Rooftops


    Text: Jan Zdiarský

    Illustration: Kateřina Borecká

    Cat. No. 8281


    The activities of the RAF Fighter Command in the spring of 1944 were mainly focused on supporting Allied air superiority over the western part of Europe and on blowing wide open the Western Front. The tasks of the fighters therefore consisted in escorting tactical and strategic bombers and, above all, in attacks on ground targets that supported the main adversary, the German Luftwaffe, as well as the transport infrastructure.

     The Second Tactical Air Force was set aside within the RAF to coordinate the air force with ground forces, especially in the post-invasion period. Its headquarters was established on June 1, 1943, and more than seventy squadrons from the fighter and bomber headquarters of the RAF (including all three Czechoslovak fighter squadrons) were gradually included in it.

     Changes to the structure required reorganization at Fighter Wing level. Polish fighter squadrons were also included in the new organizational structure, for which the 131st and 133rd Fighter Wings were created. While the 131st Fighter Wing consisted of Polish Nos. 302, 308 and 317 Squadrons, the 133rd Wing had the 306th, 315th and 129th (British) Squadrons under it. The 131st Fighter Wing flew British Spitfire Mk.IXs and the 133rd used Mustangs Mk.IIIs. The main task of both units was to support the invading troops directly on the front line. This is also why troops were moved to the continent as soon as the situation allowed. The Spitfire Mk.IXs were equipped with bombs weighing 250 pounds under each wing, or 500 kg bombs under the fuselage. Before and after the invasion, fighter planes operated at ground level, where they were easier prey for German light and medium flak, but also German fighter planes, especially in the pre-invasion period. Another significant opponent of these operations was the difficulty of comparative navigation, flying purely according to maps, without the possibility of support from operation centers and often complicated by the unclear situation on the front.

     In the period before the invasion, in addition to these ground attacks, Polish airmen from both fighter wings also participated from time to time in the search and destruction of V-1 missile launch sites, and the escort of American, also as RAF bombers. The tasks were challenging. Many took off two or three times a day, the ground crews worked tirelessly from morning to late evening or through the night to get the planes ready for the next day.

     The Poles participated in the invasion itself on June 6, 1944, in the form of repeated armed patrols covering the disembarking troops. Similar tasks were repeated in the following days. Already on the fifth day of the invasion, the 302nd squadron became the first Polish unit to land in liberated territory in northern France. The landing took place after a morning patrol over the combat area for refueling. The newly built landing strip (RRS - Rearming and Refueling Strip) was used for this. The Poles then continued their patrol before returning to their English base.

     In order for air units to be able to move to France permanently, demanding preparations had to be undertaken. Practically all airports on the western part of continent were damaged by previous Allied bombings or by German units during evacuation. Often, it was the result of both. Build facilities for air and ground personnel, aircraft maintenance, arming and refueling presented significant challenges. And although the engineer troops, following behind the invading troops, did what they could, the desire of the ground troops to have their air support and protection as close as possible could only be fulfilled after several weeks. Provisional airstrips and often primitive facilities were created in the front area.

     The 131st Fighter Wing, of which the 302nd Squadron was a part, moved to France on August 3rd, 1944. Its temporary home was an airstrip in northwestern France designated B-10, near the village of Plumetot in northern Normandy. From there, the airmen continued to attack German ground and naval forces. Conditions at Plumetot were difficult. Airmen slept in tents, there was no protection for parked aircraft, significant when you consider that the base was still within range of German artillery. Hot days filled the air with dust, while rainy days created ubiquitous mud. Combat activity was demanding, each squadron engaged in several combat operations a day.

     One of the members of the Polish 302nd ‘City of Poznaň’ Squadron, who participated in its operations for a long time, was twenty-five-year-old W/O Henryk Dygala, whose Spitfire LF Mk.IXc became the subject for Kateřina Borecká's box art for a kit of this type in 2012. which we are currently producing as a second re-release.

     In the following months, the 302nd Squadron, and with it the entire 131st Fighter Wing, undertook operations in the campaigns to liberate Western Europe and to occupy Germany, such as the Ardennes offensive, the German Operation Bodenplatte, and the operations in the north of Germany. The unit ended the war at Base B-113 near Bremen. After the war, it was part of the British Occupation Forces, after which it returned to Great Britain at the end of 1946. The 131st Fighter Wing was disbanded on January 3rd, 1947. A large part of the Polish airmen decided not to return to their homeland, for which they had fought throughout the war, because it was already clear that a communist future awaited them. Many of Polish airmen therefore remained in the UK. One of them was W/O Henryk Dygala, who lived there until the age of 83.

  • Tail End Charlie

    Want or Wish? Not the same…  


    Text: Richard Plos


    Aviation enthusiasts are currently watching the Masters of the Air series, produced by Steven Spielberg and Tom Hanks. This monumental work is a celebration of human courage in its many forms. And a reminder that without effort, bravery and self-sacrifice, there is no freedom. Thousands upon thousands of young men left their homes and families living in peace to fight for others who were not so fortunate.

    Of course, even in the USA at that time there were people who opposed any involvement of their country in the war in Europe, and the American “I-wanna-peace” fools of the time even marched in New York on July 7, 1941, with signs saying: “Why not Peace with Hitler?” or “Arm Britain and prolong the War”, when the fate of the United Kingdom hung in the balance. Does that remind you of anything? We hear and read similar arguments today from the mouths of those contemporary and domestic "I-wanna-peace” fools. Fortunately, back then, no one took them very seriously, whereas today this extremely dangerous attitude resonates with many politicians.

    Personally, the phrase “I want peace” strikes me as the cry of a small child who also cries out without thinking “Mommy, I want...” One day it’s a car toy, the next it’s an ice cream, he just wants it. He doesn’t understand, but he wants. A more mentally mature individual would rather use the expression “I wish for peace”. Because that’s the way it is, of course - nobody sane wants war. I've experienced it myself to some extent, and I wish for peace all the more. But there is a difference between real peace and a humiliating slaughter that has the “advantage” of not being fired upon you, because you calmly let the target country being eliminated instead of help and assist it ... And "wanting peace" at the cost of suffering and enslavement of another nation is extremely immoral and selfish.

    I am, of course, talking about the most terrible conflict in Europe since the Second World War. The war in Ukraine. The Russians have been massaged for decades by what Timothy Snyder called the politics of eternity in his book The Way to Unfreedom. It is a practice in which the Russians constantly look to the past, in particular to their victory over Nazi Germany. They have no scruples about appropriating the whole of it and intend to immortalize it as their greatest achievement. They tactfully gloss over the enormous material aid from the USA, which included practically everything from butter to gunpowder to trucks or fighter and bomber aircraft. These supplies cost the lives of many people who transported the aid to the then Soviet Union. Nor does the Russian mind take much notice of their merits.

    And then there are those “Masters of the Air” and their devastating effect on German war production and morale. Not to mention the number of German forces tied up in operations in Western Europe after the landings. Lately, a portion of the population has forgotten or is unwilling to admit it. I remember in 1990 when we were preparing the first tribute to American soldiers in Pilsen and a communist propaganda confused flight engineer (I was then flying as a pilot) asked me angrily, “How many of them died here in Europe, huh?” As if perhaps the number of casualties was a measure of merit... He didn’t understand that the Americans, unlike the Russians, have always valued human life and therefore always try to fight to minimize casualties. To this day it is evident on the Ukrainian battlefield that even the life of a Russian does not mean much to a Russian. Let alone the life of a person of another nationality...

    I haven’t seen a minute of the new series yet. As with many others, I’ll wait until it’s all out, so I don’t have to wait a whole week for a new episode. Then I think I’ll have a little marathon. And in doing so, I’ll mentally praise the human courage that gives us the strength to stand up to evil, straighten our backs, and not allow our own destruction. Even at the cost of effort and sacrifice. Because peace and the prosperity that goes with it has never been, is not and will not be for free.


  • INTERVIEW WITH PETR JEZEK

    Petr Jezek (right) and Zdenek Dvorak with the restored Northrop F-5E Tiger II in front of Ceska Aviaticka hangar at Prague Kbely. Photo: Petr Jezek


    Petr Jezek, 46, is an aircraft restorer. Aircraft are his lifelong passion and hobby. Between 2016 and the end of 2023, he worked for Ceska Aviaticka located at Kbely in Prague, where he was involved in the restoration of historic aircraft. Over the last year, and along with his colleague Zdenek Dvorak, he worked on the museum’s American Northrop F-5E Tiger II. He left the company at the end of 2023 and has been working for the Military Historical Institute of the Kbely museum. Besides aircraft, he also has a soft spot for cars manufactured by Saab.


    How did you come to restore aircraft?

     I got into aircraft restoration in 1996, as a soldier in the basic service. I was assigned to the aviation museum in Kbely with Mr. Jan Sýkora. At that time, the Šmolík Š-2 aircraft was being restored. My very first job on this aircraft was to repair the observer's machine gun swivel mount.

     

    I had no idea that basic military service could provide work at the museum in Kbely. I would like that too! Did you spend a year there and then went to civilian life? Or did you stay there after your service obligations were met?

     I served in the aircraft repair squadron at the base in Kbely. I had my duties there, serving as a supervisor and worked on aviation technology. When I wasn't needed, I spent my free time in the workshop at the aviation museum. During my time at the museum, I met and became friends with a number of people who shared the same affinity for vintage aircraft as I did. After my military service ended, I went to the aviation museum with these friends in my free time and helped with everything that was needed for free. That lasted almost twenty years, with a couple of brakes in between.

     

    Was this with Mr. Janečka still serving as the museum’s curator, or was he gone by then?

     I remember the founder of the Aviation Museum in Kbely, Colonel Janečka. I talked to him several times when I entered the museum. But he was no longer on active duty during my tenure.

     

    Did your military service provided you with your first exposure to the museum at Kbely? Were you not there prior?

     As a visitor, many times. My father used to take me to the museum as a boy. My dad worked at LOK (Kbely Aviation Repair Shop) on, among other things, renovations of exhibits for the Aviation Museum. For example, he participated in work on the C-11, CS-92, Meteor, Vampire, and the An-2. He showed me the Phantom, for example, shortly after the British had flown it to Kbely. So I just kind of stumbled around, and now I have ‘airplanes’ as a family diagnosis.

     The Kbely Phantom FG.2. Photo Petr Jezek

     Fourteen-year-old Petr Jezek on the museum’s Phantom. Photo Petr Jezek

     

    How many restorations have you got under your belt?

     Just for the Military Historical Institute, I participated in the renovation of the Su-7, Su-22, Su-25, F-4S Phantom II, F-5E Tiger II, Aero Ae-45, C-104, Mi-1 and the Aero C- 3B. This also includes some free maintenance of airplanes and helicopters for the Kbely Museum, just out of my love of airplanes.

     

    Did you work on those seven planes and the helicopter at your previous employ in Kbely? What was the most interesting part of it?

     Yes, under my previous employer. It is impossible to say which project was the most interesting. These were all airplanes that I had admired in the museum and had no idea I would ever get this close to them. I enjoyed working on all of them.

     

    Which do you enjoy the most? Jets, props, biplanes or helicopters?

     I enjoy variation, so everything. After working on a jet, I look forward to a biplane.

     Aero Ae-45 before restoration. Photo: Petr Jezek

      Aero Ae-45 after restoration. Photo: Petr Jezek


    Do you know what it will be specifically?

     It will be an aircraft from Hangar No.18. For now, I can’t say any more, but that will be revealed shortly on the Facebook page of the museum, where the progress of the project will be posted.

     

    Was the renovation of the F-5E any different than the renovations of other aircraft you've worked on?

     All renovations follow approximately the same course, although each one is different at the same time. What was exceptional about the F-5E was that most of the parts had already been removed from the aircraft during examination by Aero Vodochody in the eighties. It was up to us to clean the parts that had been stored in crates for forty years, restore them, and find their correct place in the airplane.

     

    Was this with the help of manuals or some type of documentation, or was deduction a tool?

     There was precious little documentation to go by. The greatest help to us were several contemporary photos from the examinations and tests conducted by Aero, and a summary of these was written by Ing. Vlček that survived in the archive. The Internet provided some documentation as well.

     

    Did you make any contact with other museums or manufacturers?

     We did, but the work went faster than the communication with other institutions progressed. But we hope that the established contacts will bear fruit and the F-5E will be completed on our acquiring the missing parts there still are.


    What is left to do there?

     Some cockpit equipment is missing, such as a scope, mirrors and a few small parts, and then the ammunition guide to the cannon and the boarding ladder. And probably the biggest item is the General Electric J-85 engine. We'll see if these missing parts can be found over time.

     

    Were those parts already missing when the plane arrived in Czechoslovakia, or were they lost here?

     The plane arrived in Czechoslovakia complete. Some of the missing parts did not return after the plane was examined at the companies to which they were sent, and some were lost during storage of the aircraft at Aero Vodochody before being transported to the aviation museum in Kbely.

     

    Perhaps the biggest problem is the engine, or can one be sourced easier than the little things?

     As for the small things for the cockpit, they can be found. It’s harder to source items that were typically used exclusively in the F-5. But even that has a solution. It's a little harder still with the engine. They are certainly available, but it is already a larger unit, so acquisition and transport are a bit more difficult.

     

    What was the condition of the exhibit when you took it over for renovation?

     It was in surprisingly good condition for the fact that the exhibit had been displayed outdoors for thirty years. Some corrosion on the outer panels was present along with rusted over screws, but nothing serious. The internal structure was in good condition. You could see that quality materials were used on the airplane.

     

    Is it true that the Kbely F-5E is assembled from two different airframes?

     It does appear to be that way. The distribution of the camouflage colours on the tail of the aircraft is a mismatch with the forward section, leading to the conclusion that the two sections probably do not belong together. We suspect that the back end of our F-5E is in Poland, on display at the Aviation Museum in Krakow, and we have the Polish counterpart.

     

    But this is not certain?

     Unfortunately, no. The production plate that would be conclusive is missing from our airframe Someone must have swiped it over the years. But there is still hope that there is a label on the Krakow F-5E. If the serial number matched our machine, our suspicions would still be confirmed.

     

    Any desire to go to Krakow?

     Desire? Yes! Time? Not so much!

     

    What is the state of the F-5E’s armament?

     Only the Ford M39 cannons survived with respect to the F-5E. It is said that they came to Czechoslovakia including ammunition. The AIM-9 Sidewinder missiles were also said to have been delivered, but where they ended up is unclear.

     

    The renovated aircraft has its cannon installed?

     Yes, both of them.

     Ford M39 20mm cannon installation in Kbely’s F-5E. Photo: Petr Jezek.

     

    That’s fantastic! And missiles?

     Currently, the F-5E sports Soviet R3s mounted on the missile rails. It is interesting to note that they mounted onto the rails without any problems. But they should prove to be only temporary. We anticipate that the aircraft will be displayed with Sidewinder mock-ups in the future.

     AIM-9 Sidewinder mock-ups, built on the basis of the Soviet R-3 copy. Photo: Vladimir Sulc

     

    From your responses, it sounds like the renovation was actually pretty routine. Were there any out of the ordinary snags encountered?

     It wasn't routine. Every reconstruction presents its own problems. The stencil data on the airplane were probably the biggest. At first, when the restoration was being planned, we were convinced that there would be only a few. We couldn't have been more wrong. In the end, there were over three hundred such items.

     

    What was your reference source for the stenciling on the aircraft?

     The bulk was obtained from an examination of the surface of the aircraft. Some labels had been preserved, at least to some extent. Some were only discernible under lighting at different angles. And those that were discernible only partially or not at all were found in publications or using the internet.

     

    I'm a little confused that you didn't contact the manufacturer or other aviation museums. We have very good experience with museums. There is always someone to advise us on various problematic matters, especially if they have the aircraft in their collections.

     If we got into trouble, we would, of course, contact other institutions. But I think we managed it. But the option to contact both Northrop Grumman and other museums was available to us.

     

    So I understand. Helping yourself is of course the right solution. Now it is fair to admit to the readers that I already know what I am about to ask you now.

     The original stencil data on the F-5E had their own specifics, they were not sprayed over a template, as modellers would probably expect. How did you go about restoring them?

     After deciphering the text of each stencil, they were photographed and then processed into a drawing by a graphic artist. It took about four months of work in total. We had no problem with large numbers and inscriptions. The problem arose with inscriptions and tables, where the font size was around one and a half millimeters. The original decals on the F-5E were screen printed at the Northrop factory. This would have been a solution for our project, but in the volume of many individual prints that we needed, it was financially nonviable. Therefore, we had to look for another solution.

     

    I already know you made them as decals. Why did you choose them?

     We decided on the decal option mainly because it presented the possibility of small fonts and thin frames. This would not be possible with any other available technology.

     

    Why did you decide on Eduard decals?

     We decided on Eduard decals because, among other things, their decals have a relatively thin layer of varnish that does not spoil the final look.

     

    As is well known, the varnish can be peeled off. On the surface of the F-5E, you can see that you peeled the clear varnish off some of the labels and left it on on others. How did the varnish peeling go for you?

     Yes, that clear layer removes quite easily. But unfortunately, in some places, we left it in place until the next day, and then the peeling became a bit problematic. It was due to our inexperience with this technology. Later, we learned our lesson and applied the decals in smaller quantities, allowing us time to peel off the carrier film.

     

    The markings look authentic on the plane and the result is excellent. However, the decals would, of course, be very large from a modeling point of view. The ink is thin and has a tendency to chip and tear even in smaller areas on this scale. How difficult was it to apply them?

     At the beginning we struggled with it a bit, but with increasing experience it was no problem to apply even the large decals. Sometimes, it was necessary to work in pairs, and we had to correct some of them. Since we expected problems, we had duplicates of every stencil made.

     The stencil data as it appeared on the unrestored aircraft. Photo: Petr Jezek

     New stencil data post-restoration. Photo: Vladimir Sulc

     

    Were the decals overcoated in any way?

     Yes, the entire airframe was overcoated after the stencil data was applied with a clear coat.

     

    It suits her well. But I still have it in my head that F-5Es were matte, the Kbely airplane is semi-gloss now after the renovation. How do you see it?

     Yes you are right. Going by photos of F-5s in Vietnam, the machines were very matt. But at the request of the VHÚ staff, we chose a seventy-five percent matt finish.

     

    What is your opinion on the rate of renovations of the museum’s exhibits? For example, I am not really a big fan of a complete renovation and repaint of the entire plane using current colors. I prefer the planes to stay in their original livery. They seem more authentic to me, and especially more valuable as exhibits.

     Each exhibit must be approached individually. Unfortunately, most of the exhibits get to us in such a condition that there is no other option not involving a complete repaint. But there are also exceptions such as the Su-7, Su-22, MiG-23 and 29, and Mi-1. I also see an overall rebuilt aircraft as somewhat sterile, without history, but sometimes there really is no other way.

     Mi-1 in the collection of the VHU prior to restoration. Photo: Petr Jezek

     Same item post-restoration. Photo: Petr Jezek

     

    I understand. We are now collaborating on the reconstruction of a Stuka wreckage to airworthy condition, and with this project, it is clear that there is no other way. It will be essentially a newly built piece. But if the plane is in good condition, I wouldn't touch the surface. For us, as a kit manufacturer, such authentic exhibits are priceless!

     It seems to me that every museum plane yields many new items when it's restored. I once saw several boxes of such things that came out of a Marauder restoration. In addition to a pile of Flak shrapnel, there was a pack of cigarettes, a newspaper from 1945, and the skeleton of a rodent. Do you find such remains in airplanes too?

     Since we are working on exhibits from a slightly different period, our findings are not particularly interesting. Most of the time it is a fastener that dropped down to irretrievable locations or some coins. Our F-5E, although it had photographic evidence of surface damage from the Vietnam War, cleaning the interior of the fuselage found nothing to cause the damage.

     

    What was the extent of the F-5E renovation?

     The scope of the renovation was generally no different from other renovations. Simply put, we documented the condition of the aircraft, cleaned all available areas, removed paint from the surface of the aircraft, repaired the airframe, restored and reassembled the surviving parts, and finally painted the aircraft. It sounds simple, but behind it lies almost a year of hard work.

     

    It seems to me that you had it done incredibly quick. Was this the work of just the two of you?

     Two people worked on the plane, but we outsourced some work to external collaborators and companies. After all, we can't do everything, and we don't have time for some operations, so we outsourced them to subcontractors. In total, we worked on the Tiger for almost ten months.

     

    From a restorer's point of view, what is the difference between the Russian and American schools of design?

     Each has its strengths and weaknesses. My opinion is that Eastern Bloc tech was built for rougher handling and that's why it's so robust. The western technique I have experience with seems more subtle, but at the same time more thoughtful and easier to maintain. But it's my personal opinion that not everyone may agree with.

     

    I would tend to agree. Aircraft differ from one to the next, but all are beautiful.

     Yes. To me, all the planes I've worked on are beautiful. Even if I didn't think so before working on them to the level that I did. But when you can touch them, see their shapes from other angles, become familiar with their curves, you can’t help but develop an affinity for them.

     

    It’s kind of like with women, isn’t it?

     

    As a happily engaged father, I can't comment on that 

     

    Thank you for the interview.


     Kbely’s Northrop F-5E Tiger II after renovation. Photo: Petr Jezek

  • Air War in Ukraine

    Beriev A-50U in an propaganda image from the Russian Ministry of Defense.


    Demise of Giants

     

    Text: Miro Barič

    Photos:  Ukrainian armed forces, social media and other public sources


    Beriev A-50, Ilyushin Il-22M, and Il-76M. These are three large aircraft that the Russian Air and Space Forces lost during the period covered by the current continuation of articles on the air war over Ukraine. The Il-22M, in the middle of these, managed to land at a base, but its damages are so extensive that it won't return to the air.

     

    After a series of successful Ukrainian attacks disabled a significant portion of the Russian air defense radars in Crimea, the Russians deployed the Beriev A-50 early warning and control aircraft over the Sea of Azov from the beginning of January. The aircraft carries a large radar dish on its back with a range of about 600 km against airborne targets. The plane moved along the same route every day, flying oval patterns with dimensions of 20 x 50 km over the sea, culminating in the north near the coast close to the port of Berdyansk. This mistake allowed Ukrainians to set up a trap on the evening of Sunday, January 14, most likely using the Patriot system. The A-50 was shot down approximately 130 km from Ukrainian positions. PAC-2 missiles from the Patriot system have a range of about 160 km against aircraft. A fast and well-maneuvering fighter could likely avoid them at such a distance. However, a slow and high-flying target like the A-50 can be shot down even at the edge of the range.

     Firstly, it should be noted that Russia officially did not acknowledge any loss - as always. However, Ukrainians intercepted a report from the pilot of a Russian Su-30 fighter, who at that time and location observed the fall of a burning aircraft into the sea. Russian sources state that there were 12-15 crew members on board, and none of them survived. Details about these pilots gradually began to emerge on Russian social media. The first information released was the name of the aircraft commander, Colonel Vyacheslav Levchenko. His wife stated that she was informed that her husband, along with the entire crew, was missing. Levchenko was a prominent pilot, participating in a military parade in Moscow's Red Square in 2020.

    Il-22M tail with the designation RF-95678 riddled with shrapnel.


     Later, the names of other crew members were added - Major M.A. Kvasov, who was the navigator of the aircraft, Major A.S. Shadrov, Captain D.A. Kutuzov, Captain M.S. Bolyasnikov, and First Lieutenant A.I. Izmaylov. This is not a complete list, as half of the names are still unknown. Relevant Russian channels initiated a donation to aid the families of the deceased pilots, indirectly confirming the loss of the aircraft.

     In the following information, various sources differ. Initially, it was stated that the shot-down aircraft had the designation RF-50601 and the fuselage number "red 50." According to later information, it was the A-50U with the designation RF-93966 and the fuselage number "red 37." It belonged to the 610th Center for Combat Training and Retraining of Air Personnel based in Ivanovo, northeast of Moscow.

     It is unknown how many usable A-50 aircraft remain in the Russian Air Force inventory - estimates range from two to eight. One was damaged earlier in February 2023 at the Belarusian Machulishchy airport. Local partisans hit the radar and electronic hump on the back of one A-50 with drones. The aircraft's fuselage itself was not damaged, and the plane later flew for repairs. What is certain is that after the latest loss, A-50s stopped operating over the Sea of Azov and relocated to the Rostov region beyond Russia's original borders. This means they are safe from Ukrainian missiles but also that the range into Ukrainian territory has decreased by about 200 km.

     Wreckage of Il-76M shot down near the village of Jablonovo. Notice the numerous holes from shrapnel.


    Two at Once

     On the evening of January 14th, Ukrainians achieved a double hit. In addition to the A-50, they also hit the Il-22M, which was moving in its vicinity. This is a flying command and communication post based on the old four-engine IL-18 turboprop aircraft. Its role was to transmit information gathered by the A-50 crew further, as it has more powerful communication equipment for this purpose. The Il-22M was riddled with shrapnel after the hit, with engines hit and casualties on board. Despite this, it did not catch fire, remained airborne and landed at Anapa Airport in the Krasnodar Krai on the Russian side of the Sea of Azov. "I urgently request an ambulance and firefighters," was the pilot's emergency call, which was also intercepted by Ukrainians.

     Specifically, it was the Il-22M-11SURT with the designation RF-95678, belonging to the 1338th test center. Its commander, Major Viktor Klimov, succumbed to injuries caused by shrapnel. The second pilot was also injured but managed to make an emergency landing. According to Ukrainian sources, the second casualty on board was Colonel Burmistrov. Photographs of the tail of the aircraft, riddled with holes, were published. The aircraft is deemed irreparable.

     Su-34 during an emergency landing without the main landing gear. Note that the navigator is already "out."


    Did it Carry POWs?

     The third giant that the Russian air force lost during the observed period was the Il-76M, which crashed on Wednesday, January 24th, near the village of Jablonove in the Belgorod region. There is a video capturing its demise. It shows a smoke cloud after the explosion of an anti-aircraft missile, the rapid descent of the aircraft, and a subsequent fiery explosion on the ground. However, the incident is surrounded by the greatest uncertainties of all three cases.

     Ukraine stated that the aircraft was carrying a load of missiles. According to some sources, it was in Iran the day before, returning through Saudi Arabian and Egyptian airspace and around Cyprus. Russia, however, declared that besides the crew, there were also 65 Ukrainian prisoners of war and three guards on board. The Russian secret service immediately cordoned off the crash site, not allowing civilian rescuers in. Only a few shots leaked showing wreckage of the aircraft but no dozens of corpses. On that day, a prisoner exchange was supposed to take place. The first exchange took place on January 3rd after a long hiatus that lasted until August 2023. 230 Ukrainians returned home, including defenders of Snake Island, 45 people who were considered dead, and six illegally detained civilians. In the opposite direction, 248 Russian prisoners set out. The exchange planned for January 24th did not take place after the Il-76 was shot down. Russian media released a list of prisoners who allegedly died on board the aircraft. However, it included 17 people who had already been exchanged on January 3rd - an obvious forgery.

     Moreover, the aircraft was heading away from Belgorod. It was shot down 60 km northeast of the city. If it was supposed to bring prisoners, why was it flying in the opposite direction?

     The Russian side stopped mentioning the allegedly killed prisoners after a few days, and exchanges of prisoners continued uninterrupted in the following months. According to all available information, it is more likely that there were no Ukrainians on board. Only the names of the six dead Il-76 crew members were published. They were Captain Stanislav Bezzubkin, Captain Alexey Vysokin, Officer Vadim Khmirev, Lieutenant Andrei Pilyev, Senior Warrant Officer Igor Sablinsky, and Sergeant Sergey Zhitenev. All six had a joint military funeral. There are some inconsistencies about the identity of the aircraft, but according to The Military Watch portal, it was the aircraft with the designation RF-82868 from the 117th regiment of the military transport aviation.

     

    Non-Combat Losses

     In addition to the three giants, the Russian Air Force suffered several non-combat losses. At Chelyabinsk Shagol Airport in the Urals, a Ukrainian saboteur attempted to set a parked Su-34 fighter-bomber on fire. This occurred on January 3rd in the middle of the night using a Molotov cocktail inserted into the engine's intake. The incident was recorded entirely. The extent of the damage is unknown because the video ended when the fire ignited. However, for preventive reasons, the incident should necessitate an engine replacement, meaning the aircraft would be out of operation for some time.

     On Sunday, January 28th, footage of the emergency landing of another Su-34 was released. It is unclear where and when the incident occurred. The main landing gear did not deploy, and the aircraft landed only on the front landing gear. It can be seen that the navigator had already ejected before and landed on a parachute.


    Russian Mi-8MTV-5 with the designation RF-92064 after a crash in the Bryansk region.


     During the observed period, there was also the emergency landing of a helicopter. An Mi-8MTV-5 with the designation RF-92064 and fuselage number "red 21" collided with power lines on Wednesday, January 17th, during a flight in the Russian Bryansk region. With a broken tail rotor boom, it ended up in a ditch next to the road, but the fuselage remained intact, and the crew escaped unharmed.

     At least some of these accidents are attributed to the war, leading to neglect of maintenance and increased stress and fatigue among pilots. The situation is even worse in Russian civil aviation. Sanctions prevent foreign companies from providing service and spare parts for aircraft used by Russian airlines, leading to an increase in malfunctions. The Wall Street Journal reported that while there were 36 incidents involving passenger aircraft in Russia in 2022, in 2023, there were at least 74. According to Ukrainian intelligence, based on secret data obtained from the Russian state authority Rosaviatsiya, the actual number of accidents in 2023 was much higher, exceeding 200. At the turn of the years, incidents occurred in Russia where passenger aircraft had to return, make emergency landings, or did not take off at all, practically every day.

     On the Ukrainian side, there was one loss during the observed period. On Friday, January 5th, during a combat flight, MiG-29 pilot Vladyslav Zalistovsky with the callsign "Blue Helmet" perished. He served in the 114th Tactical Aviation Brigade. He was 23 years old and had graduated from the aviation faculty of the National University of Air Force of Ivan Kozhedub in Kharkiv in 2021. The circumstances of his death are not known, but he was likely shot down.

     Ukrainian pilot Vladyslav Zalistovsky died on January 5 during a combat flight in the MiG-29. His callsign was "Blue Helmet."


    Russian Air Raids

     The Russian bombing offensive against Ukrainian cities, which began at the end of December, continued into the second day of January. On Tuesday, January 2nd, early in the morning, the Russians released 35 Iranian Shahed drones to map the positions of the Ukrainian air defense. All 35 drones were shot down by the Ukrainian air defense.

     Subsequently, 16 Tu-95MS bombers took off, releasing 70 low-flying cruise missiles. MiG-31K aircraft launched 10 Kinzhal missiles, and Su-35s joined in with four Ch-31P missiles against radars. From ground launchers, the Russians fired 12 Iskander ballistic missiles and S-300 missiles.

    Shahed drone shot down during Russian attacks on Ukraine.


     In total, Russia sent at least 134 missiles and drones to Ukraine. Ukraine claimed to have shot down 107 of them. Ukrainian air defense, for example, claimed the destruction of all 10 Kinzhal missiles. There is a video showing the fall of one of them into the Dnieper River near residential buildings. However, none of the Iskanders and Ch-31P missiles were shot down. On the contrary, 59 Ch-101 and Ch-555 low-flying cruise missiles were destroyed, as well as three Kalibr missiles launched from a ship or submarine. This was their first use since September of the previous year, indicating the deep crisis of the Russian Black Sea Fleet.

     The Russian attack on January 2nd primarily targeted the Kyiv area in the morning, resulting in three dead and 27 injured. In the evening, the bombardment continued in Kharkiv, where a school building was hit.

     Unexploded Russian gliding bomb FAB-500, found in a field near Belgorod on January 3.


    No collateral damage...

     However, not all Russian missiles reached Ukrainian territory. It is worth recalling the words of the Russian Armed Forces spokesperson from the conclusion of the previous part. In response to allegations (supported by photos and videos) that Russian missiles were destroying many civilian targets, at the end of December, he once again stated that Russian armed forces precisely target their objectives, and there is no collateral damage. Karma returned to him on the second day of January. In the Russian Voronezh region, approximately 150 km from the Ukrainian border, a powerful explosion shook a village early in the morning on Tuesday, January 2nd. The Russian army had to admit that "there was an abnormal release of aerial munitions over the village of Petropavlovka." The spokesperson also added that there were no losses. The second claim was not true. Local authorities initially stated that six houses were damaged, and four people were injured. When a video from the affected village appeared, they had to admit that nine houses were damaged, with four of them reduced to bare walls without roofs. Some Russian media later reported that four people died in the village. However, information spread on Russian social networks that the accident claimed as many as 11 lives and left 21 injured.

     On the next day, Wednesday, January 3rd, a glide bomb FAB-500 was found near Belgorod in Russia. With deployed wings, it landed in a field and did not explode.

     The same incident as in Petropavlovka was repeated in Russian-occupied Luhansk region in less than a week, on Monday, January 8th. This time, an aircraft dropped an FAB-250 bomb on the city of Rubizhne. Fortunately, no one was harmed. This is in response to the official Russian claim that "there is no collateral damage."

     In general, the intensity of the Russian bombing offensive has been decreasing. Most of the Kremlin's missiles were used up at the beginning of the month, and gradually, drones began to play a significant role again. However, Ukrainian air defense is also starting to wear out and is not achieving the same success as before. All too often, a significant portion of the enemy's attack assets penetrates the defense and hits targets. It seems that Ukrainian air defense also needs to conserve ammunition due to restricted deliveries from the West.

    Pilot Su-30SM, Lieutenant Colonel Alexander Chernobryvy, who died on January 6 during an attack on the command bunker at the Saki base.

     

    Attacks on Russian Targets

     However, Ukraine did not wait for Russian airstrikes and initiated its own air offensive. On January 4th, Ukrainian pilots launched Storm Shadow low-flying missiles from Su-24M aircraft targeting locations in Yevpatoria and Sevastopol in the occupied Crimea. Radar systems and the communication center of the 31st air defense division were hit.

     The Ukrainian secret service released a video in early January showing the attack of its drones on two Russian Pantsir-S1 air defense systems near Belgorod. This was apparently in response to Russian claims that Ukrainians were attacking civilian targets in the Russian city of Belgorod. By the way, as mentioned in the previous section, residents of Belgorod were posting photos and videos showing rockets or their parts from Pantsir-S1 systems hitting their homes or yards.

     On January 5th and 6th, the Saki airbase in the occupied Crimea was repeatedly targeted. According to pro-Russian social media, the first attack killed 23 Russian soldiers. In the second attack, the penetrating warhead of the Storm Shadow missile destroyed an underground command post. The number of casualties varies in different sources, but it is confirmed that a lieutenant colonel, Alexander Chernobrivyy, died in the bunker. He was a Su-30SM pilot and deputy commander of the 43rd separate assault regiment of the Russian naval aviation.

    Russian authorities released a photo of extinguishing the Usht-Luga gas terminal near St. Petersburg. A Ukrainian drone flew more than 1100 km to hit it.


     In addition to military bases, Ukrainians targeted Russian energy infrastructure. In January, at least four large oil and gas terminals used by Russia for exporting these raw materials were hit—from the oil terminal in Tuapse on the Black Sea coast to the gas terminal in Ust-Luga on the Baltic Sea coast. The latter attack is noteworthy for its distance from Ukraine. Drones were operating near St. Petersburg, which is 1100 km from the Ukrainian border, for three consecutive days. If Emmental were a registered trademark, Russian air defense would probably have long faced a lawsuit for the abuse of a registered name—such is its porosity. Drone attacks on St. Petersburg culminated on January 21st in Ust-Luga. After the strike, a large fire broke out, forcing the terminal to suspend operations. In addition to attacks on terminals, fuel depots were also targeted. They were attacked on January 19th in the Bryansk region. Local authorities claimed that two drones were shot down, and no damage occurred. However, videos immediately showed several large fuel tanks in flames, with firefighters desperately trying to prevent the spread of the fire to other tankers.

     Ukrainians also targeted military production. On January 17th, there was a powerful explosion at a chemical plant in the city of Shakhty in the Rostov region. Two months earlier, a private company that collaborated with the Russian Ministry of Defense had rented premises in the factory for drone production. According to some sources, the building was hit by a missile, followed by an extensive fire. On Saturday, January 20th, Ukrainian drones targeted the cities of Tula, Orel, and Smolensk. The repair plant in Smolensk, which produces low-flying Ch-59 missiles, was attacked. One phenomenon that is worth mentioning is that during winter 2022/23, the Russians ridiculed Western Europe in a TV commercial claiming that without Russian gas, people would freeze to death and starve. The commercial showed scenes of a family having to eat their hamster and the like. Well, in Slovakia, we have a saying: "Whoever digs a pit for someone else falls into it themselves." Because exactly what the Russians predicted for Europe last winter happened to them this winter. A bit of this was also contributed by Ukrainians because on Wednesday, January 10th, there was a massive power outage in Omsk after an attack on a substation, and on Thursday, January 18th, something similar happened in Belgorod and Crimea. However, Russian infrastructure massively failed in January even without Ukrainian involvement. The reasons were freezing temperatures, poor maintenance due to inadequate funding caused by the transition to wartime production, and a shortage of personnel due to mobilization. The combination of these three factors caused one district heating pipeline after another to burst in Russia. Multi-family houses were flooded with water, which promptly froze. People couldn't stay in their homes, affecting not only neglected rural areas but also districts in Moscow.

     Fire at a fuel storage facility in the Bryansk region. According to the initial report from Russian authorities, there was no damage, and two Ukrainian drones were shot down, likely directly above the fuel tanks.


    Propaganda in Action

     After Ukrainians claimed the shooting down of seven Russian planes in the Kherson region at the end of December (with at least four kills confirmed), there was a significant reduction in the aerial bombardment of Ukrainian outposts on the left bank of the Dnieper River in the first week of January. For the entire first week of January, only two bomb attacks were recorded, while Russians had sometimes dropped up to a hundred bombs daily before. Instead, Russian bombers shifted their focus to Avdiivka.

     But a tale that spread in Russian media is worth mentioning. A Russian pilot claimed that 12 Ukrainian F-16 fighters were shot down in the first week of 2024, and he personally shot down three of them. He stated that although the F-16 is a good aircraft, it belongs to the 1980s, while modern Russian aircraft have a clear advantage, with the Su-34 even surpassing them by two classes. The biggest problem with this story is that Ukraine doesn't have any F-16s. Pilot training is still ongoing, and the only report regarding F-16s in the observed period was that the Netherlands would deliver an additional six alongside the promised 18.

    Mi-2AM-1 helicopter designed for the evacuation of the wounded. It is described with the names of people and company names that made donations to obtain these helicopters.

    Mi-2MSB-1 medical evacuation helicopter made in Ukraine. Its medical equipment is from Switzerland. It can transport three lightly wounded individuals, or one severely wounded and two lightly wounded, or one patient in critical condition.



  • Tigers in Gioia del Colle

    This EF-2000 Typhoon from the German 74th Squadron was awarded the best adorned Tiger aircraft.


    Text: Jaroslav Špaček Senior NTA Advisor

    Photos by Uli Metternich, Katsuhiko Tokunaga, Remo Guidi.

     

    Thirty-five years after the Tigers last met in Italy at the base in Camari, Gruppo XII,, they again hosted the annual NATO Tiger Meet, this time armed with Eurofighters. This is part of the historic 36° Stormo,  the 36th Wing, whose history dates back to just before the Second World War, when it was established at Milan on February 1st, 1938. A total of 21 squadrons from 14 countries participated in this year's NTM with a total of 67 combat aircraft, 9 helicopters and 4 support machines, namely KC-130J and KC-767 aircraft, AWACS from the 1st NATO Squadron out of Geilenkirchen, and a GFD Learjet for the simulation of threats in the framework of radio electronic warfare. Here, we take a look a the most interesting participants in the following photo report.

     The organizing unit Gruppo XII was already established in May, 1917 at the Belluno airfield and has been using the prancing horse emblem ever since. It can use tiger symbolism because its 351st Squadriglia has a white tiger in its emblem. This also leads to the whole unit being proudly called ‘Tigri Bianche’. The EF-2000 Typhoon aircraft have been used by the squadron since 2007. For this year, the unit has prepared its flagship aircraft with an attractive tiger motif on the tail and on the upper surfaces of the wing and, of course, on the canard surfaces. Noteworthy are the green eye on the left and blue on the right, the Italian national insignia only on the left wing and the inscription LEONARDO.

     

     The other Italian unit that is a member of the NTA (NATO Tiger Association) is Gruppo 21, which is based at Grazanissa. In its arsenal, the old Agusta-Bell 212 helicopters were replaced last year with the modern three-engine AW-101 Merlin modified for Combat SAR missions, which is called the HH-101A Caesar. The history of this unit is more than interesting. It was established on May 25th, 1918, and for a long time it was a ‘winged’ squadron (a unit using fixed wing aircraft). From 1963, it was based at Cameri Airport and was armed with the F-104 Starfighter of various versions until 1996. It was then re-armed with leased British Tornado F.3 aircraft. On July 29th, 1999, the squadron moved to Gioia del Colle Air Base, where it was disbanded on March 1st, 2001 and it was this squadron that was the ‘real’ Italian Tiger squadron... However, it was subsequently reactivated on March 23rd, 2006 at Grazanisse to become a purely helicopter unit armed with the above-mentioned rescue AB-212COs. This photograph of the machine before sunset shows one of the first helicopters delivered, which were black in colour, while newer acquisitions have been delivered in grey.

     Representing the Czech Republic, the 211th Tactical Squadron from Čáslav took part in this year's exercise, which arrived with four single-seat JAS-39Cs, including a newly painted (actually ‘defoliated’, as it were) aircraft coded 9244 "Cyber Tiger". The quartet was complemented by a fifth, two-seat airframe. Due to the large size of the operating space, displays were conducted in pairs, with the, and the two place version with a trio of drop tanks. Detail of the  tail on ‘Cyber Tiger’, showing the open door of the APU.

     

     ‘Cyber Tiger’ in flight. The design of this year's coloring was created with the help of AI, and the execution was by way of painted adhesive placards.

     

    The Bavarian Tigers, as they call themselves, have devoted a lot of energy to the preparation of their aircraft at Tiger meets in recent years. And this approach of theirs brought them the highest trophy this year in the form of the Silver Tiger award. From the picture you can sense the joy when receiving the trophy.

     

     On Friday, after the morning mission, a total of 41 planes and helicopters lined up on the runway to perform the so-called Elephant walk.

     

     At this year's Tiger Meet, the Hungarians presented Gripen in a modified scheme for the first time ever. On both sides of the rudder, it carried a graphic of an aggressive-looking cougar, referencing the ‘Puma’ Squadron logo, which has carried on this tradition since the Second World War. That is why the squadron was renumbered from 59/1 to 101/1 at the beginning of this year as a direct reference to the 101st Fighter Division, which with its Messerschmitt Bf-109s was responsible for the defense of Hungary's airspace and recorded 396 kills during the conflict at a cost of 69 pilots. Also dating from the WW II era is the motto that is applied to the left side of the rudder in English ‘Led by courage, escorted by luck’ while the other side of the rudder is written in Hungarian as seen in this photo.

     

    The ECE 01/30 ‘Côte d'Argent’ test unit from Mont-de-Marsan is part of the CEAM (Centre d'Expertise Aérienne Militaire) and in Gioi del Colle had the opportunity to test new equipment on  their machines. The unit sent three F4.1 standard Rafales and three Mirage 2000D RMVs (Mid-Life Renovation) to the NTM. It may seem that the Mirage is by now hopelessly outdated, but the opposite is true. It is intensely enough deployed that the NATO Tiger Meet allowed the French the opportunity to test the new equipment using the M2000D RMV. The same held true for Rafale F4.1, whose testing was mainly focused on the use of the new Visor Scorpio Helmets for targeting anti-aircraft missiles, but also for air-to-ground communication. Both aircraft have the same markings on the tail, silver on the left, gold on the right. Members of the unit also won a prize for the best so-called ‘skit’, a short story or skit about the life of the squadron, either at home or at the Tiger Meet.

     

     Landing of a 2. Staffel Austrian Typhoon from Zeltweg. This was the first time the unit had ever been to a Tiger Meet with their aircraft. This unit in the NTA replaced the canceled JTS, the training squadron of the Austrian Air Force with their famous Saab 105OEs. However, since it was not just a rearmament to newer technology, but a Tiger tradition taking over a completely new entity (even though defacto all Typhoon pilots went through at least a short stay at the JTS school), the 2nd Staffel had to go through a two-year period of trial membership (probationary membership), however, as of this year, it can be proud of its now full member status.

     

     The Turks of the 192nd Filo, after a longer hiatus due to the complex situation within the Turkish Air Force after the failed attempt to depose President Erdogan on June 15th, 2016, participated this year with three F-16Cs, one of which was interestingly blue-red in color, the other carried the older yellow-black colors. Thanks to the constant presence of flying personnel in red overalls, the Turks won the award for best Tiger dress.

     

    The French army regiment EHRA.3 is the only Tiger unit belonging to a structure of ground troops. For this year's NTM, the GCJ fuselage-marked helicopter was repainted red and given the competition number ‘3’. This was intended to evoke an affinity with Italian Red Ferrari Super Sports. The unit even took photos of this helicopter flanked by two racing red Ferraris before flying to Italy.

     

     A ground crewman from the German 51st Wing stationed in Schleswig, wearing a tiger-striped helmet, guides a Tornado ECR into position. The German Luftwaffe is slowly starting to retire the Tornados, as their reconnaissance role is slowly being taken over by Heron unmanned aerial vehicles, which the 51st TLG already has in its arsenal. The task of suppressing enemy air defenses SEAD (the Suppression of Enemy Air Defenses mission) will then gradually be taken over by a currently developed version of the Typhoon ECR aircraft.

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