Info EDUARD
Monthly magazine about history and scale plastic modeling.
05/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
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INFO Eduard# 171e-magazine FREE Vol 23 May 2024Page 2
INFO Eduard# 171e-magazine FREE Vol 23 May 2024© Eduard - Model Accessories, 2024FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.Page 3
eduardeduardMAY 2024CONTENTSPublished by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comEDITORIALKITSARTICLESBOXART STORYOVERLORD: D-DAY MUSTANGS Limited 1/48Spitfire Mk.IXc late Weekend 1/48Spitfire Mk.IXc late Weekend 1/72Game Changer“Monoplan de chasse allemand”The Last Flight of L-39C Albatros 0440When You Need to Grab the Handles…Letecká vojna nad Ukrajinou-Čierny mesiac pre ukrajinskéletectvo i PVOA challenging dayThe second landingD-Day plus twoeduardeduardBRASSINPHOTO-ETCHED SETSSPACEBUILTON APPROACH–June 2024TAIL END CHARLIEP-51B 1/48Bf 109K-4 1/48A6M3 Zero Type 32 1/48Albatros D.V 1/484642468498110122128145Page 4
EDITORIALDear Friends,now is the Time of the Mustang. It has beena clear focus for us here for more than half a year,but you, our customers, are only just beginningto appreciate this fact now. In mid-April,we shipped our preordered P-51B 1:48th scaleRoyal Class kits and the Limited Edition ‘Overlord:D-Day Mustangs’ items. Against our originalplan, we were a week late, and only dispatchedthe last shipments on Monday, April 22. This hasalso delayed our shipping retail orders, howeverby now all who ordered should have their kits athome and can judge whether we have renderedthe surface details and especially the wing skincorrectly. Personally, I really have no doubt,but I understand that someone may entertaina different viewpoint. I decided to write anarticle on this topic, not because I feel a needto defend our design philosophy regardingthe surface of the kit, but simply because it isa technically and historically interesting topic,and also because I have accumulated a lot ofinformation about it. I calculated that I've seen48 Mustangs throughout my life so far, and I'veflown in one. Although I will honestly admitthat I did not inspect the surface of the wing ofthe latter machine, because there was no timefor it before the flight and I no longer had thephysical ability to do so afterwards. However,I did inspect and document the wing of abouthalf of the others. With that in my arsenal, andalso armed with a lot of other material, I decidedI was well equipped to tackle such an article.But the queue includes two articles before it,so please be patient, it will take me a while yet.Mustangs Today and TomorrowThe next step with the 48th scale P-51BMustangs will be to continue to stock theLimited Edition ‘Overlord: D-Day Mustangs’, andin August, we'll add the P-51B Profipack kit tothe rotation. That'll be one of the new items atthe IPMS Nationals in Madison. In November, wewill be introducing another limited Edition kit,‘Aces of the Eight’. With all that going on, the72nd scale cousin is getting ready to make itsfirst appearance. The P-51D Royal Class kit iscurrently on preorder, which we will stop takingnext week on May 8th, the anniversary of theend of the Second World War. Those preorderswill be going out in the second half of June.For the 72nd scale P-51D, we will havea different preorder setup for the Royal Classand the first Limited Edition releases. The 48thscale P-51B Royal Class and Limited Edition kitswere sold at the same time, with both itemsbeing available through preorders. And both hadthe same release date and for the most part thesame composition of marking options. This willnot be the case with the 1:72nd scale releases.Only the Royal Class boxing and its associateditems will be offered via preorder. The ‘Aces ofthe Eighth’ Limited Edition kit, which, like theRoyal Class P-51D, will be released in a DualCombo format, meaning with two complete setsof plastic, is slated for an August release andwill not be available for preorder, and will haveits own set of markings. As the name suggests,it will be dedicated to the aces of the USAAF8th Air Force. Overtrees will, of course, beavailable for both kits so you'll be in a verygood position to pamper yourself with markingoptions, which, for the Mustangs, is incrediblyvaried. Really, this aircraft is absolutelyexceptional in that regard and you can believeme that we will not waste any opportunity tooffer colorful and historically very interestingkits that perhaps deserves it more than anyother!The 1:72nd Royal Class P-51D will only beavailable for preorder through our e-shop, andwill not be released for regular sale. We willsupply them to retailers one time only, so itwill be possible to buy it that way as well. Buteven then, retailers will not be able to restockthis item because we will only produce theexact quantity that we will have in preorderform from our e-shop customers and ourretailers. This means that both our e-shop andour retail partners will provide a short windowINFO Eduard4May 2024Page 5
for purchasing the Royal Class kit, and theopportunity to purchase will not be repeated.I assume that this and future kits of the RoyalClass series will gain exclusivity, and theopportunity should not be missed.New Releases for MaySo to bring the focus of my editorial to our newreleases for May, the main point of interest willbe the 48th scale P-51B Mustang that makes upthe ‘Overlord: D-Day Mustangs’ Limited Editionkit. It is therefore a very ‘stripe themed’ item, buta milestone anniversary of such an importantevent as the Allied invasion of Normandy doesn’tcome around very often, so we could not help butdedicate a completely new item to this historicalevent. In addition to the Mustang, there are alsotwo Weekend kits, one in 48th and one in 72nd,dedicated to the Spitfire LF Mk.IXc as it pertainsto the invasion. We will continue to focus on theinvasion next month, in which the anniversaryactually falls, with a Spitfire Mk.Vb with fourD-Day marking options to the range of invasionaircraft, to be released in the Weekend line. Thismonth among new items, there are no reissues.You probably won’t be too surprised to findthat, when it comes to new accessory items forMay, most are dedicated to the P-51B. Howeverthere are also new sets for the FM-1 Wildcatfrom Tamiya, the MC.200 Saetta from Italeri, theF-14A from Great Wall Hobby and the Buccaneerfrom Airfix, all of which are in 1:48th scale. Theassortment is a little bit less in 72nd, where webring you sets for the Fiat CR.32 from Italeriin the form of photoetched and masks, andseats for the L-39 Albatros from Eduard in theBrassin range. Also in the Brassin line, I wouldlike to draw your attention to two 48th scalecockpits and a set of undercarriage bays for theF-16C from Kinetic. We also have a set of USSSangamon 1/350 photoetched for the Trumpeteroffering. The Sangamon Class of escort carrierswere unique and interesting, being four shipsconverted from tankers. The USS Santee, oneof the Sangamon Class ships, pioneered theoperation of separate squadrons of an escortcarrier and several destroyers in the Atlantic inthe summer of 1943. Also worth noting are thefour new rivet sets in the Edie the Riveter line.Historical and Other ArticlesWe can't imagine today’s newsletter withoutthe now standard historical articles, can we?Of course, today's issue cannot and does notmiss an article focused on the P-51B Mustang.It's called ‘Game Changer’ and it was writtenby Tom Cleaver. Miro Barič has submitted his26th edition covering the air war over Ukraine,we have a write-up describing the experienceof ejecting from an L-39 Albatros by DavidSochacký, and Tomáš Dedera will introduceyou to the L-39 seat from a technical pointof view. The historical articles also includea breathtaking photo gallery of a capturedFokker E.III by Jan Bobek. And of course we alsohave the obligatory Boxart Stories, describingthe events depicted on the boxart of the LimitedEdition kit ‘Overlord: D-Day Mustangs’, about theP-51Bs of the 352nd Fighter Group and aboutboth of the LF Mk.IXc Spitfire releases.In May, we will be attending two shows: one inZagreb, Croatia, and the other in Saumur, France.Both events are scheduled for the same dates,May 18th and 19th. If you find yourself in the area,we invite you to stop by!"And that will just about wrap it up for me thismonth. Happy reading and happy modelling!Vladimir SulcEDITORIALINFO Eduard5May 2024GAME CHANGER
During September 1943, rumors abounded among the pilots in the fighter groups regarding things to come. When Chesley Peterson returned to take command of the 4th Fighter Group, he told the pilots that there was a new airplane in the works. Steve Pisanos recalled him saying, “They’re coming up with a new fighter that will be far superior to he P-38 and P-47, a kite that can be used for long-range escort.” That rumor became reality on September 26, 1943, when Pisanos returned from escorting B-17s to Les Andelys in northern France. “I taxied into the dispersal area only to find a P-51 Mustang with a four-bladed propeller parked on the grass across from my stall.” Pisanos was familiar with the Allison-powered RAF Mustang I, having flown one for 40 hours in OTU training and then another 40 operational hours with 268 Squadron before transferring to 71 Eagle Squadron. He met the pilot, Captain Jack Miller from VIII Fighter Command staff, who had flown the new Mustang to Debden, in the squadron operations office. “He told me it was equipped with a Merlin engine and that it was on loan to our group for the pilots to fly and evaluate it.”
Adapted from “Clean Sweep: Adapted from “Clean Sweep:VIII Fighter Command Against VIII Fighter Command Againstthe Luftwaffe 1942-45"the Luftwaffe 1942-45" Thomas McKelvey CleaverMajor James A. Goodson (in cockpit), CO of 336th Fighter Squadron was known in the spring of 1944 as “King of the Strafers,” credited with 15 aerial and 15 ground victories.(USAF Official)GAME CHANGERGAME CHANGERDuring September, 1943, rumors aboundedamong the pilots in the fighter groups regardingthings to come. When Chesley Peterson returnedto take command of the 4th Fighter Group,he told the pilots that there was a new airplanein the works. Steve Pisanos recalled him saying,“They’re coming up with a new fighter that willbe far superior to he P-38 and P-47, a kite thatcan be used for long-range escort.” That rumorbecame reality on September 26, 1943, whenPisanos returned from escorting B-17s to LesAndeleys in northern France. “I taxied into thedispersal area only to find a P-51 Mustang witha four-bladed propeller parked on the grassacross from my stall.” Pisanos was familiarwith the Allison-powered RAF Mustang I, havingflown one for 40 hours in OTU training and thenanother 40 operational hours with 268 Squadronbefore transferring to 71 Eagle Squadron. He metthe pilot, Captain Jack Miller from VIII FighterCommand staff, who had flown the new Mustangto Debden in the squadron operations office.“He told me it was equipped with a Merlin engineand that it was on loan to our group for the pilotsto fly and evaluate it.”A week later, the Mustang was released forflying. Pisanos recalled, “I was more familiarwith the Mustang than anyone else in the group.When Captain Miller saw I had 80 Mustang hoursin my logbook, he turned it over to me.”Pisanos found the new airplane to be“everything I hoped it would be.” After checkinghimself out for 15 minutes, “I dropped downon the deck and decided to make a pass overDebden, clocking some 450 miles per hour.As I passed over, I zoomed up and rolled left andright. Then I did a loop, after which I buzzed therunway a few more times.”Everyone was interested in the new fighter.Over the next two weeks Don Blakeslee flew itseveral times, as did Don Gentile, Jim Goodson,Deacon Hively and Duane Beeson. All wereeffusive in their praise of the flying qualities of thenew Mustang. Steve Pisanos recalled, “Everyonewas paying attention to the P-51. When I was in268 Squadron, flying Allison-powered Mustangs,those of us with experience in Spitfires talkedabout how wonderful the airplane would be witha Merlin up front.”While U.S. Air Attache Thomas Hitchcockworked with Rolls-Royce in early 1943 to matethe Merlin and the Mustang, Edgar Schmued andhis team at North American also began planningsuch a powerplant upgrade. Hitchock’s reporton the performance of Rolls-Royce’s Merlin-powered Mustang X test bed, which gave an80 mph speed increase and a doubling of effectivecombat altitude, provided North American withall the evidence it needed to convince the AirForce to support the work. Word of the first flightof the P-51B in Los Angeles spread through theworld of Air Force fighter pilots like wildfire. Thepilots of the Fourth had been unanimous in theirverdict it was the best fighter any had flown.On October 8, 1943, the 354th Fighter Groupwas declared operational and boarded the trainfor the five day trip from California to New Jersey.October 20 the men were went aboard the trooptransport HMS Athlone Castle. Ten “fortunatelyuneventful days” later they arrived in Liverpoolon November 1. After three days at ancho waitingfor the fog to lift, the ship docked and the 354thwent ashore in England. Once ashore, they weretrucked to Greenham Common. The morning ofNovember 11, 1943, the first four P-51B Mustangswere flown in. The 354th would be the firstfighter group anywhere to fly North American’snew fighter.356th Squadron commander Major JamesO. Howard later remembered, “On November13 we were sent to our new base at Boxted,near Colchester. At first, it looked like we weregoing to be very comfortable in this Englishcountryside setting. However, we were nomore settled in than the rains came, and thewhole base became a giant quagmire. Theconditions were so bad it made it difficult toARTICLESINFO Eduard6May 2024Page 7
do the work of converting to the Mustang.”The pilots of the 354th group were ecstatic tobe given the Mustang. The group historian laterwrote that after only one day of test hops, “theyrealized that they had the best airplane of thewar to work with.” To honor their good fortune,a vote was taken and the 354th adopted thename “Pioneer Mustang Group.”On December 1, the pilots were consideredproficient enough to fly their first mission in theETO, a “Rodeo” fighter sweep over Belgium andthe Pas de Calais flown by 24 P-51s led by DonBlakeslee, with group commander Lt. ColonelHarold Martin flying as Blakeslee’s wingman.Takeoff was at 1429 hours and they returned70 minutes later at 1549 hours, with the onlyexcitement having been one flak hit on the planeflown by Lieutenant Lane of the 356th FighterSquadron. The 354th had established a record,flying its first combat mission only 20 days afterits first combat aircraft was assigned to it and27 days after arriving in England.The Mustangs had been modified by VIIITechnical Command when they arrived inEngland with an additional gas tank mountedimmediately behind the pilot in the fuselageon the Center of Gravity that could carryan additional 90 gallons. When filled, pilotsdiscovered the airplane was slightly tail-heavy,which restricted maneuverability. Operatingprocedures were modified so that a pilot took offwith gas fed from the wing tanks; once airbornethey would switch to the cockpit tank to burn offthat fuel before reaching enemy territory; whenthat was empty, they would switch to the droptanks until they were either empty or the enemywas engaged. The fuselage tank was invaluable.The Mustang had the range on internal fuel onlyto fly to targets in western Germany the P-47had only been able to reach in the weeks afterthe Schweinfurt-Regensburg mission in Augustwhen the fighters were finally equipped with the108-gallon drop tank. A P-51B carrying two ofthose drop tanks could reach Berlin.When it was announced that a fighter groupin the newly-established Ninth Air Force, whichhad recently transferred to England from NorthAfrica to become the USAAF tactical air forcein the coming invasion, Eighth Air Force fighterleaders were shocked. VIII Fighter Command’sGeneral Kepner immediately protested thata fighter like the Mustang, with a vulnerableliquid-cooled engine and a radiator that onlyneeded one minor-caliber hit to be put out ofaction, was exactly what was not needed inaction over a battlefield in a ground supportmission. For VIII Fighter Command, the P-51B wasthe solution to the problem they had faced sincethe command first began flying missions. Testsconducted between P-51Bs and captured Bf-109and Fw-190 fighters demonstrated the Mustangwas competitive in ways the P-47 would neverbe. Above 25,000 feet, the Mustang was superiorto the Fw-190 in all flight regimes, only beingout-rolled by the early versions of the Wurger;it was more maneuverable than the Bf-109 atall altitudes, and its equal in all other aspectsof high altitude performance. Don Blakeslee toldKepner “The Mustang is a long-range Spitfire!”Both Blakeslee and Chesley Peterson begged VIIIFighter Command to let the Fourth be the firstVIII Fighter Command group to take the Mustangto war.No one in England could understand thedecision not to send the fighter to the Eighth;the decision had been made in the Pentagon,by officers in Materiel Command who had noknowledge of or dealings with operationalrealities. The Merlin-powered Mustang wasdeclared a “tactical fighter” because both theRAF and USAAF had decided the earlier, Allison-powered Mustangs would be used in the tacticalroles of battlefield reconnaissance, groundstrafing and dive-bombing. The decision to sendthe Mustang to the Ninth Air Force was basedon bureaucratic precedent, if it was based onanything.The first thing VIII Fighter Command did ondiscovering the Mustang had been assigned toNinth Air Force was to “go to the top” and get anagreement that, while the group would remaina part of Ninth Air Force administratively, the unitwould operate under the control of VIII FighterCommand until the invasion. When they learnedARTICLESColonel Don Blakeslee, commander of the 4th Fighter Group, promised VIII Fighter Command he couldtransition the group from P-47s to P-51s in 48 hours. The group became the leading exponents of the Mustang.(USAF Official)INFO Eduard7May 2024Page 8
that the 363rd Fighter Group, also assignedto the Ninth Air Force, was second in line toreceive Mustangs, VIII Fighter Command put theengines of military bureaucracy into overdriveto insure that the rest of the Mustangs went tothe Eighth Air Force as they became available.Additionally, the RAF had received P-51Bs, whichwere called the Mustang III in that service, andwas in process of equipping four veteran FighterCommand squadrons with the new fighter. RAFChief Sir Charles Portal agreed to send theseunits to support VIII Fighter Command as soon asthey were operationally qualified.The need of the Mustang for over-the-targetsupport was so great that the 354th groupparticipated in their first escort mission overGermany on December 5, a record for arrival-to-first mission timing in VIII Fighter Command.The group sent 36 P-51s, again led by DonBlakeslee with group commander Martin flyingwing, escorting bombers striking airfieldsaround Bordeaux. The 55th 34 P-38s along withthe 354th’s 36 Mustangs for target cover, thoughthe Luftwaffe failed to come up. On December11, the 354th suffered their first loss duringa mission to Bremen, though no enemy fighterswere encountered. On December 13 the 354thce lebr ated th eir fir st mo nth wi th the P- 51 by s ending36 Mustangs to fly target cover over Kiel, theirfirst trip to Germany. The 354th finally met theenemy in combat during the escort missionto Bremen on December 16 and claimed oneBf-110 shot down by 2nd Lieutenant Lt. CharlesF. Gumm of the 355th squadron. Colonel Martinled this all-354th mission. On the way home,the 353rd squadron’s 2nd Lieutenant GlennT. Eagleston became the first pilot to survivebailing out after he managed to get across theChannel and almost to the English coast after hisMustang had been damaged by the rear gunner ofa Bf-110G he claimed as a probable. Fortunatelyfor him, he was spotted by the crew of an RAFrescue launch just as he touched down in the icywaters and was plucked aboard after only fiveminutes of what he later said was, “The coldestI ever was in my life.”A third mission to Bremen on December20 saw the group contribute 47 P-51s led byColonel Martin to an escort force of 26 P-38s and418 P-47s; the 546 B-17s and B-24s made thid thelargest mission so far in Eighth Air Force history.Over the target, James Howard spotted threeBf-109s. One made the mistake of pulling upunder a B-17 as he completed his gunnery pass,giving Howard the chance to close in from fouro’clock. While still out of range, he fired a burstto scare his opponent away from the bomber asthe pilot positioned for another attack. Howardrapidly closed the Bf-109 from dead astern.When it filled his gunsight, he fired a two-second burst and it emitted heavy black smoke.ARTICLESDuane Beeson was leading ace of the 4th‘s 334th FighterSquadron. His P-51B was named “Boise Bee” in honor of hishometwon, Boise, Idaho. The dark areas on the airplane areresidue from the cocooning done to protect the airframe onits trans-Atlantic delivery voyage. (USAF Official)Debden air station was home of the 4th Fighter Group. It was a pre-war RAF air base, and the 4th was assignedthere in 1942 when they were still the Eagle Squadrons of the RAF. (USAF Official)Captain Don Gentile (l) and his crew chief, T/SgtJohn Ferra (r) of the 4th Group’ 336th FighterSquadron. (USAF Official)1st Lieutenant John T. Godfrey (l) with his dog Luckyand crew chief T/Sgt Ed Krantz. Godfrey flew missionsas Don Gentile’s wingman and the two were hyped byVIII Fighter Command Public Relations as the famous“leader” and “wingman” during the “Ace Race” publicitystunt in early 1944. (USAF Official)INFO Eduard8May 2024Page 9
Back at Boxted after their return, his wingman,Lieutenant H. B. Smith reported that he saw partsfly off the Bf 109 before the engine exploded andit fell away in an uncontrollable vertical dive.The 354th claimed three victories but sufferedtheir first combat losses when three Mustangsfailed to return, including Major Owen Seaman,commander of the 353rd squadron, who wentdown over the North Sea after his fighter hadbeen damaged over the target.On December 22, the group escorted bombersto Osnabruck and Münster. The P-51 at thispoint was not reliable, and suffered numerousinstances of engine problems forcing a pilot toabort the mission that were later traced to thepoor combination of British aviation gasolineand American spark plugs. On this mission,20 Mustangs were forced to abort due to roughengines.On October 23, 1943, the officers and menof the 357th Fighter Group went aboard theRMS Queen Mary in New York harbor with11,000 other Allied troops, headed for England.The liner dropped anchor in the Clyde on October29 and the men of the 357th soon made theacquaintance of the English train system, whenthey were transported to their base at RaydonWood in Suffolk. On December 19, a well-wornRAF Allison-powered Mustang II arrived foruse in conversion training, In the next ten days,14 P-51Bs arrived. The 363rd squadron’s FlightOfficer Chuck Yeager recalled, “It only took me anhour in one to be convinced I was among the mostfortunate pilots in the world, that I was assignedto fly this airplane.”Air Force bureaucracy again had the 357th andtheir Mustangs intended for the Ninth Air Force,but this changed in one of the first decisionsGeneral Dwight Eisenhower made after hisarrival in England as Supreme Commander,Allied Expeditionary Forces (SHEAF). The 357thwas transferred to VIII Fighter Command, withIX Tactical Air Command receiving the newP-47-equipped 358th Fighter Group.The missions in December, 1943, had shown VIIIFighter Command could now provide effectivecover to the bombers. Paraphrasing WinstonChurchill, it wasn’t the beginning of the end, but itwas the end of the beginning.Symbolic of the major changes coming in VIIIFighter Command, Don Blakeslee took commandof the 4th Fighter Group on New Year’s Day, 1944.He told the pilots what he expected of them:‘The Fourth Fighter Group is going to be the topfighter group in the Eighth Air Force. We are hereto fight. To those who don’t believe me, I wouldsuggest transferring to another group. I’m goingto fly the arse off each one of you. Those whokeep up with me, good. Those who don’t, I don’twant them anyway.” Steve Pisanos later recalled,“If anyone had any doubts, it was clear fromColonel Don’s statement that the gloves werecoming off in 1944.”ARTICLES1st Lieutenant Ralph “Kidd” Hover (in cockpit) was the 4th’s leading “eccentric.” He joined the RCAF on a lark withfriends after a party in Detroit where he was a professional boxer. He transferred to the USAAF after training andwas assigned to the 334th Fighter Squadron, where he scored a victory on his first mission, an unheard-of event.(USAF Official)“Snoot’s Sniper,” a P-51B of the 352nd Fighter Group, known as the“Blue Nosed Bastards of Bodney” for the group’s distinctive bluenose marking. (USAF Official)INFO Eduard9May 2024Page 10
On January 11, 1944, former Flying Tiger aceJames O. Howard demonstrated what the P-51Bwas capable of. The weather over centralGermany cleared that day, allowing VIII BomberCommand to send 663 B-17s and B-24s to bombthe A.G.O. Fleugzeugwerke A.G. at Oschersleben,the main center of FW-190 production;the Junkers Fleugzeug und Moterenwerke atHalberstadt, which was producing wings forJu-88s; and three plants in Brunswick operated byMuhlenbau Industrie A.G. engaged in productionof Bf-110s. Only the formation that would strikethe Focke-Wulf factory at Oschersleben wouldhave fighter escort in the target area. This wasthe 354th’s assignment.Weather over England made take-off andassembly difficult. The enroute weatherdeteriorated so badly that the 3d Air Division’sB-17s and the 2nd Air Division’s B-24s wererecalled. By the time the recall was made, theB-17s of the 1st Air Division were 50 miles fromthe target. The leading combat wing of the 3rdAir Division was so deep in enemy territory whenthe recall was received that its commanderdecided to continue on to the primary target.With the targets only 60 air miles from Berlin,the Luftwaffe controllers feared the capitalwas finally the goal of the American force.The Luftwaffe’s reaction demonstrated theJagdwaffe had lost none of its ability to exactheavy losses on a deep bomber penetration bydaylight. Indeed, it appeared they had improvedtheir tactics.The P-51s of the 354th group rendezvousedwith the Oschersleben force to find themselvesin the midst of these attacks. Howard, the mostexperienced pilot in the group, was leading.He later recalled, “We climbed to 25,000 feetthrough a couple of cloud layers and on a coursedirectly to our rendezvous point. As we crossedthe coast of Holland, it was a clear day, with thesun shining brightly. Down below, snow coveredthe ground. The outside air temperature at myaltitude was minus 60 degrees Fahrenheit...As we reached the bomber stream, I realizedit was under intense attack by enemy fighters.I saw no friendly fighters.”After shooting down a Bf-110G, Howard sawa Bf-109s. “I applied the throttle and raked myguns in his direction from about 150 yards. I couldsee flashes from my slugs hitting the fuselage.It spewed smoke and fire and spun down out ofcontrol.” An instant later, an Fw-190 flew in frontof Howard. “I pulled up after it in a chandelle.I was less than a hundred yards behind andready to let him have it when the pilot suddenlyARTICLES“Li’l Kitten” a P-51B assigned to the 357th Fighter Group, the firstMustang-equipped group assigned to VIII Fighter Command. The“Malcolm hood” the fighter is equipped with greatly improved thepilot’s visibility from the cockpit. (USAF Official)On April 8, 1944, Don Gentile became the top-scoring American ace in Europe. On April 13, following his finalmission, Gentile made repeated high speed passes for newspaper and newsreel reporters in his Mustang,“Shangri-La.” He struck the center of the Debden runway, which was higher than either end, destroying theMustang in the process. He then went back to the U.S.A. for a war bond tour. (USAF Official)INFO Eduard10May 2024Page 11
jettisoned his canopy and bailed out.” The battlewas far from over, as Howard defended the 401stBomb Group in what is considered one of the epicfights any American fighter pilot was ever in.According to the official account, Howard wasup against 36 enemy fighters and was the onlyAmerican fighter in position to oppose them.He flew straight at them, attacking first one, thenanother as he twisted and turned for severalminutes in their midst. His “one man air force”attack forced the enemy fighters to break awayand saved the B-17 formation.After forcing several enemy fighters tobreak of their attacks, Howard closed on one ofthe lead 401st B-17s. He was now down to oneworking machine gun. “I had already been withthe bombers for nearly thirty minutes, and therewere still enemy planes around. So I decided tobluff by making feints in their direction to scarethem off. I still had the one gun working.” Howardchased away a persistent Ju-88 three timesbefore the enemy dived away for good. “After theJu-88 finally dived away, I saw no more enemyplanes So I set course for England, picking upa couple stray P-51s as I did.”The 354th claimed 18 destroyed, eightprobably destroyed and 16 damaged, with noAmerican losses. The actual losses for thethree formations that bombed targets were 60missing and presumed shot down by fighters orflak. Howard himself claimed two destroyed, twoprobables and two damaged.On February 14, each of the Fourth’s threesquadrons received a P-51B when the fighterswere delivered to Debden. Blakeslee informedthe pilots he expected all to check out in thenew fighter between flying combat missions.There would be no down time to permit pilots totransition en masse.The Mustang was so easy to fly that littlethought was given to extensive conversiontraining before entering combat. When the 352ndFighter Group received their new Mustangs onApril 7, 1944, pilot Robert “Punchy” Powellremembered, “We were coming back fromARTICLESJohnny Godfrey (l) and Don Gentile after the March 4, 1944 Berlin mission failed due to bad weather. The 4th hadadopted their red nose marking on March 1, but Gentile and Godfrey left the front of their spinners white as anidentification. Blakeslee told them to have the noses painted by the next mission on March 5. (USAF Official)P-51Bs of the 354th “Pioneer Mustang” group take offfrom their base at Boxted, England in the Spring of1944. (USAF Official)INFO Eduard11May 2024Page 12
a mission and when the field came in sight,we saw all these P-51s parked there.” On landing,Powell was informed by his crew chief that hewas expected to take one of the Mustangs for aninitial flight in 30 minutes. Powell was surprisedand initially resisted the idea of not evenstudying the flight manual. “But that’s what wedid. Our engineering officer showed me how tostart it, and the next thing I knew, I was at 15,000feet. To get the feel of it, I did some tight turns,a chandelle in both directions, and a barrel roll.I tested the stall by putting the wheels down,cutting power and bringing the nose up till shestalled. I was surprised by how stable it was.I went back and landed and we flew our firstmission in the new planes the next day.”Berlin had been listed as an especiallysuitable target in USSTAF’s original assignmentof priorities issued in January. The purposeof attacking Berlin was not just to destroy theseveral important industries located withinthe city, or to shake the enemy’s morale. Thedesire was to goad the Luftwaffe into defendinga target, so the defenders became targets of thefighters escorting the bombers, inflicting lossesof pilots as well as aircraft. If there was a targetthe Germans could not ignore regardless, Alliedplanners believed it was BerlinSince January, the P-51's range had beenextended. The P-51 with two 75-gallon tankshad an escort range of 650 miles, and with two108-gallon tanks that range was 850 miles;no target in Germany was out of range. The onlyholdup was a bottleneck in the supply of P-51s.By March 1, VIII Fighter Command had a secondMustang unit, the 4th Fighter Group flying theirfirst Mustang mission on February 28. Therewere now some 150 P-51s available to the 354th,357th and 4th groups. The airplanes were stillnot fully reliable as the “bugs” were workedout and changes made on the production line.North American opened a second productionline for the fighter in their Dallas, Texas, factoryin addition to those produced in Los Angeles.the weather that had closed in at theconclusion of Big Week didn’t really open up allthat much through the month of March. It tookthree tries to get the maximum force over Berlin.On March 3, the first Berlin mission waslaunched, but the bombers ran into steadilyworsening weather over the North Sea. On March4, 29 B-17s of one combat wing got through theweather and bombed the Berlin suburb KleinMachnow, but the rest of the force had to turnback or bomb targets of opportunity in the Ruhr.Steve Pianos later remembered, “Eight Mustangsfrom our squadron and almost an equal numberfrom the other two squadrons had to abort forvarious mechanical problems.” Finally, March6 saw the Eighth Air Force over Berlin The 354thmanaged to arrive with 33 P-51s after suffering15 aborts, led by James Howard; they claimedeight. The 357th claimed 20 victories, the group’sfirst “Big Day.” The Fourth claimed 15. Of the 600bombers that hit the city, 60 were. The Eighthreturned to Berlin on March 8 with 623 bombersescorted by 725 fighters; 37 bombers and18 fighters were lost. On the third mission, flownon March 11, the defenders didn’t show up. EighthAir Force replaced their losses by mid-month.The Luftwaffe never replaced their cruciallosses of experienced pilots..Allegedly, after the war, when he wasquestioned by American interrogators at theNuremberg War Crimes Trial, ReichsmarschalHermann Göring said "When I saw Mustangs overBerlin, I knew the jig was up." Whether he saidthat to his interrogators or anyone else is opento question, but the fact that American fightersdid show up over Berlin, the capital of NaziGermany on March 6, 1944, with the Luftwaffefailing to appear on March 11, was proof thatthe only question remaining was how long theSecond World War would last. The winners werealready known.ARTICLESMajor James H. Howard (l), CO of the 354th group’s 356th Fighter Squadron was awarded the Medal of Honor forsingle-handedly defending the B-17s of the 401st Bomb Group from Luftwaffe attack over Ochersleben, Germany,on February 11, 1944, becoming the only fighter pilot in the ETO so honored. (USAF Official)1st Lieutenant Willian T. Whisner of the 352nd Fighter Group with his P-51B “Princess Elizabeth” in June 1944.(USAF Official)INFO Eduard12May 2024Page 13
“Monoplan de chasse allemand”
Fokker's Eindeckers, also known as monoplanes, were not revolutionary in their design. However, by mid-1915, they had surpassed their rivals by incorporating a machine gun with synchronized firing through the propeller arc. Understandably, the Allied forces were keenly interested in obtaining an undamaged Fokker E for examination.
“Monoplan dechasse allemand”Fokker's Eindeckers, also known as monoplanes, were not revolutionary in their design.However, by mid-1915, they had surpassed their rivals by incorporating a machine gunwith synchronized firing through the propeller arc. Understandably, the Allied forceswere keenly interested in obtaining an undamaged Fokker E for examination.Jan BobekWhen the legendary French aviator RolandGarros of Escadrille MS 26 was capturedon April 18, 1915, the Germans discovereda machine gun, installed on his Morane SaulnierG fighter, designed to fire through the propellerarc, alongside metal wedges on the propellerblades. These wedges (in most cases) deflectedprojectiles to the side if the blades were hit byfire. The German Idflieg promptly decided itwas necessary to equip their own aircraft witha similar device. To their surprise, they foundthat Anthony Fokker had already developeda superior technical solution, which wasrelatively advanced. Contrary to the legend thatthe synchronization device was designed within48 hours, Fokker's team had been working onthis solution for approximately six months.Fokker based his design on a patent by Swissengineer Franz Schneider, which was publishedin full in Flugsport magazine in September 1914.Fokker's new fighter monoplanes enteredservice with the E designation for Eindeckermit MG, meaning a monoplane equipped witha machine gun. The Fokker A.III and E.I enteredcombat service from the summer of 1915.Their mission was to engage enemy aircraftpenetrating German territory and to provideescort for their own multi-seat machines.Occasionally, the “Fokkerpilots”, as their pilotswere known, targeted observation balloons aswell. However, they had to be cautious not tobe forced to land in enemy territory. The FokkerEindecker, inspired by the Morane Saulnier G, didnot introduce revolutionary features in termsof manoeuvrability, rate of climb, or speed. Itsprimary advantage laid in the synchronizationdevice, it was thus crucial to prevent it fromfalling into enemy hands.The Eindeckers' combat tactics and efficiencyproved to be a nasty surprise for their enemies.Aircraft losses on the side of the Entente wereincreasing significantly, while the tacticsemployed by the Fokker pilots were graduallyevolving. This period became known as the“Fokker Scourge.” In January 1916, the RFCcommand had to issue an order directing thatreconnaissance machineswere to be escortedby three other aircraft in close formation toenhance defences. The order explicitly statedthat the reason for this measure was thepresence of Fokkers operating in groups of threeand four aircraft.The British had several synchronizationsystems at their disposal: the Vickers-Challenger, Scarff-Dibrovski, Sopwith-Kauper,Ross, and Arsaid. Similarly, the French couldutilize the Alkan system. However, a challengearose as these devices were originally designedfor the relatively heavy Vickers-Maxim typemachine guns equipped with belt-fed magazines.Fokker E.III 196/16 (serial no. 488) was the first machine of this type to fall almostundamaged into the hands of the French. The plane was captured on April 10, 1916,at Courmelois. Photo: Reinhard ZanklARTICLESINFO Eduard14May 2024Page 15
The Royal Flying Corps and the French AirService, on the other hand, favored the lighterLewis machine guns with drum magazines.The Germans managed to keep the secrets oftheir Fokkers well-guarded for quite a long time,until April 1916. However, everything changedin a matter of days. Firstly, one undamagedmachine fell into the hands of the RFC on April 8.This occurred due to an inexperienced pilot whowas flying a brand new E.III 210/16 (c. n. 509) tohis unit. Accidentally flying to the enemy side ofthe front, over surprised Australian soldiers andflawlessly landed at a British airfield. Subsequentcomparative tests with the Morane Bulletrevealed the Fokker to be inferior to its opponentin all parameters, and the myth of this Germanbogeyman began to dissipate. Today, this aircraftis on display at the Science Museum in London.According to some authors, the German airmanin question should have been Gefr. Johann(Hans) Hvüres from FFA 5 or from the Bavarianaviation unit FFA 5b. However, no aviator by thisname is listed in the casualty summary in thecontemporary press. This is likely a mistake, asa pilot with a similar name, Uffz. Hans Hviires,was killed on April 26, 1916, along with hisobserver Lt. Georg Jesko von Puttkamer. Theiraircraft, an LVG C from FA 5, was attacked bya Nieuport 16 flown by test pilot and future fighterace Lt. W. J. C. Kennedy-Cochran-Patrick ofThe British secured an undamaged Fokker E.III two days before the French. Themachine 210/16 (serial no. 509) landed on April 8, 1916, at the airfield near Renescure.In this picture, it already bears British insignia. All other photographs in this articledepict machine 196/16 (serial no. 488). Photo: L'ArgonnauteImmediately after the emergency landing, monoplane 196/16 (registration No. 488)garnered considerable interest from French soldiers. Photo: L'ArgonnauteThe technical design of the rear-view mirror mounting is noteworthy in this photo.Photo: L'ArgonnauteIn this photo, the marking 196/16 (serial no. 488) can be seen on the left side of thefuselage. Although this was a new machine when it fell into French hands, the markingon the right side of the fuselage has been partially removed. Photo: L'ArgonnautePhoto: L'ArgonnauteImmediately after landing and capturing the pilot, French soldiers obscured themarkings on the upper surfaces of the Fokker with branches. In this photo, and thenext one, this can be seen on the left wing. Photo: L'ArgonnauteARTICLESINFO Eduard15May 2024Page 16
No. 1 Aeroplane Depot in Saint-Omer. The Germancrew was attacked three times in total, and afterthe machine crashed at Flêtre, the airmen onboard showed no signs of life. The identity ofthe Fokker pilot who flew over the front andsmoothly landed at the enemy airfield on April 8,1916, with 210/16 remains unclear.The second almost undamaged Fokker E.IIIfell into the hands of the French Air Servicejust two days later, on April 10, 1916, underequally strange circumstances. The eventalso had several eyewitnesses, and therewere even two photographers present at thescene of the incident. One of them, JacquesTournadour d'Albay enjoyed, besides takinghis colleagues' portraits in the manner ofTransporting the partially dismantled aircraft from the emergency landing site.This is likely machine 196/16 (serial no. 488). Photo: Greg VanWyngardenNieuport 10 (833) of Esc. N 38, crewed by Sgt. Gustave Douchy (pilot) and S/Lt. Francois Roederer (observer),after a failed landing in a field near Courmelois on April 10, 1916. Photo: L'ArgonnauteFokker E.III 196/16 (serial no. 488) was apparently photographed on April 10, 1916, during transport fromCourmelois to Châlons, where it was displayed to the public the following day. Photo: L'ArgonnauteGustave Douchy of Esc. N 38 stands in front of a fighteraircraft Spad XIII. He claimed his first victory on April 10,1916, during a duel with the pilot of Fokker E.III 196/16 (se-rial no. 488), but his kill was not confirmed. This appren-tice blacksmith and former aircraft mechanic achievedhis first confirmed victory on May 5, 1916, and by June1918 had added eight confirmed victories to his account,with a further eight not recognized. Photo: GallicaARTICLESINFO Eduard16May 2024Page 17
a professional reporter, to capture events notdirectly related to his missions within the 11erégiment du génie (Engineer Regiment). Be it theaftermath of a dogfight in April 1916, a machinegun demonstration in the presence of authoritiesfour months later, or even a cooking contest inThe Somme during September of the same year,these episodes were thereby the objects ofgenuine photographic reports.On April 10, 1916, while participating in theestablishment of a floating bridge across thecanal from the Marne to the Aisne, JacquesTournadour d'Albay witnessed a dogfightopposing a French biplane to a German Fokker,after which he took several pictures of theGerman Fighter.“We're going to work. During lunch (on the bank),we're flown over by a French biplane pursuinga "Boche" aircraft. A few minutes later the “Boche”comes back, stutters and lands near Courmelois.The French descends quickly and rolls over. Theairman injured his knee. The Fokker's pilot andhis aircraft are unharmed. It's a Fokker E.IIIN° 196/16, propeller type Gnome 2,46m pitch 0,25.I take a few pictures.” Thus he recounts the eventon April 10, 1916. Let's also add that the propellerwas, in fact, produced by company Garuda, asevident from both the technical report and thephotos.This photographer's notes clarify the until thenunresolved question of where the overturnedNieuport seen near the Fokker in the photoscame from. The pilot of the Fokker supposedlywas Uffz. Anton Rösler (Rössler) of FFA 22.He had been at the front for a short time, havingbeen assigned to the unit on March 15, 1916, buthad already endured three aerial battles andforced one French aircraft to land. His FokkerE.III 196/16 (c.n. 488) was brand new and hadleft the factory in Schwerin on March 26. On thefateful April 10, just before 11 am, he engaged ina dogfight with a Caudron from Esc. C 28 and wasthen fired upon by anti-aircraft gunners fromthe 7e section d'autos-canons de DCA. He wassubsequently pursued by a Nieuport 10 of Esc.N 38, crewed by Sgt. Gustave Douchy (pilot) and S/Lt. Francois Roederer (observer). When they sawthat the Fokker was landing on French territory,they attempted to land next to it and preventitspilot from setting the valuable aircraft on fire.However, upon landing, they overturned. Althoughtheir victory was not verified, Douchy laterbecame a fighter ace with nine confirmed kills.There were enough French soldiers on theThe original archive photo is credited with the note that the Nieuport crashed near the Fokker E.III serial no. 488. Photo: L'ArgonnauteA series of photographs from Courmelois showing Uffz. Anton Rösler of FFA 22, presumably before marching into captivity at Châlons. Photo: L'ArgonnauteARTICLESINFO Eduard17May 2024Page 18
scene to prevent Rösler from damaging or evendestroying the Fokker. The captured pilot initiallyrefused to talk, but after marching 30 kilometersand enduring 48 hours without food in the prisonin Châlons, he began to answer questions atthe headquarters of the 2nd Army. Apparently,it was from this statement that the informationemerged that his unit was a Fokker KampfstaffelA, and he took off on a combat flight from anairfield west of Rethel. However, it seems thathe deliberately provided incorrect information,as his actual unit was Feldflieger Abteilung 22 inVouziers. He claimed that he was not shot downbut had to land due to an ignition failure. Uponexamination of the aircraft, it was found to haveseveral hits in the wing, one hit in the propeller,and the fuel tank had also sustained damagefrom a projectile. The Fokker was equipped witha 100 hp Oberursel U.I engine.Aircraft 196/16 was exhibited in Saint-Mémmieon April 11, 1916, then the French authoritiestransferred it to the air park in Saint-Cyr.During the summer of 1916, it was located at thePau flight school. It was adorned with Frenchinsignia, but during trials at the research facility,it sustained damage due to a malfunction of thesynchronization equipment. The subsequent fateof this aircraft remains unknown to me.There is no further information availableregarding Anton Rösler, again in the case ofthis pilot, his name cannot be found in thecontemporary list of losses, which was yetmeticulously maintained. Considering thescarcity of information regarding both pilots,the loss of these two closely guarded militaryaircraft within two days raises intriguingquestions, to say the least.I would like to express my gratitude to Messrs.Ian Boudoulec, Gregory VanWyngarden, andReinhard Zankl for their invaluable assistance inthe preparation of this article.Sources:CONY, Christophe. Mission sans retour - Le « fléauFokker » enfin démasqué! Avions N.237BAILEY, Frank W.; CONY, Christophe. The French AirService War Chronology 1914-1918. Grub Street: 2001FRANKS, Norman; BAILEY, Frank; DUIVEN Rick.Casulties of the German Air Service 1914-1920. GrubStreet: 1999GRAY, Barry; HENSHAW, Trevor; DAVIS, Mick; KELSEY,Mike. De Havilland DH2 and the men who flew them.The Great War Aviation Society: 2022HERRIS, Jack; SCOTT, Josef. Fokker Aircraft of WWIVolume 2 Eindeckers. Aeronaut Books: 2021MÉCHIN, David. The WWI French Aces EncyclopediaVolume 3 Coudouret to Fonck. Aeronaut Books: 2021RACINE, Olivier. Jacques Tournadour d’Albay (1885-1963) - Médecin militaire et photographe dans laGrande Guerre. ECPAD: 2012RYHEUL, Johan. KEKs and Fokkerstaffels; FonthillMedia Limited: 2014VAN WYNGARDEN, Greg. Early German Aces of WorldWar 1. Osprey Publishing: 2008In this photo taken on May 30, 1916, a delegation from the Russian Parliament inspects Fokker E.III 196/16 (serial no. 488) at the air park in Villacoublay. Photo: L'Argonnaute#8156 #8419Plastic kitsFokker E.IIIat EduardARTICLESINFO Eduard18May 2024Page 19
Fokker E.III 196/16 (serial no. 488)at Saint-Mémmie, April 11, 1916The day after the Fokker fell into the hands of the French, it was displayed at Saint-Mémmie near Châlons-sur-Marne. Photo: National Museum of the U.S. NavyA picture taken during the assembly of the aircraft after its relocation from Courmelois. Photo: National Museum of the U.S. NavyARTICLESINFO Eduard19May 2024Page 20
The Fokker was equipped with a Garuda propeller. Photo: National Museum of the U.S. NavyThe marking 196/16 was partially removed on the starboard side of the Fokker,despite being a brand-new machine. Photo: Archives municipales de ToulouseA photographer prepares to take pictures of the cockpit.Photo: Archives municipales de ToulouseARTICLESINFO Eduard20May 2024Page 21
There is no white paint on the lower part of the rudder, and the serial number 488is clearly visible. The serial number is also dimly visible on the portside elevatorand on the top of the aft fuselage. Photo: Archives municipales de ToulouseThe Fokker exhibits very high-quality workmanship. In the right part of the picture, abullet hole is clearly visible in the wing canvas. Photo: Archives municipales de ToulousePhoto: Grosz via VanWyngarden Photo: Grosz via VanWyngardenThe sheet metal finish is almost artistic.Photo: National Museum of the U.S. NavyThe aircraft was armed with a standard LMG08 machine gun with a wide-typesight. Photo: L'ArgonnauteARTICLESINFO Eduard21May 2024Page 22
Fokker E.III 196/16 was unusually equipped with an air-driven pump. The pump was mounted on a strut on the undercarriage and supplied fuel from the auxiliaryto the main gravity tank. Photo: Grosz via VanWyngardenAlthough this was a brand-new machine, wear is already evident on the front of the engine cowling. Photo: National Museum of the U.S. NavyARTICLESINFO Eduard22May 2024Page 23
Photo: Archives municipales de ToulousePhoto: Grosz via VanWyngarden Photo: Grosz via VanWyngardenFrom left: altimeter,compass, mirror andproduction plate remo-ved from Fokker E.III196/16 (serial no. 488)Photo: Grosz viaVanWyngardenARTICLESINFO Eduard23May 2024The Last Flight of L-39C Albatros 0440
I am writing this summary on the request of a friend, mechanic and modeller. With respect to the fact that it pertains to our own activities, I will refrain from naming names, since I am not sure that my former colleagues would be agreeable with their printing. Furthermore, I must admit that I am describing an event that took place some fourteen years ago, and I cannot locate my copy of the investigation report conclusions, resulting in my going strictly by memory. I have recounted this story so many times to so many people, that I suspect that some deviation from the actual reality of it is unavoidable. So, please forgive me if the following recount is less than perfect.
I am writing this summary on the request of a friend, mechanic and modeller. Withrespect to the fact that it pertains to our own activities, I will refrain from naming names,since I am not sure that my former colleagues would be agreeable with their printing.Furthermore, I must admit that I am describing an event that took place some fourteenyears ago, and I cannot locate my copy of the investigation report conclusions, resulting inmy going strictly by memory. I have recounted this story so many times to so many people,that I suspect that some deviation from the actual reality of it is unavoidable. So, pleaseforgive me if the following recount is less than perfect.The Last Flight of L-39CAlbatros 0440David SochackýL-39C coded 0440 (Serial Number 395306) during servicest Náměšt nad Oslavou. [Photo: Milan Simr](Photo: unless specified otherwise,the Author’s and Tomas DederaArchives)It was Monday, July 12, 2010 and a hot summerday was expected, and the Flight Training Center(CLV) in Pardubice had scheduled a standardflight regime for this day. At that time, therule was followed that if the air temperaturerises above 33°C, flying was postponed. Thetemperature was rising quickly, so we held offon flights for a bit.By this time I was in my second year of trainingat the CLV and our average logged flight time inthe L-39C was about 300 hours per pilot. It wasgenerally expected that we would be posted to ourparent unit at the end of the year and our trainingwould slowly transition to a maintenance phase.This required a lot of repetitive tasks. On thatgiven day, we were to perform some air combatwith planned maneuvers, with me acting as thetarget and my colleague and friend in the role ofintercepting fighter. According to the applicableCLV rules, an instructor pilot had to be on boardthe ‘target’ aircraft at all times. The three of usheld off with our flight until the mercury began todrop again. Around three o'clock in the afternoon,the air temperature reached its maximum andbegan to gradually decrease, so we began toprepare for the flight.The pair took off at 1600h local time, and‘Forty’ (as we affectionately called the airplanecoded 0440) was one of the so-called ‘lazier’machines, so it flew as the target and at thesame time led the pair to the training zone. Ourtraining area was known as ‘Oscar’ and ‘Mike’within the Pardubice TMA (Eastern) jurisdiction.Immediately after arriving in the zone, we tookup our positions and the simulated combatbegan. The task of the target in this type ofexercise is to perform prearranged escapemaneuvers, while the fighter, on the other hand,had the task of maintaining his advantageousposition in the rear hemisphere of the target andcontinuously creating necessary conditions fora cannon engagement. Essentially, it’s a sort ofa dual higher level aerobatics.The weather was almost perfect and aftera while I realized that I had an instructor pilotbehind me who would definitely like to ‘fight’ too,so I asked him if he wanted to fly around a bit.It was clear to me that he would not refuse theARTICLESINFO Eduard24May 2024Page 25
‘Forty’ in its final form in front of the hangar of the Aviation Training Centerin Pardubice. This photo was taken about a month before the crash.L-39C coded 0440 in 2003, during service with the 222nd Training Squadron at Base 22 of the Czech Air Force at Náměšt nad Oslavou. [Photo: Milan Simr]ARTICLESINFO Eduard25May 2024Page 26
offer, because sitting in the back is sometimesboring. I handed over control of the aircraft and,for a change, I was enjoying myself and all I hadto do was watch the time and fuel. Everythingwent according to plan, my colleague in thefighter role fought like a lion and even did notallow such an experienced pilot as my instructorto get the better of him. I watched the fueldwindle and we agreed to do one more maneuverbefore we headed for home. A couple of verticalclimbs followed to stay out of the sights ofthe guy behind with a transition to scissors(alternating horizontal turns at relatively lowspeeds), and my mood was approaching a veryrelaxed state. Out of nowhere, there were twoloud metallic bangs coming from the engine bay.I shifted my view to the instrument panelto see what was going on. My instructor, whowas famously calm, said nonchalantly into theintercom: ‘probably the engine’. At the samemoment when the red lights on the panel beganto light up, the radio from the plane behind ussaid in an excited voice: ‘You're on fire, yourengine is on fire!’. White smoke and a column ofsparks flowed from the engine's exhaust nozzle.Although I was not in control at the moment,I reached for the engine control lever, slid it tothe STOP position, immediately shut off the fuelsupply and pressed the fire extinguisher button,exactly as we had learned from emergencyprocedure drills. It did not help. ‘You're on fire,you're still on fire,’ number two radioed. Just tobe sure, I pressed the fire extinguishing buttona few more times, even though I knew that theextinguishing system could only be activatedonce. That was the moment I was really scaredlike never before and if it wasn't for the instructorin the back seat, I probably wouldn't have dealtwith anything more and would have punched outregardless of everything else.Fortunately, the situation calmed down andthe engine finally stopped burning. We were at7000 ft, everything on board was working exceptthe engine, but our landing strip was 30 km away.‘I won't make it to the field’, said the instructor,who was still flying the plane, over the intercom,as if apologizing to me for the situation in whichwe found ourselves. ‘Prepare for ejection’ washis next order. I tightened all the straps thatbound me to the seat and, by extension, to theparachute. This was followed by a roughly two-minute phase of relatively calm gliding, duringwhich we reported an emergency on the correctfrequency, the second aircraft was behindus the whole time communicating with thetower. The direction of our flight was a woodedarea northwest of the village of Borohrádekdesignated for such situations, however, it soonbecame apparent that we would not be able tomake it that far either. ‘So get ready...NOW, getout of here’. I straightened up in the seat, putmy head in the headrest, squeezed the catapulthandles with both hands, clenched all mymuscles and pulled on the handles…It took about a second to be out of the airplane.I remember how the canopy blew away andthe rush of warm air when the seat started tomove. Everything worked correctly and I wasparachuting somewhere between a field anda meadow. Meanwhile, my instructor remained inthe cockpit, having to rebalance the aircraft asa relatively large amount of mass disappearedfrom the front after my ejection. My exit from theplane took place at a height of approximately 1000meters above the ground, while the instructorpilot ejected at approximately 300 meters, onlyafter he made sure that the impact of the planeon the ground would be in an uninhabited area.We both escaped relatively unscathed. Thepilot of the second plane also enjoyed a greatworkload, not only shadowing us the whole timeand communicating with the tower, but after theplane hit the ground, he recorded its position forthe benefit of the subsequent rescue operation.At the same time, he had to fight not only withobvious stress, but also with a lack of fuel.Fortunately, after circling the crash site a fewtimes to make sure we were alive, he returned tobase and landed safely.My decent with the parachute was definitelynot a textbook event, and while trying to controlthe parachute, I began to bounce around likecrazy and I hit the ground like a sack of rice.Immediately after landing, I turned on my phoneand called my wife and the base that I was okay.I spread the orange canopy of the parachute overthe ground so that it was clearly visible from theair. It didn't take long for a pair of JAS-39 Gripenaircraft from the NATINAMDS standby system tofly over the crash site. A few minutes later I sawfirst the yellow air ambulance helicopter andthen the blue police helicopter. They landed atthe crash site, which was about two kilometersaway from me, and then headed in my direction.They landed in a meadow a hundred metersfrom my position. In addition to the rescuers, myinstructor also welcomed me into the helicopter.He was in a good mood as always. We shookhands with obvious relief and it dawned on methat despite all the bad luck, it actually turnedout really well.The bottom line of the accident was onedestroyed aircraft and minor material damage tothe forest cover, but no one was injured, whichis probably why I can remember this event witha smile on my face. After all, it was an importantexperience and it did not affect my love for flyingin a negative way.L-39 0440 in the care of ground personnel of the CLV at Pardubice.ARTICLESINFO Eduard26May 2024Page 27
The last photograph of Albatros 0440, taken from the gun camera of the ‘attacking’ aircraft during simulated combat on July 12, 2010.A view of the crash site near Holice in Eastern Bohemia, taken from the rescue helicopter.Putting out the fireafter the crash.(Photo: iDnes)ARTICLESINFO Eduard27May 2024When You Need to Grab the Handles…
The VS - 1 BRI ejection seat serves as the pilot's workplace in the Aero L-39 C, ZO and ZA Albatros series of aircraft, and at the same time, is there in the event of an emergency situation requiring rapid egress of the crew. The emergency egress system of the aircraft includes two VS-1BRI ejection seats, an emergency ejection system of the cockpit canopies of both pilots, and ensuring the proper and functioning order of ejection of all components.
ARTICLESTomáš DederaThe VS - 1 BRI ejection seat serves as thepilot's workplace in the Aero L-39 C, ZO and ZAAlbatros series of aircraft, and at the same time,is there in the event of an emergency situationrequiring rapid egress of the crew.The emergency egress system of the aircraftincludes two VS-1BRI ejection seats, anemergency ejection system of the cockpitcanopies of both pilots, and ensuring theproper and functioning order of ejectionof all components.Main Technical Data:• Seat weight: 80.2kg• Seat dimensions: w x l x h: 588 x 810 x 1188mm• Maximum G Limit on ejection: 17g• Maximum altitude of parachute deployment: 4,000m• Stabilizer chute area: 0.5m2• Main chute area: 50m2• Rate of decent of main chute: 6m/s• Minimum speed at zero height (for propercanopy separation): 150km/h• Maximum safe ejection altitude in vertical diveand at maximum 900km/h: 1,500m• Maximum weight of equipped pilot: 108kg• Weight of seat with pilot: 188kgINFO Eduard28May 2024Page 29
ARTICLESURM-1 booster rocket engine from belowMain Componentsof the VS-1 BRI System:1. Seat frame2. Headrest3. Dual Firing Handles4. Telescopic ejection mechanism5. Booster rocket engine6. Parachute system PL-70I7. ND-39 Pilot Emergency Pack8. Communication connection ORK-9A9. KP-27M Oxygen supply system10. Left and right gear link and seat ejectioncontrol levers11. Seat pan height adjustment12. Pilot restraint system13 . T hr us t vec tor adju st ment of the URM-1rocket motor14. Firing trigger for the VMP stabilizerparachute15. Seat stabilizing systemINFO Eduard29May 2024Page 30
ARTICLESMain Componentsof the VS-1 BRI System:1. Seat frame2. Headrest3. Dual Firing Handles4. Telescopic ejection mechanism5. Booster rocket engine6. Parachute system PL-70I7. ND-39 Pilot Emergency Pack8. Communication connection ORK-9A9. KP-27M Oxygen supply system10. Left and right gear link and seat ejectioncontrol levers11. Seat pan height adjustment12. Pilot restraint system13 . T hr us t vec tor adju st ment of the URM-1rocket motor14. Firing trigger for the VMP stabilizerparachute15. Seat stabilizing systemINFO Eduard30May 2024Page 31
ARTICLESOverall view of the PP-TVM charge.PP-TVM cross section.Ejection system ensures:- Emergency egress from the aircraft in anyorder (1. front canopy, front pilot, 2. rearcanopy, rear pilot or vise versa)- Ejection of one crew in flight- Proper ejection sequence in both cockpitswhile preventing simultaneous ejection fromboth cockpits, simultaneous canopy jettison,or any combination thereof.Description of the Ejection SequenceOnce the pilot has decided that an emergencyegress from the aircraft is necessary, all thatneeds to be done is to pull on the ejectionhandles upwards to initiate the ejectionsequence All other system activities are fullyautomatic and completely independent.- This leads to an electromagnetic initiationof the ejection sequence of the second pilot,starting with canopy jettison.- Initiation ignition of the URM-1 rocket engine,- Securing shoulder straps- Igniting the charges for canopy jettisonThe seat will begin to move upwards alongits rails, and at the beginning of the ejectionsequence:- The pilot’s legs are brought into the seat andsecured within the first 1,000mm,- After 315mm, uncoupling of the ORK-9Acommunication link via static cable ‘II’(on the left side of the seat) and a switchto the KP-27M oxygen system,- After 800mm, the LUN 5820-8 (KAP-3P/39V)dynamic pressure device valve is disengagedand the LUN 5820-8 and LUN 5821-8 (AD-3/39)firing seat releases are triggered via a static‘I’ cable on the left and right seat sides,- After 850mm, the electrical connectionbetween the aircraft and the seat is severedvia cable ‘Iia’ on the right side of the seat.After between 0.25 and 0.45 seconds afterthe severed connection, the second seatand canopy are armed.After the seats clear the aircraft:- At the 1500mm point, with the use of cable ‘III’located on the right side of the seat,the URM-1 rocket booster is initiated.- At 1680mm, the telescopic system has doneits job and the URM-1 is responsible forcontinued acceleration of the seat.- At 2800mm, the stabilizer chute is deployedvia cable ‘IV’ on the left side of the seat,- The seat stabilizing chute is deployed bythe jettisoning of a weight and the seat withthe pilot are slowed.- Following the expiration of the set time delayof the LUN 5820-8 and LUN 5821-8 ‘releasers’of the ejection seat unlock the torso andshoulder restraint locks as well as the footrestraint locks,Seat Release Sequence- The ejection handles are released,- The pilot, emergency pack and parachuteare separated from the seat,- After 600mm, the automatic parachuterelease LUN 5932-8 (AD-3P/39) and the combined parachute releaseLUN 5931-8 (KAP-3P/39V) activate,- The PL-70I parachute is opened by theLUN 5932-8 automatic release, and thestabilization parachute is pulled out,- The LUN 5931-8 release unlocks the PL-70Iparachute canopy bag retaining lockand withdraws the bag from the canopyof the PL-70I parachute and fills it with air,- The decent of the pilot with the main chute.Chute Release Sequence:The emergency system also allows for thejettisoning of the cockpit canopies withouta subsequent seat ejection.To activate it, it is necessary to flip the leverof the emergency canopy jettison(on the ground, secured by locking deviceNo. 1), located on the right side of the cockpit.Finally, the pyromechanism of the canopy(ies)will work and the seats will be unlocked.Total number and location of explosivecharges in the rescue system of theL-39- Two PK-7T units (or PP-TVM) associatedwith the telescopic component of the system,- Four VMP-2M units for the chute deploymentsystem’- Two 120-4-2785 (or VVPR) associatedwith the shoulder restraint system- Two URM-1 rocket boosters,- Two PK-3M-1 (or PP-POP) associatedwith the canopy jettison system.Note: The original charges were of Russianor Soviet origin. Over time, they were repla-ced by products of domestic Czechoslovak(Czech) oigin, manufactured by Explosia a.s. inSemtín (types shown in parentheses).Speed(km/h)Release LUN 5820-8Time (s)Release LUN 5821-8Time (s)v≤450 0,4 1,5v>450 Blocked 1,5Altitude (m) releaseLUN 5931-8Time (s)/Altitude (m)ReleaseLUN 5932-8Time (s)H≤4000 1,5 0,5H>4000 After deceding to 4000 0,5INFO Eduard31May 2024Page 32
ARTICLESOverall view of VMP-2M charge.Overall view of VVPR unitOverall view of the URM-1 booster.Overall view of the PP-POPVMP-2M cross sectionVVPR cross sectionPartial cross-section of the URM-1PP-POP cross sectionINFO Eduard32May 2024Page 33
ARTICLESThe set of charges to which one of the two pilots whohad to eject from the Aero L-39ZA Albatros aircraftcoded 2341 owes his life, near the home of the 22ndAir Force Base at Náměšť nad Oslavou.From left: Two VMP - 2M, NVVPR, PP-POP andPP-TVM. Only the URM - 1 is missing in this shot,which remained with the seat. It is worth noting themarking of individual pyro cartridges with the fuselagenumber of the aircraft and the Roman numerlas‘I’ - front cockpit and ‘II’ - rear cockpit.Arming PinsFor ensuring safety during servicing of theemergency systems and maintenance on a whole,arming pins are used. These items negate thepossibility of accidental firing off of charges in thevarious mechanisms where they are found. The pinsare removed immediately before flight and replacedimmediately after.Numerical designations of the pins:1. Pin for emergency canopy jettisoning system2. Pin for initiating charges on the right sideof the seat3. Pin for the shoulder strap tightening system4. Pin for the telescopic ejection mechanism5. Not used6. Pin for initiating charges on the left side of the seat7. Pin for cover jettisonPin insertion procedure in both cockpits:Prior to pilot leaving the aircraft:- Pin No.7 into the canopy jettison mechanism- Pin No.4 into the telescopic ejection mechanism- Pin No.3 into the shoulder strap tightening system- Pin No.1 into the emergency canopy jettisonAfter pilot leaves aircraft:- Pin No.2 into the tie rod system on the right sideof the aircraft- Pin No.6 into the tie rod system on the left sideof the aircraftSchematics of various phases of L-39 ejection during different flight conditions.The rear cockpit – bulkhead with charge mechanism.Pin No.7 in position for the canopy jettison on the rear canopyframe.INFO Eduard33May 2024Page 34
ARTICLESPosition of Pins Nos. 2 and 3 on the VS-1 BRI seat:Pin No.3 in cross section of the shoulder strap tightening systemPin No.2 tie rod system on the right side of the seatA view of the VS-1 BRI headrest from above.Pin No. 6 in the tie rod system on the left side of the seat(Z.X) VMP pyromechanism with a weight to open the SP-70 stabilizer parachute(at the top of the photo)Pin No. 4 screwed into the telescopic mechanismPin No. 3 in the pyromechanism for tightening the shoulder strapsPin No.1 position in the front cockpitPin No.1 in the emergency canopy jettison lever on the right side (in the directionof flight)1. Lever for canopy jettison with Pin No.12. Handles for emergency release of the pilot fromthe seat,3. Handle for unlocking the seat-canopy connection,enabling direct catapult through the canopy glass,4. Switch for arming the handles and disarmingthe second pilot5. Dual ejection handle6. Lever for loosening shoulder straps7. Adjustment wheel for quick adjustment of the angleof the URM-1 rocket motor (according to the weightof the fully equipped pilot),8. Locking/unlocking lever for the canopies.INFO Eduard34May 2024Page 35
ARTICLES9. Headrest10. Pin No.3 for shoulder strap tightening11. A cup with a ball of static cable ‘0’ used for unlockingthe seat's telescopic firing mechanism after the cockpitcanopy has been jettisoned,12. Screw type Pin No.4 in the telescopic mechanism13. Charge mechanism of the VMP-2 stabilizing chute,part of the chute system SP-70I,14. SP-70I stabilizer chute15. Straps connecting the stabilizer chute to the seat,16. Canopy lock/unlock mechanism (four units on eachcanopy frame)17. Pin No.7 in the canopy jettison system,18. Charge for canopy jettisoning,19. Pin No.6 in the tie rod system on the left sideof the canopy20. Seat height adjustment21. A triangular warning label that centrally integratesall safety devices and is the last item to be removedfrom the seat after unlocking all pyromechanisms,22. The marking ‘1’ in blue indicates the seat in the frontcockpit, ‘2’ - in the rear cockpit.Thanks to Ing. Leoš Čermák for views of pyroprospeciesand their intersection views.INFO Eduard35May 2024Air War in Ukraine - Black Month for Ukrainian Air Force and Air Defense
After capturing Avdiivka last month, the Russian advance significantly slowed down from March 1 to March 31. Following heavy losses, they had to rebuild the offensive potential of their units. However, they resumed their pressure at the end of March. The Kremlin was in a hurry to take advantage of the time before Ukraine received the expected assistance.
Miro BaričAir War in UkraineBlack Month for Ukrainian Air Force and Air DefenseUkrainian Mi-8 helicopters at forward bases.During this period, the blocking of Americanmilitary aid for Ukraine by Republicancongressmen continued. Europe alsosignificantly delayed its deliveries, andpromises could not stop Russian tanks andaircraft. A bright spot was the Czech initiative topurchase artillery ammunition from countriesoutside Europe. Around 20 countries joinedthis initiative, providing funds for ammunitionpurchases. However, it will take some time todeliver the ammunition to the front.During this period, Ukrainian troops not onlylacked artillery and mortar shells but alsobegan to run out of missiles for air defensesystems and other ammunition. This factorcontributed to Russians inflicting higherlosses on Ukrainian equipment than before.Russian reconnaissance drones operate deepin Ukrainian territory practically withoutresistance, identifying targets that are thenengaged by artillery, missiles, or attack drones.During this period, Russians achieved theirfirst confirmed destruction of an HIMARSrocket launcher. Lancet drones also destroyedthe second wheeled self-propelled howitzerZuzana 2 out of approximately ten pieces thatSlovakia had delivered so far. However, themost serious loss was part of a Patriot airdefense battery. Ongoing Russian glide bombattacks forced Ukrainians to risk movingtheir air defense systems closer to the frontline. The risk did not pay off, and on Saturday,March 9, a video surfaced showing a Russianattack on a Patriot battery convoy. The convoyhad stopped during transit, and its commanderwas awaiting further orders. Before ordersarrived, Russian drones spotted the convoy andguided an Iskander ballistic missile towards it.Ukrainian armed forces did not comment onthis attack or the extent of the damage, but itappears that two or three launching devicesand one technical support vehicle, likelya power generator, were destroyed. Accordingto unofficial sources, crews of destroyedvehicles lost their lives.Ukrainian LossesThe Ukrainian Air Force also sufferedsignificant losses during this period. On Friday,March 8, a MiG-29 was shot down near thevillage of Shevchenko in the Pokrovsk districtof the Donetsk region. The Ukrainian aircraftwas hit by an R-77 missile from a patrollingRussian Su-35S fighter. The MiG-29 caughtfire after being hit and fell almost vertically tothe ground. The pilot failed to eject. LieutenantColonel Andriy Tkachenko of the 114th TacticalAviation Brigade was killed.On Tuesday, March 12, Russians managedto intercept three Ukrainian helicopters fromAfter capturing Avdiivka last month, the Russian advance significantly slowed down fromMarch 1 to March 31. Following heavy losses, they had to rebuild the offensive potential oftheir units. However, they resumed their pressure at the end of March. The Kremlin was ina hurry to take advantage of the time before Ukraine received the expected assistance.ARTICLESINFO Eduard36May 2024Page 37
Debris of a Ukrainian Mi-24 helicopter shot down on March 17 near Lukashivkain the Sumy region.Ukrainian MiG-29 shot down on March 8 near the villageof Shevchenko in the Donetsk region.Series of shots documenting a Russian attack on three Ukrainian helicoptersat a forward base near Novopavlivka in the Dnipropetrovsk region, where twoaircraft were destroyed on March 12.the 12th Independent Army Aviation Brigadeat a forward base near Novopavlivka in theDnipropetrovsk region. They attacked withcluster munitions. Two Mi-17V-5 helicopterswere destroyed, while the third Mi-8MTescaped. Two Ukrainian pilots, Captain YaroslavKava and Captain Andriy Bakun, lost their lives.In the Kherson region in southern Ukraineon Sunday, March 17, another Ukrainian Mi-8helicopter was shot down by portable rockets.The burning aircraft continued flying low abovethe ground, and two crew members jumped out,surviving with injuries. The pilot who enabledthem to jump, however, did not survive. He wasVitaliy Plekha from the 16th Independent ArmyAviation Brigade.On the opposite side of the battlefield, nearLukashivka in the Sumy region in northernUkraine, near the border with Russia, a Mi-24helicopter was shot down on the same day,March 17. Russian soldiers managed to hit it witha portable missile, reportedly a 9K333 Verba.At least one crew member did not survive thesubsequent crash. This incident was related tohelicopter operations and its loss, tied to theactivities of Russian volunteer units fightingon Ukraine's side. They comprise a diversemix of individuals with various motives – fromRussian right-wing extremists to minoritymembers seeking independence from Russia.In the past, they have made several forays intoRussian border villages, but always quicklywithdrew back into Ukrainian territory. Thistime was different. Russian legions, supportedby tanks, occupied at least two villages andfought on Russian territory for a whole week.One of these villages on Russian soil, Kozinka inthe Belgorod region, was completely destroyedby bombing and artillery. This was intendedto prevent Russian volunteers fighting onUkraine's side from establishing a permanentpresence there.Second Black HawkDuring these operations on Russian soil,Ukrainian military intelligence (GUR) usedtwo Black Hawk helicopters. It was previouslyknown that only one was in Ukrainian service.The first helicopter is a former U.S. ArmyUH-60A, originally serial number 80-23439,which received civilian designation N60FWafter being retired from military service.The machine underwent a general overhauland modernization by Ace Aeronautics fromAlabama. The helicopter retained its civilianblue and black coloring, which made itidentifiable. The second Black Hawk has anoverall green color, Ukrainian national symbolson the sides, and white identification stripeson the tail. It bears the emblem of militaryintelligence aviation and the number 0420 onthe nose. The Ukrainians likely obtained it fromone of the private companies in the West.The last known loss during this period wasa strike on a training L-39 Albatros aircraft atKulbakino base in the Mykolaiv region. It wasdestroyed there by a Russian Lancet drone, andthe video was released on Wednesday, March20. It is unknown whether it was an airworthyaircraft or a decoy. Albatros was covered bya protective netting at the base, suggestingit could have been an operational aircraft.However, such netting increases the realism ofa decoy.ARTICLESINFO Eduard37May 2024Page 38
Russian drone Lancet hit a Ukrainian L-39 Albatros at Kulbakino basein the Mykolaiv region on March 20.Illustrative photograph of Ukrainian Mi-17 helicopters.Ukrainian Mi-8 helicopters at forward bases.Crash of a Ukrainian Mi-8 helicopter in the Kherson region on March 17. Twocrew members managed to bail out, but the aircraft commander perished.Ukrainian Mi-24P helicopter under the care of ground personnel and its pilot in action.ARTICLESINFO Eduard38May 2024Page 39
Russian LossesDuring the observed period, the Russian AirForce lost one Su-27 fighter jet, which crashedinto the Black Sea near the port of Sevastopolin occupied Crimea on Thursday, March 28.The burning aircraft spiraled down, and althoughthe circumstances of its loss are unknown,it likely fell victim to its own air defense.The pilot ejected and survived.Not directly related to the war in Ukraine wasthe loss of an Il-76 transport plane on Tuesday,March 12, near Ivanovo Severny Air Base,approximately 250 km northeast of Moscow.An engine fire broke out during the flight, andthe engine later detached completely. Thepilots attempted to reach the airport, but theaircraft crashed into the forest. All 16 peopleon board perished – eight crew membersand eight passengers, who were members ofanother crew from the 117th Military TransportAviation Regiment.In Transnistria, a breakaway region ofMoldova, the Russian army lost a Mi-8 helicoptermarked with "yellow 04" on Sunday, March 17.However, this incident was the result of Russianprovocation. Kremlin propaganda releaseda video claiming the helicopter exploded afterbeing hit by an enemy drone. In reality, thehelicopter had long been decommissioned andhad been stationary for years. It was destroyedby an explosive device placed on board, and thedrone footage was poorly edited.Ships at the BottomFurther losses were suffered by the RussianBlack Sea Fleet. On Tuesday, March 5, the patrolship Sergei Kotov from the Project 22160 classfell victim to a concentrated attack by a swarmof Ukrainian drones. This was a new shipthat entered service only in July 2022. It was94 meters long with a displacement of 1,700tons. Onboard, it carried a 76mm caliber gunand machine guns. It could also carry Kalibrmissile containers. Near Feodosia in Crimea,it was struck by multiple drones and sank.Along with it, a Kamov-type helicopter (Ka-27or Ka-29), standard equipment for ships of thisclass, likely also went down.The crew of the Sergei Kotov defendedthemselves with automatic weapons, but tono avail. BBC interviewed the commander ofthe Ukrainian intelligence unit that controlsdrone operations, responsible for the sinking offive Russian ships. Russian sailors use tracerammunition to aim better at night. However,this also aids drone operators in evasivemaneuvers because they can see where theRussians are shooting. Magura V5 droneshave a range of 800 km and carry 250 kg ofexplosives. Their flat shape does not protrudehigh above the water. Made of plastic, theyare harder to detect by radar and emit littleheat, making them undetectable by thermalcameras. Operating at a speed of 80 km/hand measuring only six meters long, theirpresence at night is difficult to detect. Duringa single attack, multiple drones coordinate,increasing the likelihood of hitting targets. Theentire operation lasts several days as dronescover distances of hundreds of kilometers.Operators must maintain control throughout.Consequently, operators are exhausted afterthe operation and require breaks for rest.On Sunday, March 24, the Ukrainian Air Forceconducted a massive Storm Shadow / Scalp-EGcruise missile attack on occupied Crimea. Thecommunication center of the Russian Black SeaFleet was destroyed. Three ships in Sevastopolharbor were damaged. The landing ship Jamallisted heavily after being hit and was towedinto dry dock. The second landing ship Azovwas likely only slightly damaged after a missilemissed and exploded on the pier next to it. Thespy ship Ivan Churs narrowly avoided one hitas a missile struck the pier behind it, creatinga large hole in the deck. Satellite imageryreveals these observations, but the full extentof the damage is unknown. Belbek Airportwas also targeted, with Ukrainian sourcesclaiming three Su-27 fighters were hit. One wasdestroyed, and two were damaged. However,this claim could not be verified.In addition to Scalp-EG missiles, Ukrainiansalso use another French weapon. In January,French President Emmanuel Macron promisedhundreds of AASM HAMMER guided bombs toUkraine. They were first used in early February,and in March, footage of MiG-29 fighters withthese weapons emerged.Originally Czech Mi-24 helicopter in Ukrainian service. Slovak Mi-17 helicopter in Ukraine. Originally numbered 0847.krainian military intelligence now operates two BlackHawk helicopters.ARTICLESINFO Eduard39May 2024Page 40
AASM stands for Armement Air-SolModulaire, meaning Modular Air-to-GroundWeapon. The significance of the secondabbreviation, HAMMER, is Highly Agile ModularMunition Extended Range. It is a kit thattransforms ordinary unguided bombs intohighly precise weapons. A guidance moduleis attached to the bomb's nose, and a rocketmotor is attached to the rear. The basic kit isintended for 250 kg bombs, with a range of over70 km after release. Ukrainian MiG-29 fighterscarry them on special racks previously used forsimilar weapons like JDAM ER.Destroying the InfrastructureIn addition to military targets on the front,Russia also attacked civilian infrastructurein the hinterland during the observed period.On Thursday, March 21, Kyiv and Kharkiv weretargeted by 29 cruise missiles and two Kinzhaland Iskander-M missiles. Ukrainian defensesintercepted all missiles, but falling debriscaused damage, resulting in five deaths inKharkiv.This attack was likely a test to ascertain thecurrent positions of Ukrainian air defenses.On Friday, March 22, a much larger attackoccurred, the largest since the war began. Onehundred fifty-one missiles and drones targetedcritical Ukrainian infrastructure, with defensesintercepting only 92 – mostly drones andcruise missiles. Russia deployed 12 Iskander-Mmissiles, seven Kinzhal missiles, five Kh-22missiles, and 22 S-300 missiles in ballisticmode. All 46 missiles hit their targets, partlybecause they avoided areas covered by Patriotsystems. For example, the largest Ukrainianhydroelectric power plant on the Dnieper Riverin Zaporizhia was hit by ten missiles, destroyingthe plant, which will take years to repair.On Saturday, March 23, Russians tooka minor break, sending only about 30 Shaheddrones, most of which were shot down.On Sunday, March 24, they launched nearly60 missiles and drones. One missile penetratedthe Polish airspace, spending 39 seconds therebefore turning back. This has happened severaltimes in the past. Russia likely aims to usePolish airspace to attack the Lviv area from anunexpected direction. Consequently, the PolishMinistry of Foreign Affairs summoned theRussian ambassador, who declined to appear.Russian Su-27 fighter crashed into the Black Sea near Sevastopol port in occupied Crimea on March 28.The ship „Sergei Kotov“ became a target of the Ukrainian naval drones on March 5.The helicopter carried on her deck likely sank with it.Mi-8 helicopter "yellow 04" in a photo from the Transnistrian Ministryof Defense during its operational service.Two crews perished in the crash of an Il-76 nearIvanovo Severnyj base in Russia on March 12.Mi-8 helicopter "yellow 04" after being destroyed. It was a Russian provocation; the helicopter had been parked in one place for years.ARTICLESINFO Eduard40May 2024Page 41
Night battle ofthe Ukrainian126th TerritorialDefense Brigadeagainst drones.Nočný bojukrajinskej 126.brigády teritori-álnej obrany protidronom.Ukrainian police securing debris from a downed Shahed drone.Russian missiles on March 22 destroyed thelargest Ukrainian hydroelectric power planton the Dnipro River in Zaporizhia.Ukrainians use these mock ups as decoys.ARTICLESINFO Eduard41May 2024Page 42
BOXART STORYStrong winds brush the surface of the sea, andthe tops of the waves are decorated with whitefoam. But not even the elements can compete withthe thousands of vessels heading for the Normandyshores that morning. The sound of aircraft enginesmakes the men on board look up. As many of themplead with God to protect them, the hundreds ofplanes heading for the coast will try to do the same...The D-Day, the Allied landings in France,represented the deployment of an enormous force.This included the 352nd Fighter Group and its threesquadrons the 328th FS, 486th FS and 487th FS.Their Mustangs, which the entire group had only twomonths earlier re-equipped to, were adorned withblue bows. They have been nicknamed the "Blue-nosed Bastards of Bodney" for them and the basefrom which they operated.Midnight briefingEarly in the morning of June 5, 1944, it is clear thatsomething is going to happen. Missions are plannedand then cancelled, flight operations are scarce, andby 3:30 in the afternoon the entire base is closed.The enlisted men are ordered to guard the perimeterand man the anti-aircraft guns.Several aircraft return from a mission overmainland Europe in the early afternoon, and thepilots learn immediately upon landing, from theirmechanics, that there is an order to paint white andblack stripes on all aircraft. So, cans of paint aredistributed on individual stands and everybody ableto pick up a paintbrush starts the work. This is aboutninety Mustangs so the ground staff must do theirpart. In contrast, the pilots are told to rest duringthe day and get as much sleep as possible becausea very early morning mission is planned. Ricepudding, among other things, is served for dinner.It turns out it is contaminated with salmonella, andsoon several pilots and mechanics find themselvesin a somewhat unusable state ...The briefing takes place at midnight and thepilots learn what they had more or less suspected.The invasion is here! It’s obvious that it’s going to bea busy day, as evidenced by the base surgeon’s words,he tells the pilots that he’s tasked with keeping themin the air until the beaches are fully secured. Evenat the cost of having to give them some “pep pills”(amphetamine). In the end, that won’t be necessary,even though the pilots will spend up to 16 hours inthe cockpits of their Mustangs. The adrenaline andthe knowledge of the importance of what they’redoing will help. Watching hundreds of landing craftbelow them is an unforgettable and highly emotionalexperience. They are well aware that it is up tothem to protect the 160,000 men on board from thedeadly attacks of the Luftwaffe, and that they mustdestroy as much enemy equipment and manpoweras possible.You can get an idea of what it must have lookedlike during the flyover of the landing zone fromPiotr Forkasiewicz’s boxart for Limited kit No. 11181.It shows the aircraft of Capt. Henry White of the 328thFS and Lt. Carlton Fuhrman of the 466th FS.Fire at anything that moves!First combat mission of the entire 352nd FGis scheduled for 02:00 and the 486th Squadron isthe first to take to the air. The next two will follow30 minutes apart. Thus, at 2 a.m., four mustangs lineup on the runway, wing to wing, with experiencedpilots in cockpits taking deep breaths and movingthe throttles forward. The darkness is cut by theroar of Merlins driven up to maximum revs andthe first flight takes off into the night sky. Just halfa minute later, the second flight is ready to takeoff. The darkness, to which daytime fighters arenot accustomed, makes orientation difficult andthey deviate from the runway centerline to the right.Lt. Bob Frascotti suddenly sees the silhouette of thenewly constructed control tower in front of him. It isthe last thing he ever sees, for in the next second hisMustang shatters against it and explodes. It is thefirst aerial casualty of the entire Operation Overlord.The resulting fire then eases the takeoff orientationfor the others at the cost of this tragedy.Most pilots fly three missions during D-Day. On thefirst, they fly to an area about 50 miles south of thebeaches, where they join hundreds of other Alliedfighters. The goal is to create an impenetrable barrierfrom ground level to more than 9,000 feet, preventingGerman aircraft to reach the landing beaches.Then, during the second and third missions, the“Bodney Bastards” scurry at low altitudes over landwith a clear mission: Fire on anything that moves andheads for the beaches. The Mustangs destroy trucks,buses, carriages hauling guns and enemy manpower.The French Resistance has told people in the area tostay indoors all day if possible and not to go out at all,and especially not to go on the roads to minimize therisk of civilian casualties.The fighting on the beaches continues, but thework of the daytime fighters ends at dusk. Manymore casualties will be needed, but nothing can stopthe Allied forces. And the “Bodney Bastards” willreturn to their usual business of escorting bomberformations over Germany. In less than a year, it willall be over...Illustration: Piotr ForkasiewiczA challenging dayText: Richard Plos#11181INFO Eduard42May 2024Page 43
#84199BOXART STORYBritish fighter pilot “Johnnie” Johnson is oneof the most significant figures in the history ofair warfare. With 41 victories (34 solo and 7 incooperation), he became the most successfulAllied airman fighting the Luftwaffe in WesternEurope. However, his journey to the cockpit ofthe Spitfire was by no means straightforward.He faced a number of rejections along theway and had to overcome the side effects ofa pre-war rugby injury. From the end of 1940,he became fully involved in the combatactivities of No. 616 Squadron RAF, and withinits ranks in 1941, he scored 6.5 individual aerialvictories and received a DFC .In July 1942 he was appointed commanderof No. 610 Squadron RAF and led it into combatover the Allied landings at Dieppe in August1942. During this operation he was creditedwith shooting down an Fw 190, as well as 1/3 ofa Bf 109 and shared damaging another Fw 190.In March 1943, he became commander of theCanadian Wing at Kenley (later redesignatedNo. 127 Wing RCAF). While in command of theWing, he scored 14 solo victories and five morein cooperation by the autumn of that year.He took the helm of the No. 144 Wing RCAF inMarch 1944 as Allied forces prepared for theNormandy landings. By that time, the Allieshad already conducted a number of successfullanding operations in the Pacific, Africa, Sicily,and Italy.The Western Allied forces, backed byAmerican industry, which had become theproverbial “Arsenal of democracy”, were ableto execute the Normandy landings in June 1944,as well as the Saipan landings, accompanied bya naval and air battle in the Philippine Sea.On the Eastern Front, the Soviets launchedOperation Bagration in late June 1944, duringwhich they inflicted the greatest defeat inGerman military history on Nazi forces inthe territory of Belarus. This success wouldnot have been possible without the massivematerial assistance of the Western Allies.Johnson was the most successful fighterpilot in the UK on active service in the spring of1944. At the time of the Normandy landings, hisNo. 144 Wing was one of the finest units of the2nd Tactical Air Force, and Johnson's squadronswere the first units to operate from liberatedterritory in France. This gave them an advantageover their colleagues who were still based inEngland, allowing the experienced Canadiansto engage the enemy far more frequently. Theyduly took advantage of these opportunities.Thus, Johnson supported a second landing inFrance, but this time without retreat.During that period, Johnson added nine moreindividual victories to his account. He scoredthe first kill of the streak on June 16 after9 p.m. northwest of Villers-Bocage. However,this encounter was proof that the Germanadversaries were far from defeated. Althoughtheir fighter units had been weakened bythe systematic Allied campaign directed atthem in the first half of 1944, there were stillexperienced leaders and wingmen in theirranks. It was only in the following months offighting over Normandy that exceptionallyheavy losses were inflicted on these units.A typical mission of the fightings in June1944 was assigned to a formation of eightFw 190 A-8s from I./JG 1 in the evening of thatday. The pilots were tasked with flying to thearea near Valognes, where their objective wasthe free pursuit and attack of enemy groundcolumns. Upon their return, they encounteredJohnson's formation in the Vire-Falaise areaand successfully shot down four Spitfires ofNo. 443 Squadron RCAF. Only one of the airmensurvived, and among the deceased wereSquadron Leader J. D. Hall and Mexican pilot F/OLuis Perez-Gomez. The German airmen claimedsix victories, with Lt. Anton Piffer claiming his34th and 35th victories, while their 6th victorieswere claimed by Uffz. Dobrat and Uffz. Rathofer.Piffer was killed in action the following day.Johnson, in one of his books, recalls thisfight with respect for his opponents. Johnsonstruck his adversary low above the ground,recording it with gun camera, causing him tocrash without a chance to bail out. The pilot,Fw. Alois Wenke of 2./JG 1, remained missingalong with his Fw 190 A-8 “Black 2”. The otherGerman pilot, Uffz. Fritz Hofmann of 3./JG 1, waswounded but saved by parachuting from his“Yellow 6”. However, it is not clear whether hisaircraft may have been hit by one of the downedpilots of No 443 Squadron RCAF or by S/L H. W.McLeod, who scored a Bf 109 in that area thatevening.Text: Jan BobekIllustration: Piotr ForkasiewiczThe second landingINFO Eduard43May 2024Page 44
BOXART STORYThe Allied landing in Normandy stands asone of the major turning points of the SecondWorld War and simultaneously representsa significant milestone in the history of warfare.The successful execution of this operationwould not have been possible without the airsupremacy gradually established by the Alliesin the air battles over Western Europe duringthe first half of 1944. It was in the battles overNormandy that this superiority was cruciallydemonstrated. On June 6, 1944, which hasbecome synonymous with D-Day, Allied airforces flew an incredible 14,000 combat sortiesover the battlefield.Obstlt. Priller, Kommodore of JG 26, isconsidered the first German airman toreach the landing zone, having flown withhis wingman over the invasion beach before9:00 am. Despite the breathtaking number ofinvasion craft, the Germans believed until theevening that this was merely a diversionaryoperation and that the main landing wouldoccur elsewhere. However, Priller was not thefirst airman to intervene against the invasionforce. In fact, in the early hours of the morning,Fw 190 Gs from I./SKG 10 were dispatchedagainst the Allied gliders. This unit, engagedin night attacks against targets in Britain,logically undertook combat sorties at dawn.However, during their first sortie, the pilots ofI./SKG 10 did not locate the enemy aircraft.In the second morning sortie, they managedto shoot down four Lancaster bombers around5:00 am and additionally spotted the invasionforce.The Luftwaffe, unprepared to defend againstsuch an invasion operation in this area,deployed parts of the fighter units of JG 2 andJG 26 to the fight during the day. Additionally,ground attack Fw 190s from SG 4 and Ju 88 Cheavy fighters from I./ZG 1 were also deployed.The total number of Luftwaffe combat sorties onthe first day of the invasion represented aboutone percent of the number of sorties flown bytheir opponents. It was not until the eveningthat air reinforcements from Germany weremoved to the Normandy battlefield, resulting in1,100 fighter aircraft on the airfields of northernFrance 24 hours later. However, less than threehundred of these were capable of deploymentdue to the chaotic transfer and maintenanceshortcomings.The first Allied pilot to shoot down an enemyaircraft in the invasion area on June 6, 1944,was F/O J. A. Houlton of No. 485 SquadronRNZAF. He encountered an obstacle on take-offand swiftly switched from his personal aircraftto a Spitfire LF Mk.IX (MK950). At approximately3:30 pm, he successfully downed one Ju 88 C-6fighter of I./ZG 1 and another in cooperation withthree other pilots near Caen. The Spitfire pilotsof Belgian No. 349 Squadron RAF shot downtwo more and damaged several. The Germansof 2./ZG 1 lost two Junkers planes, and none oftheir crews survived. A third Ju 88 from thisStaffel returned to base with 10% damage, butall three crew members sustained injuries. Twomore machines were reportedly lost by 1./ZG 1.However, defensive fire from one of the Ju 88crews shot down one of the Belgian Spitfires.No. 485 Squadron RNZAF was part of No. 135Wing of the RAF, alongside colleagues fromNo. 222 and 349 Squadron RAF. On June 7, itssquadrons lost two Spitfires, one of which wasaccidentally shot down by Allied flak. JohnA. Houlton took off for combat again on June 8in his personal Spitfire ML407, designated OU-V.He flew it on a sortie with No. 135 Wing in theevening, conducting a low-level patrol.Allied pilots encountered a group of abouttwenty Fw 190s and twelve Bf 109s near Caen,each carrying bombs under the fuselage.Top cover was provided by the No. 349 Squadron,while fighters from No. 222 Squadron and 485Squadron engaged the Germans. After a wildchase, the Spitfire pilots claimed seven aircraftshot down and another seven as damaged,without suffering any losses themselves. Thedramatic moments of this evening air combatwere captured in box art by Piotr Forkasiewicz.Further details on Spitfire ML407, includingits current whereabouts, can be found in thehistorical text accompanying the kit.The identity of the unit with the MesserschmittBf 109 is unclear, but in the case of the Fw 190,it was most likely the III./JG 54 “Grünherz”,which had moved to Normandy the previousday. One aircraft, an Fw 190 A-8/ZY, WNr. 170644,“White 2”, was lost in this fight, with its pilot, Fw.Wilhelm Müller, sustaining injuries. After thisbattle, the German pilots reported two victories.Illustration: Piotr ForkasiewiczD-Day plus twoText: Jan Bobek#7473INFO Eduard44May 2024Page 45
1 Bristol Beaufighter £13.002 Blackburn Buccaneer £13.003 Junkers Ju 87 Stuka £13.004 North American F-100 Super Sabre £13.005 Hawker Typhoon £13.006 Avro Shackleton £14.007 Junkers Ju 88 £13.008 Hawker Hunter £17.009 Grumman F4F Wildcat/Martlet £13.0010 Vickers Wellington £13.0011 de Havilland Sea Vixen £13.0012 Fairey Swordfish £15.0013 Focke-Wulf Fw 200 Condor £14.0014 BAC Lightning £18.0015 Short Stirling £14.0016 Hawker Sea Fury £13.0017 Gloster Javelin £14.0018 Douglas Skyraider £14.0019 de Havilland Hornet and Sea Hornet £14.0020 Supermarine Seafire (Griffon engine) £15.0021 Armstrong Whitworth Whitley £14.0022 Gloster Meteor £20.0023 Fairey Gannet £15.0024 Dornier Do 217 £14.0025 Short Sunderland £14.0026 Bristol Blenheim £15.0027 de Havilland Vampire £20.0028 Fairey Firefly £17.0029 Hawker Sea Hawk £15.0030 Avro Vulcan £16.0031 RAF/RN Phantoms £17.0032 Douglas A-20 Boston/Havoc £17.0033 Heinkel He 177 £14.0034 Avro Lincoln £16.0035 Fairey Barracuda £15.0036 Handley Page Victor £16.0037 Gloster Gladiator £17.0038 Republic F-105 Thunderchief £15.0039 Supermarine Walrus £13.0040 Canadair/Commonwealth Sabre £16.0041 Fairey Fulmar £15.0042 Boulton Paul Defiant £13.0043 Lockheed F-104 Starfighter £18.0044 de Havilland Venom £15.0045 Martin B-57 Canberra £16.0046 Handley Page Halifax £17.0047 McDonnell F-101 Voodoo £15.0048 Westland Lysander £15.0049 Fiat G.91 £15.0050 Bristol Beaufort £15.0051 Lockheed Neptune £16.0052 Fairey Albacore £15.0053 Avro Anson £16.0054 Westland Whirlwind F.Mk I £13.0055 Hawker Tempest £14.0056 Blackburn Firebrand £14.0057 Handley Page Hampden £14.0058 Supermarine Swift £14.0059 Lockheed Hudson £14.0060 English Electric Canberra £20.0061 Savoia Marchetti S.79 Sparviero £14.0062 Handley Page Hastings £14.0063 Vickers Valiant £14.0064 Convair F-102 £15.0065 Westland Wessex £17.0066 Bristol Bulldog £13.0067 Folland Gnat and Ajeet £13.0068 Bristol Brigand £13.0069 Martin B-26 Marauder £14.0070 Vought Corsair £18.0071 Armstrong Whitworth 650/660 Argosy £14.0072 Vickers Supermarine Merlin Seafire £14.0073 North American B-25 Mitchell £15.0074 Hawker Siddeley Harrier £17.0075 BAe Sea Harrier £15.0076 Grumman Tracker/Trader/Tracer £17.0077 Curtiss P-40 £15.0078 Aer Macchi C.202-205 Folgore-Veltro £15.0079 Consolidated PBY Catalina £17.0080 Saab Draken £17.0081 Junkers Ju 52 £14.0082 BAC Jet Provost £17.0083 Fairey Battle £17.0084 Grumman F6F Hellcat £18.0085 Supermarine Scimitar £15.0086 Vickers Wellesley £15.0087 Grumman Avenger £18.0088 Lockheed T-33A £15.0089 Avro Lancaster £18.0090 Boeing B-17 £18.0091 Mikoyan-Gurevich MiG-21 'Fishbed' £27.0092 Grumman HU-16 Albatross £17.0093 Messerschmitt Me 262 £15.0094 Supermarine Attacker £15.0095 Westland Sea King £18.0096 Consolidated B-24 Liberator £27.0097 North American RA-5C Vigilante £18.0098 Avro York £17.0099 McDonnell Demon £17.00100 Republic F-84F and RF-84F £20.00101 de Havilland D.H.82 Tiger Moth £16.00102 Convair B-36 £16.00103 Avro Manchester £14.00104 General Dynamics F-111 & EF-111A £20.00105 Sopwith Pup £14.00106 Sikorsky S-55/H-19 & Westland Whirlwind £18.00107 Ilyushin Il-2 ‘Sturmovik’ £15.00108 Martin Mariner & Marlin £17.00109 Douglas C-54/R5D Skymaster & DC-4 £21.00110 Westland Scout & Wasp £16.00111 Vought OS2U Kingfisher £16.00112 Douglas A3D Skywarrior £20.00113 Panavia Tornado ADV £17.00114 McDonnell F4 Phantom II £25.00115 Armstrong Whitworth Albemarle £14.00116 Hawker Fury and Nimrod £17.00117 Douglas F4D/F-6 Skyray & F5D Skylancer £15.00118 NAA B-45 Tornado £16.00119 Grumman F9F Panther £15.00120 Mikoyan-Gurevich MiG-15 £17.00121 Douglas A-4 Skyhawk £26.00122 Albatros D.I - D.III £16.00123 de Havilland Canada DHC-1 Chipmunk £15.00124 Mikoyan-Gurevich MiG-17 £17.00125 Bristol Britannia plus Argus & Yukon £17.00126 Grumman F-14 Tomcat £26.00127 Cessna T-37 ‘Tweet’ & A-37 ‘Dragonfly’ £21.00128 Bristol Scout £15.00129 Mikoyan-Gurevich MiG-3 £18.00130 Ilyushin Il-28 £18.00131 Austerin British Military & foreign air arm service£18.00132 Boeing B-52A-F Stratofortress £25.00133 Douglas C-47 Skytrain/Dakota£25.00134 Aero L-29 Delfin £21.00135 DH.89 Dragon Rapide & Dominie£17.00136 Airspeed Oxford & Consul £18.00137 Douglas SBD Dauntless£28.00138 Lockheed F-117 Nighthawk £18.00139 de Havilland (Canada) DHC-2 Beaver £18.00140 North American OV-10 Bronco £28.00141 Vickers Viking, Valetta & Varsity £19.00142 Dassault Mirage F1 £19.00Warpaint SpecialsNo.1 Republic P-47 Thunderbolt £19.00No.2 Messerschmitt Bf 109 £25.00No.3 de Havilland Mosquito £25.00No.4 Cessna Bird Dog £12.00No.5 NAA P-51 Mustang and Derivatives £22.00No.6 Dambusters and the Lancaster £20.00WHAT’S IN A WARPAINT BOOK?All major credit cards accepted. Orders can be placed by mail, telephone, fax 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.For more information and secure ordering please visit:www.guidelinepublications.co.ukWWAARRPPAAIINNTTBBOOOOKKSSde Havilland (Canada)DDHHCC--22 BBeeaavveerrBy Adrian M. BalchA pair of U.S. Army L-20A Beavers, 53-2817 inArctic colours and 56-06381 in standard glossOlive Drab sceme in 1956. (Photo: de HavillandCanada/Aird archives)WARPAINT SERIES No.139North AmericanOOVV--1100 BBrroonnccooBy Mike Verier'Triple nuts' the CO of VMO-2's aircraft, on the ramp at MCASCamp Pendleton in 1987, freshly painted in the then-new three-colour camouflage. Like all D models 155499 was converted froma Vietnam era OV-10A. Subsequently upgraded to 'D+' '499 wenton to serve in Desert Storm and is today preserved at PimaCounty Air & Space Museum. (Mike Verier)WARPAINT SERIES No.140p int Master 02/10/2023 18:50 Page 54VickersVVIIKKIINNGG,, VVAALLEETTTTAA && VVAARRSSIITTYYIn military serviceAdrian M. BalchVarsity T.1s, WL629-K & WJ917-AA, of RAF5 FTS near Oakington, Cambridgeshire in1968 (Author's collection)WARPAINT SERIES No.141p_Warpaint Master 28/12/2023 10:10 Page 54DassaultMMIIRRAAGGEE FF11By Andy EvansA French Air Force Mirage F1 returns to its missionafter receiving fuel from a US Air Force KC-10Extender while flying over Afghanistan in support ofOperation ‘Enduring Freedom’, on 25 November2010. (US Air Force Photo/Staff Sgt. Eric Harris)WARPAINT SERIES No.142Master 19/03/2024 20:24 Page 58COMPLETE AND DETAILED HISTORYAIRCRAFT IN DETAIL PHOTOSAIRCRAFT COLOUR AND CAMOUFLAGE DRAWINGSAIRCRAFT COMPLETE PRODUCTION LISTSINDIVIDUAL AIRCRAFT, UNITS, SQUADRONS, SERIALS AND CODESAIRCRAFT COMPREHENSIVE SPECIFICATIONSGuideline Publications Limited, Dunstable Business Centre, Office Suite No.2,Blackburn Road, Houghton Regis, Bedfordshire LU5 5BQTelephone: +44 (0)1582 668411, Email: kim@guidelinepublications.co.ukWarpaint Books Advert No 142.qxp_Warpaint Books Full List Advert 20/03/2024 09:56 Page 1Page 46
#11181OVERLORD: D-DAY MUSTANGS1/48The Limited edition of the kit of the famous US fighter aircraft P-51B Mustang in 1/48 scale. The kit offers aircraft which took partin the operation Overlord. Marking selection covers American and British aircraft taking part during the D-Day and successiveopeations in June 1944.plastic parts: Eduardmarking options: 10decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 05/2024Dual ComboINFO Eduard46May 2024Page 47
P-51B-10-NA, s/n 43-6934, Capt. Henry White, 328th FS, 352nd FG, 8th AF,Bodney, Great Britain, June 1944P-51B-10-NA, s/n 42-106472, Lt. Carlton Fuhrman, 486th FS, 352nd FG,8th AF, Bodney, Great Britain, June 1944The 352nd Fighter Group was formed onSeptember 29, 1942 and activated three dayslater on October 1. Its first commander wasLt. Col. Edwin M. Ramage. The 328th, 486th, and487th Fighter Squadrons, all initially flying P-47sbefore rearming to P-51B, were part of the group.During June and July, the group moved from theUSA to the UK. The first commander of the 328thFighter Squadron was Capt. J. H. Posten, the mostfamous of the commanders was Maj. G. E. Preddy,the most successful American P-51 fighter pilotwith 26.83 confirmed kills. Capt. Henry White flewa total of 89 operational sorties with the unit,recording two kills. He achieved the first on May28, 1944, and the second on July 18. The entiresquadron scored 143 kills, 14 were destroyedprobably and 35 damaged by its pilots on theground during the war. Captain White’s P-51B borethe distinctive livery of “Blue-nosed Bastards ofBodney”, as the 352nd FG was nicknamed afterthe blue noses of its aircraft. On the left sideforward of the cockpit, a painting of a girl ina red bikini and the name “Dallas Darling” adornedthe nose. Full invasion stripes are portrayed here.The aircraft, named The Flying Scot II / ViciousVirgie J. G., was first assigned to Lt. MurdochR. Cunningham, Lt. Carlton Fuhrman subsequentlytook it over and on September 12, 1944, it waswritten off on landing when it crashed intoLt. Glennn Wensch. The entire 486th FS shotdown 114 enemy aircraft confirmed, five probablyand 21 were damaged. Lt. Fuhrman, however, wasnot among the winners of any of the air combats.KITS 05/2024INFO Eduard47May 2024Page 48
P-51B-10-NA, s/n 43-6688, 1Lt. Arval J. Roberson, 362nd FS, 357th FG,8th AF, Leiston, Great Britain, June 1944P-51C-1-NT, s/n 42-103309, Lt. William B. Overstreet, 363rd FS, 357th FG,8th AF, Leiston, Great Britain, June 1944“Robby” Robertson joined the ranks of the ArmyReserves in June 1942 and was officially anArmy pilot on May 20, 1943. He was assigned tothe 362nd FS, with which he subsequently flew76 missions. In all, he scored six confirmedvictories over German fighters, with anotherremaining unconfirmed. During the Korean War,he credited himself with another 100 combatmissions as a member of the 12th FBS/18thFBG. Already at the rank of Lieutenant Colonel,he added 26 more missions with the C-47.Robertson retired in 1973 as the last commanderof Otis Air Force Base before its closure.His P-51B Mustang, serial number 43-6688, wasthe first of two aircraft named the Passion Wagon(the other was P-51D 44-13691), and Robertsonachieved all of his kills with it.“Bill” Overstreet became particularly famous forhis story of chasing a German Bf 109 throughthe arches of the Eiffel Tower. The dogfight wassupposed to have taken place sometime in thespring of 1944, but it is questionable whether thepassage through the Eiffel Tower actually tookplace. Nor is the exact date of the duel known,and there is no mention in German recordsof such a strange event as a fighter planecrashing into the streets of Paris ... Overstreetwas, however, an aggressive and capable pilot,and on September 3, 1944, for example, he tookpart in a top-secret mission in which a remote-controlled four-engine bomber attacked a heavilydefended German heavily protected submarinebase hidden in the cliffs. He subsequently flewother secret missions in support of the FrenchResistance, often landing behind enemy lines.His Berlin Express, with which he was to fly underand through the Eiffel Tower, bore a partial coat ofolive drab paint on the upper surfaces, while thesides and undersides were left in a natural metaland aluminum paint.KITS 05/2024INFO Eduard48May 2024Page 49
P-51B-10-NA, s/n 42-106448, Cpt. Henry W. Brown, 354th FS, 355th FG, 8th AF,Steeple Morden, Great Britain, June 1944P-51B-15-NA, s/n 42-106924, 2nd Lt. Ralph K. Hofer, 334th FS, 4th FG,8th AF, Debden, Great Britain, June 1944“Baby” Brown was a fighter ace with 14.2 kills,damaging three other aircraft. On the groundhe destroyed 14.5 and damaged 10. He achievedfour wins with the Thunderbolt, the others onthe Mustang. He became the 355th FG’s fifth acefighter on April 24, 1944, and by May 13, he evenheld the status of the most successful fighter ofthe entire group. Returning from leave, he thenbecame the most successful fighter of the entire8th Air Force in late August after destroying eightaircraft on the ground and seven in the air ina 30-day period. Further increases in his scorewere halted by a German flak hit that forcedBrown to make an emergency landing onenemy soil on 3 October 1944. His commander,Maj. Chuck Lenfest (5.5 kills), landed nearby torescue him, but his Mustang bogged down in themud and both pilots eventually fell into captivity.He remained in the service after the war andled the F-111 development program at Nellis AFB.Later he was commander of the 48th TFW anddeputy commander of operations for the 7th AFduring the Vietnam War. He retired in 1974 anddied on 19 February 2008 at the age of 85.Light-hearted, perhaps undisciplined, but allthe more courageous and charismatic was“Kid” Hofer, one of the USAAF’s most successfulfighters. The nickname was based on his youthfulappearance and flowing and by Army standardslong hair as well as his prevailing good humor.Until his death, he destroyed 15 enemy aircraftin the air, damaging two and destroying another14 on the ground. On July 2, 1944, “Kid” participatedin the escort of bombers to Budapest from theItalian base Foggia. Prior to reaching the targetarea, a group of Bf 109 entered the scene and theaerial battle started. Hofer’s leader had to makean emergency landing due to a malfunction andwatched from the ground as a Hungarian Bf 109,sitting on the tail of his Wingman, opened fire.Hofer’s Mustang was apparently only damagedand so he tried to return to the base. Near Mostar,he decided to strafe a German airfield, his P-51B“Salem Representative” was hit by flak and “Kid”Hofer was killed.KITS 05/2024INFO Eduard49May 2024Page 50
P-51B-5-NA, s/n 43-6425, Maj. Jack T. Bradley, CO 353rd FS, 354th FG,9th AF, A.2 Criqueville, France, June 1944P-51B-10-NA, s/n 42-106647, Capt. John R. Brown Jr., 382nd FS, 363rd FG,9th AF, Staplehurst, Great Britain, June 1944Jack Bradley became an Army pilot with the rankof 2ndLt on August 27, 1942, and was assignedto the 384th FG/353rd FS on January 18 thefollowing year. After moving to England, heachieved his first kill out of 15 confirmed (plusthree probable and 12.66 damaged) on December20. With “Margie Maru” carrying code FT B, heachieved his first success on December 30, whenhe contributed a third of the damage to Do 217.Bradley was promoted to Captain in mid-Januaryand took command of the 353rd FS at the endof the month. He kept the position until June 30,when he left for the USA for leave and took thepost again on his return. He subsequently servedas deputy CO of the 354th FG and at the end ofthe war, already at the rank of Lieutenant Colonel,became the CO. After the war he stayed with theAir Force, retiring from the Reserves in December1962. His Margie Maru is shown in a state where itbore the symbols of 15 kills, the invasion stripeson the fuselage were painted very carelessly.The aircraft was subsequently given thedesignation FT W and the name “Edgewood’sEntry”.Prior to the combat, John Brown had managed todestroy four aircraft and damage one in variousaccidents, so he claimed himself to be only three-fifths of an aircraft away from becoming a Luftwaffeace. He flew successively in the 356 FG and 362 FG,both with P-47s, then briefly became commanderof the 382nd FS/363 FG, flying the P-51B. He wasshot down with his “Big Mac” on August 8, 1944,while leading a formation of eight P-51s in anattack on ships in Bedonet Harbor. It was his 99thmission. He made an emergency landing nearQuimper after being hit by flak from a destroyerbut managed to escape capture and slip back tothe Allies within a week. He subsequently becamecommander of the 437th FS/414 FG, with which hemoved to Guam, where he flew P-47Ns. After thewar, he became an air attaché in Afghanistan andPakistan, and completed a secret mission in theUSSR. During his wartime career, he scored oneaerial kill, destroyed four enemy aircraft on theground, and damaged eight.KITS 05/2024INFO Eduard50May 2024Page 51
P-51B-15-NA, s/n 42-106763, Capt. George R. Rew, 374th FS, 361st FG,8th AF, Bottisham, Great Britain, June 1944Mustang Mk.III, FB382, S/Ldr Eugeniusz Horbaczewski, No. 315 (Polish) Squadron,RAF Coolham, Great Britain, June 1944The 361st Fighter Group was activated on January28, 1943, subsequently joining the 8th Air Forceat RAF Bottisham, England. Initially flying P-47s,it rearmed to P-51s during May 1944. Althoughits pilots primarily provided long-range escort tobomber formations, they did not neglect attacksagainst ground targets, either by strafing orbombing. This is evidenced by one hundred ofpainted bomb symbols under the cockpit of the“Scarlet Kate” Mustang flown by Capt. GeorgeRobert Rew, who later commanded the 374th FS.The entire 361st FG achieved 226 aerial victoriesduring World War II, and on the ground its pilotsdestroyed another 106 enemy aircraft.Eugeniusz Horbaczewski was born on September28, 1917, in Kiev and educated in Brest-Litovsk.He joined the Polish Air Force in 1937. InSeptember 1939 he fled to France via Romaniaand from there he came to the UK. Aftercompleting his training with the RAF, he wasassigned to No. 303 Squadron in late 1940 and inearly 1943 was selected for a special Polish FlyingTeam, formed by Stanislaw Skalski and operatedunder umbrella of No. 145 Squadron. Over TunisiaHorbaczewski became the most successful pilotof this group, achieving five victories in less thana month. After the Team was disbanded he wasassigned to No. 601 Squadron operating in theMediterranean area and in early July to No. 43Squadron which he commanded from August.On his return to the UK in February 1944 he tookcommand of No. 315 Squadron, flying MustangMk. III. On August 18, 1944, he was shot down inthe Beauvais area and killed, having previouslyshot down three Fw 190s in the combat himself.KITS 05/2024INFO Eduard51May 2024Page 52
In the following gallery we want topresent you the new sprues that arepart of the 11181 OVERLORD kit. We havedesigned the 1/48 scale P-51B Mustangto take into account the comments madeby modelers about the 1/48 scale P-51DMustang. So we have changed the designof several subassemblies that we wouldlike to present to you in the photos.P-51B highlightsThe F-sprue remains unchanged and is the same as in the P-51D 1/48 kit.KITS 05/2024INFO Eduard52May 2024Page 53
The K sprue contains parts for the standard canopy version.Sprue L contains parts for the Malcolm hood variant.We have decided to recreate the open canopy in one part, which will make itmuch easier for modelers to glue cleanly.We decided to make the open cockpit part in one piece with rails.KITS 05/2024INFO Eduard53May 2024Page 54
The M-sprue includes fuselage parts for the version without the fin fillet.KITS 05/2024INFO Eduard54May 2024Page 55
On the O-sprue you can find the wings, landing flaps and vertical stabilizers.The landing flaps are again offered only forthe variant in the open (dropped) position.From the inside, the wing is pre-prepared for the installation of a Brassin gun bay kit (cat.no. 648997).Where the surface was not puttied, rivets were instead rendered.The wing surface is depicted without rivets where the aircraft actually had a flush surface.Elevator moving surfaces are available in two variants - canvasand metal.KITS 05/2024INFO Eduard55May 2024Page 56
The entire P-sprue contains cockpit parts only.There are 3 types of seats......also 2 types of cockpitsidewalls, one for thestandard canopy version,the other for the Malcolmhood version...KITS 05/2024INFO Eduard56May 2024Page 57
...and also several sets of radios.KITS 05/2024INFO Eduard57May 2024Page 58
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The S-sprue includes propellers, radiator and small parts.We have redesigned the complete radiator assembly, including the missing plastic grille.In the kit we can alsofind 4 types of propellerblades and 2 types ofspinner cones.Here again we findseveral variations ofthe cooling vents on theengine covers.KITS 05/2024INFO Eduard59May 2024STEP by STEP
P-51B 1/48
STEP BY STEPSTEP STEPBYbuilt by Jan Baranec1/48P-51BINFO Eduard60May 2024Page 61
STEP BY STEPI used the dashboard from the LÖÖK product line, catalog number644268.Right cockpit sidewall. Details are painted with a brush, edges arepainted in a lighter shade.Left cockpit sidewall, painted using the same process.While it is more work to paint such a part, the one piece seat juststicks to the cockpit after painting. I painted the seat belts andpadding with a brush.The Royal Class P-51B/C 1/48 package includes a 3D printedseat, which itself includes the pilot's harness.INFO Eduard61May 2024Page 62
STEP BY STEPAssembled and painted cockpit. I decided tosand the floor paint to show the wooden base.INFO Eduard62May 2024Page 63
STEP BY STEPAssembled cockpit glued into one part of the fuselage.Main landing gear bay assembled, painted andweathered. The bay is different from the oneon the P-51D kit, it is redesigned, including thelanding gear leg seating pin.INFO Eduard63May 2024Page 64
STEP BY STEPAfter gluing the fuselage together, I scribed the rivets that were partly erased and the necessary maintenance doors for the particular version.A view of the assembled cockpit. You can see the seat very well. I finished the rivets on the engine cowling and madean imitation of the quick release screws.INFO Eduard64May 2024Page 65
STEP BY STEPI also finished the rivets on the bottom of the fuselage.The part representing the machine gunbarrels is very well molded with thewing halves.To mask the undercarriage bays I cutmasks from kabuki tape according tothe undercarriage doors.Assembled model before the first spraying.The plastic made radiator is already bettercompared to the P-51D. Just paint it and theresult is satisfactory.View of the built-up LÖÖK instrument panel in the cockpit.INFO Eduard65May 2024Page 66
STEP BY STEPSprayed with gloss black Gunze GX2.Spraying with metallicpaints from the SuperMetallic range, specificallySM01 base spray, then SM01with a drop of black andthen differentiating the pa-nels with SM03 and SM05.I sprayed the silver paintedareas that were puttied andthe tail moving areas withGunze C8 paint.INFO Eduard66May 2024Page 67
STEP BY STEPSpraying of engine coverswith blue Gunze C65.I sprayed the US national insignia emblems using masks fromEX1038 set.Preparation for spraying the invasion stripes.White masking.Black Gunze C33.Spraying with white Gunze C69.INFO Eduard67May 2024Page 68
STEP BY STEPFinal look after unmasking.INFO Eduard68May 2024Page 69
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STEP BY STEPI represented the streaks using Abteilung oil paints.The abrasionsare rendered witha brush and a dabof Vallejo metallicpaint.I sprayed the exhaust streaks with GunzeC101 Smoke diluted paint.INFO Eduard70May 2024Page 71
STEP BY STEPThe spatter from the undercarriages is created using diluted Oilbrusherpaint from Ammo.Assembled, painted and decaled small parts.Landing gear door with weathering.Painted and weathered exhausts from the Brassin set (cat.no.648992).I used masks fromEX1036 set to paintthe cockpit canopy– both outside andinside areas.Assembled and weathered pro-peller assembly. According to theperiod photos I have also recreatedthe scuffs on the spinner cone.Assembled and patinated Brassin wheels (cat.no. 648988).Assembled and painted landing gear legs.INFO Eduard71May 2024Page 72
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KITS 05/2024INFO Eduard73May 2024Page 74
KITS 05/2024INFO Eduard74May 2024Page 75
P-51B-10-NA, s/n 42-106472,Lt. Carlton Fuhrman, 486thFS, 352nd FG, 8th AF, Bodney,Great Britain, June 1944The aircraft, named The Flying Scot II / ViciousVirgie J. G., was first assigned to Lt. Murdoch R.Cunningham, Lt. Carlton Fuhrman subsequentlytook it over and on September 12, 1944, it waswritten off on landing when it crashed intoLt. Glennn Wensch. The entire 486th FS shotdown 114 enemy aircraft confirmed, five probablyand 21 were damaged. Lt. Fuhrman, however, wasnot among the winners of any of the air combats.KITS 05/2024INFO Eduard75May 2024Page 76
Recommended:for P-51B/C 1/48#648997#648986 #648987FE1449 P-51B/C seatbelts STEEL (PE-Set)644268 P-51B/C LööK (Brassin)648986 P-51B/C wheels diamond tread (Brassin)648987 P-51B/C wheels oval tread (Brassin)648988 P-51B/C wheels cross tread (Brassin)648992 P-51B/C exhaust stacks (Brassin)648993 P-51B/C exhaust stacks w/fairing (Brassin)648994 P-51B/C undercarriage legs BRONZE (Brassin)648997 P-51B/C gun bays PRINT (Brassin)6481002 P-51B/C seat Type 1 PRINT (Brassin)3DL48177 P-51B/C SPACE (3D Decal Set)EX1036 P-51B/C framed canopy TFace (Mask)EX1037 P-51B/C Malcolm Hood canopy TFace (Mask)EX1038 P-51B/C US national insignia (Mask)OVERTREES#82107XP-51B/C Mustangw/o dorsal fin1/48Product pageOVERLEPT#11181-LEPT1OVERLORD: D-DAYMUSTANGS 1/48Product page#648988#648992#644268#648994KITS 05/2024INFO Eduard76May 2024Page 77
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MK392, W/Cdr James E. Johnson, No. 144 Wing, RAF Ford, Great Britain /B.3 Sainte-Croix-sur-Mer, France, June 1944ML407, F/O John A. Houlton, No. 485 (New Zealand) Squadron,RAF Selsey, Great Britain, June 1944When W/Cdr “Johnnie” Johnson returned tocombat operations in March 1944, he assumedcommand of the newly formed CanadianSpitfire No. 144 (RCAF) Wing (Nos. 441, 442and 443 Squadron) operating as part of No. 83Group, 2TAF (Second Tactical Air Force). Its newpersonal Spitfire was the MK392, sporting thestylized personal codes JE-J. During the intenseair battles of Normandy, No. 144 Wing was one ofthe best fighter Wings in the 2TAF and becamethe first Allied unit to have a permanent basein Europe (from June 12; forward airfield B.3Sainte-Croix-sur-Mer). However, as part ofa unit reorganization, No. 144 Wing was disbandedin mid-July and Johnson assumed commandof No. 127 (RCAF) Wing. With his Spitfire MK392,he increased his number of kills by a further12 aircraft, including four Bf 109s and eightFw 190s, five of which he shot down during theJune landings. During the Second World War,James Edgar “Johnnie” Johnson DSO & Two Bars,DFC & Bar made over 700 operational combatsorties and attacked enemy aircraft on 57occasions. He achieved 41 aerial victories, 34 soloand seven shared, three more shared probable,10 damaged, three shared damaged and onedestroyed on the ground. This score made himthe most successful Allied fighter ace against theGerman Luftwaffe on the Western Front.Spitfire serial number ML407 was built at CastleBromwich as LF IXC and delivered on April 23,1944, to No. 33 MU. Six days later ATA pilot JackieMoggeridge flew it to No. 485 Sqdn (RNZAF),with which it commenced operational servicewith the codes OU-V as F/O Johnnie Houlton’spersonal aircraft. The ML407 was reconfiguredto the Mk.IXE version while serving with No. 485Sqdn and Houlton shot down two Bf 109s anddamaged one during the June invasion days.In all, he shot down seven aircraft during hiswartime career, two of them shared. The aircraftitself served with six squadrons of 2TAF (Nos. 341,308, 349, 345 and 332 Squadron) during WorldWar II, flew 176 combat sorties during whichit logged 319 hours and the pilots in its cockpitshot down four aircraft and damaged one. Afterthe end of the war, ML407 had an eventful career.In 1950 it was converted to one of six Type 509(T Mk.IX) two-seat trainers for the Irish Air Corps,where it served until July 8, 1960. It was storedin disassembled condition from 1962 to 1968 andsold for use in the film “The Battle of Britain”(although it did not appear in the film). In August1979 the aircraft was purchased by Nick Graceeand, after refurbishment, was flown under theregistration G-LFIX on April 16, 1985. After NickGrace’s untimely death in a car crash in October1988, ML407 was operated by his wife Carolyn,who sadly, like her husband, was tragically killedin a car crash in 2022. Today the aircraft is basedat Duxford where it still flies in the period colorsof No. 485 Squadron as OU-V.KITS 05/2024INFO Eduard78May 2024Page 79
MJ671, Cpt. Michael Boudier, No. 341 Squadron, RAF Selsey,Great Britain, June–July 1944ML214, S/Ldr John A. Plagis, No. 126 Squadron, RAF Harrowbeer,Great Britain, June–July 1944No. 341 Squadron was under the command ofCapt. Michael Boudier as part of No. 145 (FreeFrench) Wing operating with 2TAF from MersonAirfield with Spitfire Mk.IXC aircraft. With sevenkills achieved in the ranks of Nos. 340 and 341Squadron between 1942 and 1943, Boudier wasby then a well-known fighter ace. Spitfire MJ671,which Boudier flew regularly from February 19,1944, sported his personal emblem, a drawing ofPopeye the Sailor smashing a swastika with hisfist on the left side of the engine cowling. With theMJ671, Boudier participated in all pre-invasionand invasion actions of the Wing. His fateful daywas July 9, 1944, when No. 341 Squadron clashedwith Luftwaffe fighters. Boudier, flying a reserveaircraft, shot down a Bf 109 in the ensuing battle,but the next moment his own aircraft wasaccidentally shot down by an American P-47 pilot.Boudier was rescued by parachute and, althoughwounded in the leg, managed to evade Germanpatrols, and walk 14 kilometers before contactingthe Resistance. Three weeks later, however, hewas arrested by the Gestapo in Rouen. He wasimprisoned in poor conditions and sentenced todeath after three months. However, his resoluteand military attitude impressed the Germans, andhe was eventually imprisoned in Germany, wherehe was liberated on April 29, 1945.John Agorastos “Johnny” Plagis was the mostsuccessful Greek pilot of the Second World War.His greatest successes came during the defenseof the island of Malta in 1942, where he was oneof the first Spitfire pilots to take off from HMSEagle on March 6, 1942. In June he becameSquadron Leader of No. 185 Squadron and scored12 kills during the fighting over Malta. Afterreturning to Britain and recovering, he becameSquadron Leader of No. 64 Squadron in April 1943.In mid-June 1944 he took command of No. 126Squadron and during the invasion days of Julyand August he scored his last three confirmedkills. His personal Spitfire Mk.IXc ML214 5J-K,which he flew with No. 126 Squadron, bore, likehis previous Spitfires, his sister Kay’s nameunder the front plate, the symbols of kills andthe narrow invasion stripes intended for high-altitude fighter aircraft. No. 126 Squadron wasformed in Malta in June 1941 by renumberingNo. 46 Squadron. The squadron operated inMalta during the Axis offensives of late 1941 and1942. In 1943 it continued to support the invasionof Sicily and for the rest of the year performeddefensive duties with the Coastal Air Force.In April 1944 came the move to the UK where theunit, fully rearmed with Spitfires Mk.IXC, joinedthe ADGB, where it gradually became part of thewings from Culmhead, Harrowbeer and BradwellBay. In December, No. 126 Squadron moved toBentwaters, where it became part of the Wingof long-range Mustangs, to which the unit wassubsequently rearmed.49639 Spitfire Mk.IXc (PE-Set)49674 Spitfire MK.IXc late Weekend (PE-Set)FE840 Spitfire Mk.IX seatbelts STEEL (PE-Set)644008 Spitfire Mk.IX late LööK (Brassin)648100 Spitfire Mk.IX cockpit (Brassin)648112 Spitfire Mk.IX engine (Brassin)648113 Spitfire Mk.IX gun bay (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)EX413 Spitfire Mk.IXc Weekend (Mask)Recommended: forSpitfire mk.IXc late 1/48KITS 05/2024INFO Eduard79May 2024Page 80
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ML407, F/O John A. Houlton, No. 485 (New Zealand) Squadron, RAF Selsey,Great Britain, June 1944MK392, W/Cdr James E. Johnson, No. 144 Wing, RAF Ford, Great Britain /B.3 Sainte-Croix-sur-Mer, France, June 1944Spitfire serial number ML407 was built at CastleBromwich as LF IXC and delivered on April 23,1944, to No. 33 MU. Six days later ATA pilot JackieMoggeridge flew it to No. 485 Sqdn (RNZAF),with which it commenced operational servicewith the codes OU-V as F/O Johnnie Houlton’spersonal aircraft. The ML407 was reconfiguredto the Mk.IXE version while serving with No. 485Sqdn and Houlton shot down two Bf 109s anddamaged one during the June invasion days.In all, he shot down seven aircraft during hiswartime career, two of them shared. The aircraftitself served with six squadrons of 2TAF (Nos. 341,308, 349, 345 and 332 Squadron) during WorldWar II, flew 176 combat sorties during whichit logged 319 hours and the pilots in its cockpitshot down four aircraft and damaged one. Afterthe end of the war, ML407 had an eventful career.In 1950 it was converted to one of six Type 509(T Mk.IX) two-seat trainers for the Irish Air Corps,where it served until July 8, 1960. It was storedin disassembled condition from 1962 to 1968 andsold for use in the film “The Battle of Britain”(although it did not appear in the film). In August1979 the aircraft was purchased by Nick Graceeand, after refurbishment, was flown under theregistration G-LFIX on April 16, 1985. After NickGrace’s untimely death in a car crash in October1988, ML407 was operated by his wife Carolyn,who sadly, like her husband, was tragically killedin a car crash in 2022. Today the aircraft is basedat Duxford where it still flies in the period colorsof No. 485 Squadron as OU-V.When W/Cdr “Johnnie” Johnson returned tocombat operations in March 1944, he assumedcommand of the newly formed CanadianSpitfire No. 144 (RCAF) Wing (Nos. 441, 442and 443 Squadron) operating as part of No. 83Group, 2TAF (Second Tactical Air Force). Its newpersonal Spitfire was the MK392, sporting thestylized personal codes JE-J. During the intenseair battles of Normandy, No. 144 Wing was one ofthe best fighter Wings in the 2TAF and becamethe first Allied unit to have a permanent basein Europe (from June 12; forward airfield B.3Sainte-Croix-sur-Mer). However, as part ofa unit reorganization, No. 144 Wing was disbandedin mid-July and Johnson assumed commandof No. 127 (RCAF) Wing. With his Spitfire MK392,he increased his number of kills by a further12 aircraft, including four Bf 109s and eightFw 190s, five of which he shot down during theJune landings. During the Second World War,James Edgar “Johnnie” Johnson DSO & Two Bars,DFC & Bar made over 700 operational combatsorties and attacked enemy aircraft on 57occasions. He achieved 41 aerial victories, 34 soloand seven shared, three more shared probable,10 damaged, three shared damaged and onedestroyed on the ground. This score made himthe most successful Allied fighter ace against theGerman Luftwaffe on the Western Front.KITS 05/2024INFO Eduard81May 2024Page 82
MJ671, Cpt. Michael Boudier, No. 341 Squadron, RAF Selsey,Great Britain, June–July 1944ML214, S/Ldr John A. Plagis, No. 126 Squadron, RAF Harrowbeer,Great Britain, June–July 1944No. 341 Squadron was under the command ofCapt. Michael Boudier as part of No. 145 (FreeFrench) Wing operating with 2TAF from MersonAirfield with Spitfire Mk.IXC aircraft. With sevenkills achieved in the ranks of Nos. 340 and 341Squadron between 1942 and 1943, Boudier wasby then a well-known fighter ace. Spitfire MJ671,which Boudier flew regularly from February 19,1944, sported his personal emblem, a drawing ofPopeye the Sailor smashing a swastika with hisfist on the left side of the engine cowling. With theMJ671, Boudier participated in all pre-invasionand invasion actions of the Wing. His fateful daywas July 9, 1944, when No. 341 Squadron clashedwith Luftwaffe fighters. Boudier, flying a reserveaircraft, shot down a Bf 109 in the ensuing battle,but the next moment his own aircraft wasaccidentally shot down by an American P-47 pilot.Boudier was rescued by parachute and, althoughwounded in the leg, managed to evade Germanpatrols, and walk 14 kilometers before contactingthe Resistance. Three weeks later, however, hewas arrested by the Gestapo in Rouen. He wasimprisoned in poor conditions and sentenced todeath after three months. However, his resoluteand military attitude impressed the Germans, andhe was eventually imprisoned in Germany, wherehe was liberated on April 29, 1945.John Agorastos “Johnny” Plagis was the mostsuccessful Greek pilot of the Second World War.His greatest successes came during the defenseof the island of Malta in 1942, where he was oneof the first Spitfire pilots to take off from HMSEagle on March 6, 1942. In June he becameSquadron Leader of No. 185 Squadron and scored12 kills during the fighting over Malta. Afterreturning to Britain and recovering, he becameSquadron Leader of No. 64 Squadron in April 1943.In mid-June 1944 he took command of No. 126Squadron and during the invasion days of Julyand August he scored his last three confirmedkills. His personal Spitfire Mk.IXc ML214 5J-K,which he flew with No. 126 Squadron, bore, likehis previous Spitfires, his sister Kay’s nameunder the front plate, the symbols of kills andthe narrow invasion stripes intended for high-altitude fighter aircraft. No. 126 Squadron wasformed in Malta in June 1941 by renumberingNo. 46 Squadron. The squadron operated inMalta during the Axis offensives of late 1941 and1942. In 1943 it continued to support the invasionof Sicily and for the rest of the year performeddefensive duties with the Coastal Air Force.In April 1944 came the move to the UK where theunit, fully rearmed with Spitfires Mk.IXC, joinedthe ADGB, where it gradually became part of thewings from Culmhead, Harrowbeer and BradwellBay. In December, No. 126 Squadron moved toBentwaters, where it became part of the Wingof long-range Mustangs, to which the unit wassubsequently rearmed.SS597 Spitfire Mk.IX seatbelts STEEL (Pe-Set)SS651 Spitfire Mk.IX radiator grilles (Pe-Set)672112 Spitfire Mk.IX cockpit (Brassin)672124 Spitfire Mk.IX top cowl late (Brassin)672126 Spitfire Mk.IX engine (Brassin)672134 Spitfire Mk.IX legs BRONZE (Brassin)3DL72015 Spitfire Mk.IXc SPACE (3D Decal Set)CX454 Spitfire Mk.IX (Mask)Recommended: forSpitfire mk.IXc late 1/72KITS 05/2024INFO Eduard82May 2024Page 83
www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts 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 soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese 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 availableto 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 ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (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 Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72Page 84
BRASSINLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Gannet AS.1 and AS.4in 1/48 scale. Easy to assemble, replaces plastic parts.Recommended kit: AirfixSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Bf 109 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no644263Gannet AS.1/AS.4 LööK1/48 Airfix644266Bf 108 LööK1/48 EduardProduct pageProduct pageINFO Eduard84May 2024Page 85
644267P-51B/C LööK1/48 EduardLööK set - Brassin pre-painted dashboardand STEEL seatbelts for P-51B and P-51C in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noBRASSINCollection of 3 sets for Fw 190A-7 in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels644243Fw 190A-7 LööKplus1/48 EduardProduct pageProduct pageINFO Eduard85May 2024Page 86
BRASSINCollection of 4 sets for F-35B in 1/48 scale.Recommended kit: Tamiya- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels- ejection seatLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Bf 109G-6 in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no644267F-35B LööKplus1/48 Tamiya674006Bf 109G-6 LööK1/72 EduardProduct pageProduct pageINFO Eduard86May 2024Page 87
BRASSINBrassin set - a cockpit for F-16C Block 52(pre-1996 production) in 1/48 scale. Made by direct 3Dprinting. Recommended kit: KineticSet contains:- 3D print: 14 parts- resin: 1 part, pre-painted- decals: yes- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Bf 109F in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no674007Bf 109F LööK1/72 EduardProduct pageProduct page648972F-16C Block 52 till 1996 cockpit PRINT1/48 KineticINFO Eduard87May 2024Page 88
648973F-16C Block 52 from 1997 cockpit PRINT1/48 Kinetic648984F-16C wheel bays late PRINT1/48 KineticBRASSINBrassin set - a cockpit for F-16C Block 52(1997 onwards production) in 1/48 scale.Made by direct 3D printing.Recommended kit: KineticSet contains:- 3D print: 14 parts- resin: 1 part, pre-painted- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin 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: KineticSet contains:- 3D print: 10 parts- decals: no- photo-etched details: no- painting mask: noProduct pageProduct pageINFO Eduard88May 2024Page 89
BRASSINBrassin set - the undercarriage wheels for P-51Bor P-51C in 1/48 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: yes648987P-51B/C wheels oval tread1/48 EduardBrassin set - the undercarriage wheels for P-51Bor P-51C in 1/48 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: yes648986P-51B/C wheels diamond tread1/48 EduardProduct pageProduct pageINFO Eduard89May 2024Page 90
BRASSINBrassin set - the undercarriage wheels for P-51Bor P-51C in 1/48 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - exhaust stacks for P-51Bor P-51C in 1/48 scale. Made by direct 3Dprinting. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no648992P-51B/C exhaust stacks1/48 Eduard648988P-51B/C wheels cross tread1/48 EduardProduct pageProduct pageINFO Eduard90May 2024Page 91
BRASSINBrassin set - exhaust stacks for P-51B or P-51Cin 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no648993P-51B/C exhaust stacks w/fairing1/48 EduardProduct pageBrassin set - the undercarriage legs for P-51Bor P-51C in 1/48 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- resin: 4 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: no648994P-51B/C undercarriage legs BRONZE1/48 EduardProduct pageINFO Eduard91May 2024Page 92
BRASSINBrassin set - lift fan for F-35B in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts.Recommended kit: TamiyaSet contains:- 3D print: 2 parts- decals: yes- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for Gannetin 1/48 scale. The set consists of the main wheelsand a nose wheels. Easy to assemble, replaces plasticparts. Made by direct 3D printing.Recommended kit: AirfixSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: yes648996Gannet wheels1/48 Airfix648995F-35B lift fan PRINT1/48 TamiyaProduct pageProduct pageINFO Eduard92May 2024Page 93
Brassin set - gun bays for P-51Bor P-51C in 1/48 scale. The setconsists of gun bays for bothwings. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 20 parts- decals: no- photo-etched details: yes- painting mask: no648997P-51B/C gun bays PRINT1/48 EduardProduct pageBrassin set - pilot seats for P-51B or P-51Cin 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yespre-painted- painting mask: no6481002P-51B/C seat Type 1 PRINT1/48 EduardProduct pageBRASSININFO Eduard93May 2024Page 94
BRASSINBrassin set - ejection seat for L-39 in 1/72 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no672357L-39 ejection seats PRINT1/72 EduardProduct pageINFO Eduard94May 2024Page 95
Bf 109G-6/R6, WNr. 160303, Hptm. Friedrich Eberle,CO of III./JG 1, Volkel, the Netherlands,November 1943 – January 1944Bf 109G-14, Hptm. Erich Hartmann, CO of I./JG 53,Veszprém, Hungary, February 1945Bf 109G-14, WNr. 465437, Hptm. Franz Dörr,CO of III./JG 5, Gossen, Norway, May 1945Bf 109G-14, WNr. 782205, Lt. Antal Szebeni,101/5. Vadászszázad MKHL, Börgönd, Hungary,October 1944Bf 109G-14/U4, WNr. 512382, Lt. Horst Schlick,4./JG 77, Schönwalde, Germany, November 1944www.eduard.com#2145Bf 109G-14, WNr. 464380, Maggiore Mario Bellagambi,CO of 5ª Squadriglia, 2° Gruppo Caccia ANR, Osoppo, Italy,March 1945Bf 109G-6, WNr. 165267, Majuri Eino Luukkanen,1/HleLv 34, Taipalsaari airfield, Finland, July 1944Bf 109G-14, Oblt. Rolf Schlegel, 10./JG 4,Jüterbog-Damm, Germany, March 1945Bf 109G-6/R1, Lt. Max-Bruno Fischer, Stab II./JG 3,Evreux-Fauville, France, June 1944Bf 109G-6, Lt. Anton Hafner, CO of 10./JG 51, Tilsit-East,the Soviet Union, August 1944The famous WWII German fighter Bf 109G-6 and G-14 in the servicewith German, Finnish, Italian and Hungarian units all over EuropeThe premiere of the new Eduard design and toolingPhoto-etched and pre-painted parts for the finest detailDie cut masks for easy paintingDecals for 10 marking optionsOption to purchase a separate setof Overtrees plastic parts., #70160XAPRIL RELEASE1/72Page 96
BRASSINCollection of 5 sets for Su-25 in 1/48 scale.Recommended kit: Zvezda- ejection seat- wheels- gun muzzle- slats & landing flaps- air brakes (early type)All sets included in this BIG SIN are available separately, butwith every BIG SIN set you save up to 30 %.SIN648125Su-251/48 ZvezdaProduct pageINFO Eduard96May 2024Page 97
BRASSINCollection of 6 sets for Bf 109G-6 in 1/72 scale.Recommended kit: Eduard- cockpit- engine- undercarrigae legs BRONZE- propeller- undercarriage wheels- radio compartmentAll sets included in this BIG SIN are available separately, butwith every BIG SIN set you save up to 30 %.SIN67223Bf 109G-61/72 EduardProduct pageINFO Eduard97May 2024Page 98
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This product is used to create raisedrivets on rounded surfaces. It can be usedfor example on propeller cones, enginecovers and engine radiators. How to workwith these products can be found inINFO 08/2023.EDDIE THE RIVETERER48010Single radial rows1/48ER72005Single radial rows1/72Product pagestránka produktuINFO Eduard115May 2024Page 116
BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG5371 USS Iowa BB-61 1/350 Hobby BossBIG49403Ki-21-I 1/48 ICM53302 USS Iowa BB-61 part 1 1/35053303 USS Iowa BB-61 part 2 1/35053304 USS Iowa BB-61 part 3 1/350491414 Ki-21-I 1/48FE1415 Ki-21-I seatbelts STEEL 1/48EX1004 Ki-21-I 1/48Product pageProduct pageINFO Eduard116May 2024Page 117
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG EDBIG49404 Go 244B 1/48 ICMBIG49405SM.79 1/48 Eduard491417 Go 244B 1/48FE1418 Go 244B seatbelts STEEL 1/48EX1006 Go 244B 1/48481129 SM.79 bomb bay 1/48481130 SM.79 undercarriage 1/48481131 SM.79 rear fuselage interior 1/48FE1416 SM.79 seatbelts STEEL 1/48Product pageProduct pageINFO Eduard117May 2024Page 118
MASKSEX1029 FM-11/48 TamiyaEX1030 FM-1 TFace1/48 TamiyaEX1031 FM-1 US national insignia1/48 TamiyaEX1032 FM-1 US national insigniaw/ red outline 1/48 TamiyaEX1033 FM-1 British nationalinsignia 1/48 TamiyaEX1034 Buccaneer S.2B1/48 AirfixEX1035 Buccaneer S.2B TFace1/48 AirfixEX1036 P-51B/C framed canopyTFace 1/48 EduardEX1037 P-51B/C Malcolm Hoodcanopy TFace 1/48 EduardEX1038 P-51B/C US nationalinsignia 1/48 EduardEX1039 MC.200 TFace1/48 ItaleriEX1040 F-14A windshield TFace1/48 Great Wall HobbyCX662 CR.321/72 ItaleriEX1030 FM-1 TFaceEX1035 Buccaneer S.2B TFaceEX1035 Buccaneer S.2B TFaceEX1035 Buccaneer S.2B TFaceEX1035 Buccaneer S.2B TFaceEX1030 FM-1 TFaceEX1029 FM-1EX1034 Buccaneer S.2BEX1034 Buccaneer S.2BEX1029 FM-1EX1030 FM-1 TFaceEX1030 FM-1 TFaceIT FITS!INFO Eduard118May 2024Page 119
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RELEASESMAY 2024KITSPE-SETSZOOMSMASKS11181 OVERLORD: D-DAY MUSTANGS Dual Combo 1/48 Limited84199 Spitfire Mk.IXc late 1/48 Weekend7473 Spitfire Mk.IXc late 1/72 Weekend53309 USS Sangamon CVE-26 1/350 Trumpeter36518 Sd.Kfz. 251/18 Ausf. A 1/35 ICM481137 FM-1 landing flaps 1/48 Tamiya481138 MC.200 landing flaps 1/48 Italeri491440 Buccaneer S.2B 1/48 Airfix491441 Buccaneer S.2B Gulf War 1/48 Airfix491443 FM-1 1/48 Tamiya491445 F-14A 1/48 Great Wall Hobby491447 MC.200 1/48 Italeri73823 CR.32 1/72 ItaleriFE1140 Buccaneer S.2B 1/48 AirfixFE1441 Buccaneer S.2B Gulf War 1/48 AirfixFE1442 Buccaneer S.2B seatbelts STEEL 1/48 AirfixFE1443 FM-1 1/48 TamiyaFE1444 FM-1 seatbelts STEEL 1/48 TamiyaFE1445 F-14A 1/48 Great Wall HobbyFE1446 F-14A seatbelts STEEL 1/48 Great Wall HobbyFE1447 MC.200 1/48 ItaleriFE1448 MC.200 seatbelts STEEL 1/48 ItaleriFE1449 P-51B/C seatbelts STEEL 1/48 EduardSS823 CR.32 1/72 ItaleriEX1029 FM-1 1/48 TamiyaEX1030 FM-1 TFace 1/48 TamiyaEX1031 FM-1 US national insignia 1/48 TamiyaEX1032 FM-1 US national insignia w/ red outline 1/48 TamiyaEX1033 FM-1 British national insignia 1/48 TamiyaEX1034 Buccaneer S.2B 1/48 AirfixEX1035 Buccaneer S.2B TFace 1/48 AirfixEX1036 P-51B/C framed canopy TFace 1/48 EduardEX1037 P-51B/C Malcolm Hood canopy TFace 1/48 EduardEX1038 P-51B/C US national insignia 1/48 EduardEX1039 MC.200 TFace 1/48 ItaleriEX1040 F-14A windshield TFace 1/48 Great Wall HobbyCX662 CR.32 1/72 ItaleriBIG-EDBIG-EDBIG EDBIG5371 USS Iowa BB-61 1/350 Hobby BossBIG49403 Ki-21-I 1/48 ICMBIG49404 Go 244B 1/48 ICMBIG49405 SM.79 1/48 EduardINFO Eduard120May 2024Page 121
NOVINKYBRASSINLöökPLUSBIG SINSPACEEDDIE THE RIVETER644263 Gannet AS.1/AS.4 LööK 1/48 Airfix644266 Bf 108 LööK 1/48 Eduard644268 P-51B/C LööK 1/48 Eduard674006 Bf 109G-6 LööK 1/72 Eduard674007 Bf 109F LööK 1/72 Eduard648972 F-16C Block 52 till 1996 cockpit PRINT 1/48 Kinetic648973 F-16C Block 52 from 1997 cockpit PRINT 1/48 Kinetic648984 F-16C wheel bays late PRINT 1/48 Kinetic648986 P-51B/C wheels diamond tread 1/48 Eduard648987 P-51B/C wheels oval tread 1/48 Eduard648988 P-51B/C wheels cross tread 1/48 Eduard648992 P-51B/C exhaust stacks 1/48 Eduard648993 P-51B/C exhaust stacks w/fairing 1/48 Eduard648994 P-51B/C undercarriage legs BRONZE 1/48 Eduard648995 F-35B lift fan PRINT 1/48 Tamiya648996 Gannet wheels 1/48 Airfix648997 P-51B/C gun bays PRINT 1/48 Eduard6481002 P-51B/C seat Type 1 PRINT 1/48 Eduard672357 L-39 ejection seats PRINT 1/72 Eduard644243 Fw 190A-7 LööKplus 1/48 Eduard644267 F-35B LööKplus 1/48 TamiyaSIN648125 Su-25 1/48 ZvezdaSIN67223 Bf 109G-6 1/72 Eduard3DL48174 FM-1 SPACE 1/48 Tamiya3DL48175 Buccaneer S.2B SPACE 1/48 Airfix3DL48176 Buccaneer S.2B Gulf War SPACE 1/48 Airfix3DL48177 P-51B/C SPACE 1/48 Eduard3DL48178 F-14A SPACE 1/48 Great Wall Hobby3DL48179 MC.200 SPACE 1/48 Italeri3DL72031 CR.32 SPACE 1/72 ItaleriER32004 Surface panels 1/32ER32005 Single radial rows 1/32ER48010 Single radial rows 1/48ER72005 Single radial rows 1/72MAY 2024INFO Eduard121May 2024Page 122
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BUILTINFO Eduard123May 2024Page 124
built by Matěj Komárek#84191MARKING BA6M3 Zero Type 32 1/48BUILTINFO Eduard124May 2024Page 125
c/n 3305, Kōkūtai 204, Buin, Bougainville island, January 1943This aircraft was manufactured by Mitsubishi,probably on November 25, 1942. The radioequipment has been dismantled due to weightreduction. At the same time, it was equippedwith long-barrel guns and a later type ruddertrim that could be operated from the cockpit.Previously known aircraft of this unit withyellow fuselage markings had identificationnumbers of values under 148. The wreckage ofthis aircraft was recovered by the Allies in May1944 off Kolombangara Island. The camouflageand markings would indicate that its pilot wasleader of Chūtai of Kōkūtai 204 in early 1943. Thefirst candidate could be Lt. Tatenoshin Tanoue,who was shot down in a dogfight with Wildcatsfrom VMF-121 on January 15, 1943, while coveringa convoy. However, the crash site is too far fromthe area where combat took place. The pilot of theaircraft may have been a Lt(jg) Kiyoharu Shibuya,who was lost on January 23, 1943, in dogfightwith the Wildcats of VMO-251 while escortingthe cargo vessel Toa Maru 2 and the destroyerOshio.Product pageBUILTINFO Eduard125May 2024Page 126
BUILT1/48Albatros D.Vbuitl by Karel Pádár#8113MARKING BINFO Eduard126May 2024Page 127
Albatros D.V, Ltn. Kurt Monnington, Jasta 18, early 1918This aircraft is a bit of mystery, as it is not clear,which pilot was flying it. It was assigned to Georgvon Hantelmann for some time due to one mistakein a famous publication. Legendary Germanhistorian, late Alex Imrie believed this was thepersonal mount of Ltn. Otto Brandes, some othersources insist on Ltn. Kurt Monnington as thepilot of this one. Both are possible, as they bothserved with Jasta 18 at around the same time. KurtMonnington, after his transfer from German army(Deutsches Heer) to air force (Luftstreitkräfte),served with FA62 before he was posted to Jasta15 in 1917. After the „great swap“ of the personnellwith Jasta 15 orchestrated by Rudolf Bertholdin March 1918, he became member of Jasta 18.There he scored his first victory on May 18, 1918,downing an SE.5a. He added six more to hisfighter pilot account. The aircraft was painted intypical colours of the „new“ Jasta 18, i.e. red noseand blue fuselage. The aircraft had probably theupper wing changed from another aircraft, whichwas painted in camouflage colors instead of theprinted Flugzeugstoff (so called Lozenge). Also,the rudder was changed after some damage.Product pageBUILTINFO Eduard127May 2024Page 128
ON APPROACHJUNE 2024644264F4U-1A LööK1/48 MAGIC FACTORY644269P-47D-30 LööK1/48 MINIART644271FM-1 LööK1/48 Tamiya648270I-16 Type 24 LööK1/48 EduardBIG49406 F-35B 1/48 TamiyaBIG49407 Gannet AS.1 1/48 AirfixBIG49408 Gannet AS.4 1/48 AirfixBIG49409 Hurricane Mk.IIb 1/48 Arma Hobby644264 F4U-1A LööK 1/48 Magic Factory644269 P-47D-30 LööK 1/48 MINIART644270 I-16 Type 24 LööK 1/48 Eduard644271 FM-1 LööK 1/48 Tamiya648910 F-4E parachute PRINT 1/48 Meng648983 Beaufort Mk.I engines PRINT 1/48 ICM648989 P-51B/C wheels block tread 1/48 Eduard648990 P-51B/C wheels diamond tread 2 1/48 Eduard648991 P-51B/C wheels block tread 2 1/48 Eduard648998 Bf 108 wheels spoked 1/48 Eduard648999 Bf 108 wheels 1/48 Eduard6481000 F-35B cockpit PRINT 1/48 Tamiya6481001 P-51B/C 108gal drop tanks PRINT 1/48 Eduard6481003 P-51B/C seat Type 2 PRINT 1/48 Eduard6481006 P-51B/C Hamilton Standard propeller 1/48 Eduard6481007 P-51B/C Hamilton Standard propeller uncuffed 1/48 Eduard6481008 P-51B/C bazooka rocket launcher 1/48 Eduard653019 IJN Type 96 25mm AA gun (single) PRINT 1/350653020 IJN Type 96 25mm AA gun (double) PRINT 1/350644272 Gannet AS.1/AS.4 LööKplus 1/48 Airfix674008 Bf 109G-2 LööKplus 1/72 Eduard674009 Bf 109G-4 LööKplus 1/72 EduardSIN648126 P-38J engines 1/48 TamiyaSIN67224 F-35A armament 1/72 TamiyaBIG ED (June)BRASSIN (June)LöökPlus (June)BIGSIN (June)LööK set - Brassin pre-painted dashboard and STEELseatbelts for F4U-1A in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: MagicfactorySet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboard and STEELseatbelts for P-47D-30 in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: MiniartSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: no.LööK set - Brassin pre-painted dashboard and STEELseatbelts for FM-1 in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: TamiyaSet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for I-16 Type 24 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noPRELIMINARY IMAGESPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard128May 2024Page 129
648910F-4E parachute PRINT1/48 MengON APPROACHBrassin set - a deployed parachute for F-4Ein 1/48 scale. Made by direct 3D printing.Recommended kit: MengSet contains:- 3D print: 4 parts- decals: no- photo-etched details: yes- painting mask: no648983Beaufort Mk.I engines PRINT1/48 ICM648989P-51B/C wheels block tread1/48 EduardBrassin set - both enginest for Beaufort Mk.I in 1/48 scale.Made by direct 3D printing. Recommended kit: AirfixSet contains:- 3D print: 16 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for P-51Bor P-51C in 1/48 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: yesINFO Eduard129May 2024Page 130
ON APPROACHJUNE 2024648990P-51B/C wheels diamond tread21/48 Eduard648991P-51B/C wheels block tread 21/48 Eduard648998Bf 108 wheels spoked1/48 EduardBrassin set - the undercarriage wheels for P-51Bor P-51C in 1/48 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - the undercarriage wheels for P-51Bor P-51C in 1/48 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - the undercarriage wheelsfor Bf 108 in 1/48 scale. The set consistsof the main wheels and a tail wheel.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yesINFO Eduard130May 2024Page 131
ON APPROACHJUNE 2024648999Bf 108 wheels1/48 Eduard6481000F-35B cockpit PRINT1/48 Tamiya6481001P-51B/C 108gal drop tanks PRINT1/48 EduardBrassin set - the undercarriage wheels for Bf 108in 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - cockpit for F-35Bin 1/48 scale. Made by direct 3D printing.Recommended kit: TamiyaSet contains:- 3D print: 16 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noBrassin set - fuel drop tanks for P-51B or P-51Cin 1/48 scale. Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: EduardSet contains:- 3D print: 6 parts- decals: yes- photo-etched details: yes- painting mask: noINFO Eduard131May 2024Page 132
ON APPROACH6481003P-51B/C seat Type 2 PRINT1/48 EduardBrassin set - pilot seat for P-51B or P-51Cin 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no6481007P-51B/C Hamilton Standard propeller uncuffed1/48 EduardBrassin set - propeller for P-51B or P-51Cin 1/48 scale. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resi: 9 parts- decals: no- photo-etched details: yes- painting mask: no6481006P-51B/C Hamilton Standard propeller1/48 EduardBrassin set - propeller for P-51B or P-51Cin 1/48 scale. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resi: 9 parts- decals: no- photo-etched details: yes- painting mask: noJUNE 2024INFO Eduard132May 2024Page 133
6481008P-51B/C bazooka rocket launcher1/48 EduardBrassin set - bazooka type rocket launchersfor P-51B or P-51C in 1/48 scale.Recommended kit: EduardSet contains:- resin: 8 parts- decals: no- photo-etched details: yes- painting mask: noON APPROACH653019IJN Type 96 25mm AA gun (single) PRINT1/350653020IJN Type 96 25mm AA gun (double) PRINT1/350Brassin set - single monunted 25mm AA gun forIJN vessels in 1/350 scale. Set consists of 20 guns.Made by direct 3D printing. Easy to assemble,replaces plastic parts.Set contains:- 3D print: 20 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - double monunted 25mm AA gun for IJN vesselsin 1/350 scale. Set consists of 18 guns. Made by direct 3Dprinting. Easy to assemble, replaces plastic parts.Set contains:- 3D print: 18 parts- decals: no- photo-etched details: yes- painting mask: noJUNE 2024INFO Eduard133May 2024Page 134
Collection of 3 sets for Gannet AS.1 or AS.4 in 1/48 scale.Recommended kit: Airfix- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels644272Gannet AS.1/AS.4 LööKplus1/48 AirfixON APPROACHJUNE 2024INFO Eduard134May 2024Page 135
ON APPROACHCollection of 3 sets for Bf 109G-2 in 1/72 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- gun barrels- propellerCollection of 3 sets for Bf 109G-4 in 1/72 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- gun barrels- propeller674008Bf 109G-2 LööKplus1/72 Eduard674009Bf 109G-4 LööKplus1/72 EduardJUNE 2024INFO Eduard135May 2024Page 136
SIN648126P-38J engines1/48 TamiyaCollection of 3 sets for P-38J in 1/48 scale.Recommended kit: Tamiya- left engine- right engine- turbochargersAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.ON APPROACHJUNE 2024INFO Eduard136May 2024Page 137
SIN67224F-35A armament1/72 EduardCollection of 5 sets for F-35A in 1/72 scale.Recommended kit: Tamiya- GBU-12- AIM-120C AMRAAM- AIM-9X- AIM-132 ASRAAM- GBU-31(V)3/B JDAMAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHJUNE 2024INFO Eduard137May 2024Page 138
PE-SETS53310 USS Sangamon CVE-26 island 1/350 Trumeter32490 A-20J/K / Boston Mk.IV bomb bay 1/32 HKM32491 A-20J/K / Boston Mk.IV main wheel well 1/32 HKM321017 B5N2 1/35 Border Model321018 A-20J/K 1/32 HKM321019 Boston Mk.IV 1/32 HKM481139 TBD-1 landing flaps 1/48 Hobby Boss491450 B-24J cockpit & engines 1/48 Hobby Boss491452 TBD-1 1/48 Hobby Boss491454 B-26B Marauder cockpit & nose interior 1/48 ICM72737 SM.79 exterior 1/72 Italeri73824 SM.79 interior 1/72 ItaleriZOOMS33365 B5N2 1/35 Border Model33366 B5N2 seatbelts STEEL 1/35 Border Model33367 A-20J/K 1/32 HKM33368 A-20J/K seatbelts STEEL 1/32 HKM33369 Boston Mk.IV 1/32 HKM33370 Boston Mk.IV seatbelts STEEL 1/32 HKMFE1450 B-24J 1/48 Hobby BossFE1451 B-24J seatbelts STEEL 1/48 Hobby BossFE1452 TBD-1 1/48 Hobby BossFE1453 TBD-1 seatbelts STEEL 1/48 Hobby BossFE1454 B-26B Marauder 1/48 ICMFE1455 B-26B Marauder seatbelts STEEL 1/48 ICMSS824 SM.79 1/72 ItaleriMASKSJX324 A-20J/K 1/32 HKMJX325 A-20J/K TFace 1/32 HKMJX326 B5N2 TFace 1/32 Border ModelEX1041 B-24J 1/48 Hobby BossEX1042 B-24J TFace 1/48 Hobby BossEX1043 B-24J US national insignia 1/48 Hobby BossEX1044 B-26B Marauder 1/48 ICMEX1045 B-26B Marauder TFace 1/48 ICMEX1046 B-26B Marauder national insignia 1/48 ICMEX1047 TBD-1 TFace 1/48 Hobby BossSPACE3DL32023 B5N2 SPACE 1/35 Border Model3DL32024 A-20J/K SPACE 1/32 HKM3DL32025 Boston Mk.IV SPACE 1/32 HKM3DL48180 B-24J SPACE 1/48 Hobby Boss3DL48181 TBD-1 SPACE 1/48 Hobby Boss3DL48182 Fw 190A-2 SPACE 1/48 Eduard3DL48183 B-26B Marauder SPACE 1/48 ICM3DL72032 SM.79 SPACE 1/72 Italeri3DL72033 B-26 Marauder SPACE 1/72 Eduard3DL53014 US Navy WW2 ensign flag for CVL, CVE, CL & DD SPACE 1/350EDDIE THE RIVETERER32006 Double radial rows 1/32ER48011 Double radial rows 1/48ER72006 Double radial rows 1/72ON APPROACHJUNE 2024INFO Eduard138May 2024Page 139
ON APPROACHMARAUDER #2146 1/72JUNE 2024INFO Eduard139May 2024Page 140
ON APPROACHJUNE 2024INFO Eduard140May 2024Page 141
ON APPROACHSpitfire Mk.Vb OVERLORD #84200 1/48Slt. D.W. Barraclough, VCS-7,RAF Lee-on-Solent, Hampshire,United Kingdom, June 1944BM366, Cdt. J. M. Accart,No. 345 Squadron, RAF Shoreham,United Kingdom, June 1944BM327, F/Lt Tony Cooper, No. 64 Squadron, RAF Friston, United Kingdom, June 1944BL547, F/O Rick R. Richards,No. 401 Squadron, RAF Horne,Surrey, United Kingdom, June 1944JUNE 2024INFO Eduard141May 2024Page 142
Bf 109G-61/72ON APPROACH#70159Bf 109G-6, WNr. 15919, Maj. Hermann Graf, CO of JG 50,Wiesbaden-Erbenheim, Germany, September 1943Bf 109G-6/R6, Hptm. Anton Hackl, Stab III./JG 11,Oldenburg, Germany, January 1944Bf 109G-6/R6, Maj. Ludwig Franzisket,CO of I./JG 27, Fels am Wagram, Austria,January 1944Bf 109G-6/R6, WNr. 26048, Oblt.Friedrich Brock, 8./JG 54, Ludwigslust,Germany, January 1944Bf 109G-6/R6, WNr. 440190, Lt. Alfred Hammer,CO of 6./JG 53, Vienna-Seyring, Austria, February 1944Bf 109G-6, Oblt. Theodor Weissenberger, 6./JG 5,Idriza-Pleskau (Pskov), the Soviet Union, January 1944JUNE 2024INFO Eduard142May 2024Page 143
Oblt. Egon Mayer, CO of 7./JG 2, Théville,France, Summer 1942WNr. 0125281, Oblt. Siegfried Schnell,CO of 9./JG 2, Théville, France, June 1942WNr. 0122125, Oblt. Max Buchholz, CO of 5./JG 1,Katwijk, the Netherlands, Summer 1942WNr. 0125228, Ofw. Erwin Leibold, Stab I./JG 26,St. Omer-Arques, France, July 1942WNr. 0125310, Hptm. Josef Priller, CO of III./JG 26,Wevelghem, Belgium, June 1942ON APPROACHRe-ReleaseFw 190A-2#821461/48JUNE 2024INFO Eduard143May 2024Page 144
L-29 Delfín1/72#7096Re-ReleaseON APPROACHa/c No. 2853, 1 Squadron, 11 Fighter Regiment,Žatec, Czech Republic, 19933246, 3 Squadron, 1 Fighter Regiment, Planá Air Base,Czechoslovakia, 1969–1970378, 101 Fighter Reconaissance Wing, Szolnok Air Base,Hungary, Summer 1978N179EP, Reno AFB, United States of America,20093250, International Fighter Pilots Academy,Košice, Slovak Republic, 1993JUNE 2024INFO Eduard144May 2024Page 145
The versatility of the modeling world isentrancing. And I don't just mean the rangeof topics like aircraft, AFVs, dioramas,figures, SCI-FI or looking through scales.I'm referring now to the way modelers cancome together, have fun, argue, admire, enjoy.Modeling communities are about friendship,nudging each other, sharing experiences,teaching beginners, camaraderie but alsooverscaled rivalries and therefore animosities,resentments, betrayals, words fulfilled orunfulfilled, diligence and laziness. Art andclumsiness. In short, scale modeling isa reflection of the real world, not only in thescaled-down reproductions we try to create,but also in all its essence.The point of view is of course different ifyou are a modeler or a manufacturer. Whethergarage based or one with a big company andworldwide distribution. Yes, certainly ourindustry is seen differently by a person forwhom it is a hobby that they sit down to twonights a week or by someone for whom it istheir daily bread and who is an element ina system that has to provide work for dozensor hundreds of employees. And because, aswe have said, modeling is a reflection of thereal world, there is no shortage of rudeness,backstabbing, theft large and small, parasitismon the work of others and deception. Of course,it's up to us to decide how we feel about it,whether we turn a blind eye to such things orstand up to injustice.One of the most striking elements ofmodeling diversity is competitions. Andthey're not just an opportunity to compareyour skills, they're places to meet, to discuss,to form communities, and a place to explorenew things, practices, and ideas. For us asa manufacturer, it is important, even our moralobligation, to support model competitions. Thiscan take many forms, the most common beingsponsorship with prizes for competitions.And to highlight the fact that we and theorganizers focus mainly on junior competitorswould be just “carrying coals to Newcastle”.Every year we support several dozencompetitions in the Czech Republic and abroad,some of which we also participate in asvendors and some of which we organize. Eitheras a company or our employees, as membersof some model clubs. Unfortunately, we haveto refuse a similar number of requests forsupport of competitions - we do not have thepossibility to support all national competitionsof district level, for example. Concerningthe foreign ones, we mainly support thosewhere there is some personal connectionor historical experience. We don't ask muchfor our support, we have a few fairly simpleconditions, the most demanding of which isprobably the participation of the organizingclub in E-Day in the form of a club show(which of course we don't usually require fromforeign competitions organizers). Participationin E-Day also involves accepting our rules forclub presentations and thus keeping it fair forall. During last year's E-Day, one of the clubsturned its display table into a sales corner,which not only led to an unpleasant situationduring the event itself, but also to not receivingsupport, in the form of kits, from us for theirfall contest.If you are an organizer of a modelingcompetition, especially in the Czech or SlovakRepublic, do not hesitate to contact us.We will be happy to support the competition.Not only with kits and accessories for thewinners’ prizes, we will also publish for freeyour competition leaflet in our Info magazine.We will clarify the rules and conditions insubsequent communication. However, I want tomention one of our rules now because it is newand many contest and exhibition organizersmay not know about it. We have decided NOTto support such competitions where therewill be any direct participation of AZ model,Admiral, Kovozávody Prostějov (I do not meanthe original, real ones) companies, or any otherbrand associated with Mr. Petr Muzikant.We believe that dishonesty must beconfronted and things must be called by theirtrue names. For those who may not knowexactly what I am writing about, what was thelast drop in the proverbial cup in this decision,I recommend the article on pages 34-36 of theprevious issue of Info.We will therefore not support thosecompetitions and exhibitions that aresupported by these brands in any way, or atwhich one of Mr Muzikant's companies hasa sales or promotional stand. Pleaseaccept this. We do not prohibit anyone fromcooperating with these companies, we onlydefine the conditions of our own support.If any of you have the impression that theabove is related to the reasoning in the firsthalf of this column, I want to assure you thatyour impression is correct.We look forward to seeing you over thediversity of the modeling world and at futurecontests and model shows!SCALE MODELS COMPETITIONS AND THE COLORS OF THE WORLDText: Jan ZdiarskýINFO Eduard145May 2024Editorial
Dear Friends,
Now is the Time of the Mustang. It has been a clear focus for us here for more than half a year, but you, our customers, are only just beginning to appreciate this fact now. In mid-April, we shipped our preordered P-51B 1:48th scale Royal Class kits and the Limited Edition ‘Overlord: D-Day Mustangs’ items. Against our original plan, we were a week late, and only dispatched the last shipments on Monday, April 22. This has also delayed our shipping retail orders, however by now all who ordered should have their kits at home and can judge whether we have rendered the surface details and especially the wing skin correctly. Personally, I really have no doubt, but I understand that someone may entertain a different viewpoint. I decided to write an article on this topic, not because I feel a need to defend our design philosophy regarding the surface of the kit, but simply because it is a technically and historically interesting topic, and also because I have accumulated a lot of information about it. I calculated that I've seen 48 Mustangs throughout my life so far, and I've flown in one. Although I will honestly admit that I did not inspect the surface of the wing of the latter machine, because there was no time for it before the flight and I no longer had the physical ability to do so afterwards. However, I did inspect and document the wing of about half of the others. With that in my arsenal, and also armed with a lot of other material, I decided I was well equipped to tackle such an article. But the queue includes two articles before it, so please be patient, it will take me a while yet.
Mustangs Today and Tomorrow
The next step with the 48th scale P-51B Mustangs will be to continue to stock the Limited Edition ‘Overlord: D-Day Mustangs’, and in August, we'll add the P-51B Profipack kit to the rotation. That'll be one of the new items at the IPMS Nationals in Madison. In November, we will be introducing another limited Edition kit, ‘Aces of the Eight’. With all that going on, the 72nd scale cousin is getting ready to make its first appearance. The P-51D Royal Class kit is currently on preorder, which we will stop taking next week on May 8th, the anniversary of the end of the Second World War. Those preorders will be going out in the second half of June.
For the 72nd scale P-51D, we will have a different preorder setup for the Royal Class and the first Limited Edition releases. The 48th scale P-51B Royal Class and Limited Edition kits were sold at the same time, with both items being available through preorders. And both had the same release date and for the most part the same composition of marking options. This will not be the case with the 1:72nd scale releases. Only the Royal Class boxing and its associated items will be offered via preorder. The ‘Aces of the Eighth’ Limited Edition kit, which, like the Royal Class P-51D, will be released in a Dual Combo format, meaning with two complete sets of plastic, is slated for an August release and will not be available for preorder, and will have its own set of markings. As the name suggests, it will be dedicated to the aces of the USAAF 8th Air Force. Overtrees will, of course, be available for both kits so you'll be in a very good position to pamper yourself with marking options, which, for the Mustangs, is incredibly varied. Really, this aircraft is absolutely exceptional in that regard and you can believe me that we will not waste any opportunity to offer colorful and historically very interesting kits that perhaps deserves it more than any other!
The 1:72nd Royal Class P-51D will only be available for preorder through our e-shop, and will not be released for regular sale. We will supply them to retailers one time only, so it will be possible to buy it that way as well. But even then, retailers will not be able to restock this item because we will only produce the exact quantity that we will have in preorder form from our e-shop customers and our retailers. This means that both our e-shop and our retail partners will provide a short window for purchasing the Royal Class kit, and the opportunity to purchase will not be repeated. I assume that this and future kits of the Royal Class series will gain exclusivity, and the opportunity should not be missed.
New Releases for May
So to bring the focus of my editorial to our new releases for May, the main point of interest will be the 48th scale P-51B Mustang that makes up the ‘Overlord: D-Day Mustangs’ Limited Edition kit. It is therefore a very ‘stripe themed’ item, but a milestone anniversary of such an important event as the Allied invasion of Normandy doesn’t come around very often, so we could not help but dedicate a completely new item to this historical event. In addition to the Mustang, there are also two Weekend kits, one in 48th and one in 72nd, dedicated to the Spitfire LF Mk.IXc as it pertains to the invasion. We will continue to focus on the invasion next month, in which the anniversary actually falls, with a Spitfire Mk.Vb with four D-Day marking options to the range of invasion aircraft, to be released in the Weekend line. This month among new items, there are no reissues.
You probably won’t be too surprised to find that, when it comes to new accessory items for May, most are dedicated to the P-51B. However there are also new sets for the FM-1 Wildcat from Tamiya, the MC.200 Saetta from Italeri, the F-14A from Great Wall Hobby and the Buccaneer from Airfix, all of which are in 1:48th scale. The assortment is a little bit less in 72nd, where we bring you sets for the Fiat CR.32 from Italeri in the form of photoetched and masks, and seats for the L-39 Albatros from Eduard in the Brassin range. Also in the Brassin line, I would like to draw your attention to two 48th scale cockpits and a set of undercarriage bays for the F-16C from Kinetic. We also have a set of USS Sangamon 1/350 photoetched for the Trumpeter offering. The Sangamon Class of escort carriers were unique and interesting, being four ships converted from tankers. The USS Santee, one of the Sangamon Class ships, pioneered the operation of separate squadrons of an escort carrier and several destroyers in the Atlantic in the summer of 1943. Also worth noting are the four new rivet sets in the Edie the Riveter line.
Historical and Other Articles
We can't imagine today’s newsletter without the now standard historical articles, can we? Of course, today's issue cannot and does not miss an article focused on the P-51B Mustang. It's called ‘Game Changer’ and it was written by Tom Cleaver. Miro Barič has submitted his 26th edition covering the air war over Ukraine, we have a write-up describing the experience of ejecting from an L-39 Albatros by David Sochacký, and Tomáš Dedera will introduce you to the L-39 seat from a technical point of view. The historical articles also include a breathtaking photo gallery of a captured Fokker E.III by Jan Bobek. And of course we also have the obligatory Boxart Stories, describing the events depicted on the boxart of the Limited Edition kit ‘Overlord: D-Day Mustangs’, about the P-51Bs of the 352nd Fighter Group and about both of the LF Mk.IXc Spitfire releases.
In May, we will be attending two shows: one in Zagreb, Croatia, and the other in Saumur, France. Both events are scheduled for the same dates, May 18th and 19th. If you find yourself in the area, we invite you to stop by!"
And that will just about wrap it up for me this month. Happy reading and happy modelling!
Vladimir Sulc
A challenging day
Text: Richard Plos
Illustration: Piotr Forkasiewicz
Cat. No. 11181
Strong winds brush the surface of the sea, and the tops of the waves are decorated with white foam. But not even the elements can compete with the thousands of vessels heading for the Normandy shores that morning. The sound of aircraft engines makes the men on board look up. As many of them plead with God to protect them, the hundreds of planes heading for the coast will try to do the same...
The D-Day, the Allied landings in France, represented the deployment of an enormous force. This included the 352nd Fighter Group and its three squadrons the 328th FS, 486th FS and 487th FS. Their Mustangs, which the entire group had only two months earlier re-equipped to, were adorned with blue bows. They have been nicknamed the "Blue-nosed Bastards of Bodney" for them and the base from which they operated.
Midnight briefing
Early in the morning of June 5, 1944, it is clear that something is going to happen. Missions are planned and then cancelled, flight operations are scarce, and by 3:30 in the afternoon the entire base is closed. The enlisted men are ordered to guard the perimeter and man the anti-aircraft guns.
Several aircraft return from a mission over mainland Europe in the early afternoon, and the pilots learn immediately upon landing, from their mechanics, that there is an order to paint white and black stripes on all aircraft. So, cans of paint are distributed on individual stands and everybody able to pick up a paintbrush starts the work. This is about ninety Mustangs so the ground staff must do their part. In contrast, the pilots are told to rest during the day and get as much sleep as possible because a very early morning mission is planned. Rice pudding, among other things, is served for dinner. It turns out it is contaminated with salmonella, and soon several pilots and mechanics find themselves in a somewhat unusable state ...
The briefing takes place at midnight and the pilots learn what they had more or less suspected. The invasion is here! It’s obvious that it’s going to be a busy day, as evidenced by the base surgeon’s words, he tells the pilots that he’s tasked with keeping them in the air until the beaches are fully secured. Even at the cost of having to give them some “pep pills” (amphetamine). In the end, that won’t be necessary, even though the pilots will spend up to 16 hours in the cockpits of their Mustangs. The adrenaline and the knowledge of the importance of what they’re doing will help. Watching hundreds of landing craft below them is an unforgettable and highly emotional experience. They are well aware that it is up to them to protect the 160,000 men on board from the deadly attacks of the Luftwaffe, and that they must destroy as much enemy equipment and manpower as possible.
You can get an idea of what it must have looked like during the flyover of the landing zone from Piotr Forkasiewicz’s boxart for Limited kit No. 11181. It shows the aircraft of Capt. Henry White of the 328th FS and Lt. Carlton Fuhrman of the 466th FS.
Fire at anything that moves!
First combat mission of the entire 352nd FG is scheduled for 02:00 and the 486th Squadron is the first to take to the air. The next two will follow 30 minutes apart. Thus, at 2 a.m., four mustangs line up on the runway, wing to wing, with experienced pilots in cockpits taking deep breaths and moving the throttles forward. The darkness is cut by the roar of Merlins driven up to maximum revs and the first flight takes off into the night sky. Just half a minute later, the second flight is ready to take off. The darkness, to which daytime fighters are not accustomed, makes orientation difficult and they deviate from the runway centerline to the right. Lt. Bob Frascotti suddenly sees the silhouette of the newly constructed control tower in front of him. It is the last thing he ever sees, for in the next second his Mustang shatters against it and explodes. It is the first aerial casualty of the entire Operation Overlord. The resulting fire then eases the takeoff orientation for the others at the cost of this tragedy.
Most pilots fly three missions during D-Day. On the first, they fly to an area about 50 miles south of the beaches, where they join hundreds of other Allied fighters. The goal is to create an impenetrable barrier from ground level to more than 9,000 feet, preventing German aircraft to reach the landing beaches.
Then, during the second and third missions, the “Bodney Bastards” scurry at low altitudes over land with a clear mission: Fire on anything that moves and heads for the beaches. The Mustangs destroy trucks, buses, carriages hauling guns and enemy manpower. The French Resistance has told people in the area to stay indoors all day if possible and not to go out at all, and especially not to go on the roads to minimize the risk of civilian casualties.
The fighting on the beaches continues, but the work of the daytime fighters ends at dusk. Many more casualties will be needed, but nothing can stop the Allied forces. And the “Bodney Bastards” will return to their usual business of escorting bomber formations over Germany. In less than a year, it will all be over...
The second landing
Text: Jan Bobek
Illustration: Piotr Forkasiewicz
Cat. No. 84199
British fighter pilot “Johnnie” Johnson is one of the most significant figures in the history of air warfare. With 41 victories (34 solo and 7 in cooperation), he became the most successful Allied airman fighting the Luftwaffe in Western Europe. However, his journey to the cockpit of the Spitfire was by no means straightforward. He faced a number of rejections along the way and had to overcome the side effects of a pre-war rugby injury. From the end of 1940, he became fully involved in the combat activities of No. 616 Squadron RAF, and within its ranks in 1941, he scored 6.5 individual aerial victories and received a DFC .
In July 1942 he was appointed commander of No. 610 Squadron RAF and led it into combat over the Allied landings at Dieppe in August 1942. During this operation he was credited with shooting down an Fw 190, as well as 1/3 of a Bf 109 and shared damaging another Fw 190.
In March 1943, he became commander of the Canadian Wing at Kenley (later redesignated No. 127 Wing RCAF). While in command of the Wing, he scored 14 solo victories and five more in cooperation by the autumn of that year. He took the helm of the No. 144 Wing RCAF in March 1944 as Allied forces prepared for the Normandy landings. By that time, the Allies had already conducted a number of successful landing operations in the Pacific, Africa, Sicily, and Italy.
The Western Allied forces, backed by American industry, which had become the proverbial “Arsenal of democracy”, were able to execute the Normandy landings in June 1944, as well as the Saipan landings, accompanied by a naval and air battle in the Philippine Sea. On the Eastern Front, the Soviets launched Operation Bagration in late June 1944, during which they inflicted the greatest defeat in German military history on Nazi forces in the territory of Belarus. This success would not have been possible without the massive material assistance of the Western Allies.
Johnson was the most successful fighter pilot in the UK on active service in the spring of 1944. At the time of the Normandy landings, his No. 144 Wing was one of the finest units of the 2nd Tactical Air Force, and Johnson's squadrons were the first units to operate from liberated territory in France. This gave them an advantage over their colleagues who were still based in England, allowing the experienced Canadians to engage the enemy far more frequently. They duly took advantage of these opportunities. Thus, Johnson supported a second landing in France, but this time without retreat.
During that period, Johnson added nine more individual victories to his account. He scored the first kill of the streak on June 16 after 9 p.m. northwest of Villers-Bocage. However, this encounter was proof that the German adversaries were far from defeated. Although their fighter units had been weakened by the systematic Allied campaign directed at them in the first half of 1944, there were still experienced leaders and wingmen in their ranks. It was only in the following months of fighting over Normandy that exceptionally heavy losses were inflicted on these units.
A typical mission of the fightings in June 1944 was assigned to a formation of eight Fw 190 A-8s from I./JG 1 in the evening of that day. The pilots were tasked with flying to the area near Valognes, where their objective was the free pursuit and attack of enemy ground columns. Upon their return, they encountered Johnson's formation in the Vire-Falaise area and successfully shot down four Spitfires of No. 443 Squadron RCAF. Only one of the airmen survived, and among the deceased were Squadron Leader J. D. Hall and Mexican pilot F/O Luis Perez-Gomez. The German airmen claimed six victories, with Lt. Anton Piffer claiming his 34th and 35th victories, while their 6th victories were claimed by Uffz. Dobrat and Uffz. Rathofer. Piffer was killed in action the following day.
Johnson, in one of his books, recalls this fight with respect for his opponents. Johnson struck his adversary low above the ground, recording it with gun camera, causing him to crash without a chance to bail out. The pilot, Fw. Alois Wenke of 2./JG 1, remained missing along with his Fw 190 A-8 “Black 2”. The other German pilot, Uffz. Fritz Hofmann of 3./JG 1, was wounded but saved by parachuting from his “Yellow 6”. However, it is not clear whether his aircraft may have been hit by one of the downed pilots of No 443 Squadron RCAF or by S/L H. W. McLeod, who scored a Bf 109 in that area that evening.
D-Day plus two
Text: Jan Bobek
Illustration: Piotr Forkasiewicz
Cat. No. 7473
The Allied landing in Normandy stands as one of the major turning points of the Second World War and simultaneously represents a significant milestone in the history of warfare. The successful execution of this operation would not have been possible without the air supremacy gradually established by the Allies in the air battles over Western Europe during the first half of 1944. It was in the battles over Normandy that this superiority was crucially demonstrated. On June 6, 1944, which has become synonymous with D-Day, Allied air forces flew an incredible 14,000 combat sorties over the battlefield.
Obstlt. Priller, Kommodore of JG 26, is considered the first German airman to reach the landing zone, having flown with his wingman over the invasion beach before 9:00 am. Despite the breathtaking number of invasion craft, the Germans believed until the evening that this was merely a diversionary operation and that the main landing would occur elsewhere. However, Priller was not the first airman to intervene against the invasion force. In fact, in the early hours of the morning, Fw 190 Gs from I./SKG 10 were dispatched against the Allied gliders. This unit, engaged in night attacks against targets in Britain, logically undertook combat sorties at dawn. However, during their first sortie, the pilots of I./SKG 10 did not locate the enemy aircraft. In the second morning sortie, they managed to shoot down four Lancaster bombers around 5:00 am and additionally spotted the invasion force.
The Luftwaffe, unprepared to defend against such an invasion operation in this area, deployed parts of the fighter units of JG 2 and JG 26 to the fight during the day. Additionally, ground attack Fw 190s from SG 4 and Ju 88 C heavy fighters from I./ZG 1 were also deployed. The total number of Luftwaffe combat sorties on the first day of the invasion represented about one percent of the number of sorties flown by their opponents. It was not until the evening that air reinforcements from Germany were moved to the Normandy battlefield, resulting in 1,100 fighter aircraft on the airfields of northern France 24 hours later. However, less than three hundred of these were capable of deployment due to the chaotic transfer and maintenance shortcomings.
The first Allied pilot to shoot down an enemy aircraft in the invasion area on June 6, 1944, was F/O J. A. Houlton of No. 485 Squadron RNZAF. He encountered an obstacle on take-off and swiftly switched from his personal aircraft to a Spitfire LF Mk.IX (MK950). At approximately 3:30 pm, he successfully downed one Ju 88 C-6 fighter of I./ZG 1 and another in cooperation with three other pilots near Caen. The Spitfire pilots of Belgian No. 349 Squadron RAF shot down two more and damaged several. The Germans of 2./ZG 1 lost two Junkers planes, and none of their crews survived. A third Ju 88 from this Staffel returned to base with 10% damage, but all three crew members sustained injuries. Two more machines were reportedly lost by 1./ZG 1. However, defensive fire from one of the Ju 88 crews shot down one of the Belgian Spitfires.
No. 485 Squadron RNZAF was part of No. 135 Wing of the RAF, alongside colleagues from No. 222 and 349 Squadron RAF. On June 7, its squadrons lost two Spitfires, one of which was accidentally shot down by Allied flak. John A. Houlton took off for combat again on June 8 in his personal Spitfire ML407, designated OU-V. He flew it on a sortie with No. 135 Wing in the evening, conducting a low-level patrol.
Allied pilots encountered a group of about twenty Fw 190s and twelve Bf 109s near Caen, each carrying bombs under the fuselage. Top cover was provided by the No. 349 Squadron, while fighters from No. 222 Squadron and 485 Squadron engaged the Germans. After a wild chase, the Spitfire pilots claimed seven aircraft shot down and another seven as damaged, without suffering any losses themselves. The dramatic moments of this evening air combat were captured in box art by Piotr Forkasiewicz. Further details on Spitfire ML407, including its current whereabouts, can be found in the historical text accompanying the kit.
The identity of the unit with the Messerschmitt Bf 109 is unclear, but in the case of the Fw 190, it was most likely the III./JG 54 “Grünherz”, which had moved to Normandy the previous day. One aircraft, an Fw 190 A-8/ZY, WNr. 170644, “White 2”, was lost in this fight, with its pilot, Fw. Wilhelm Müller, sustaining injuries. After this battle, the German pilots reported two victories.
Markings for P-51B 1/48
P-51B-10-NA, s/n 43-6934, Capt. Henry White, 328th FS, 352nd FG, 8th AF, Bodney, Great Britain, June 1944
The 352nd Fighter Group was formed on September 29, 1942 and activated three days later on October 1. Its first commander was Lt. Col. Edwin M. Ramage. The 328th, 486th, and 487th Fighter Squadrons, all initially flying P-47s before rearming to P-51B, were part of the group. During June and July, the group moved from the USA to the UK. The first commander of the 328th Fighter Squadron was Capt. J. H. Posten, the most famous of the commanders was Maj. G. E. Preddy, the most successful American P-51 fighter pilot with 26.83 confirmed kills. Capt. Henry White flew a total of 89 operational sorties with the unit, recording two kills. He achieved the first on May 28, 1944, and the second on July 18. The entire squadron scored 143 kills, 14 were destroyed probably and 35 damaged by its pilots on the ground during the war. Captain White’s P-51B bore the distinctive livery of “Blue-nosed Bastards of Bodney”, as the 352nd FG was nicknamed after the blue noses of its aircraft. On the left side forward of the cockpit, a painting of a girl in a red bikini and the name “Dallas Darling” adorned the nose. Full invasion stripes are portrayed here.
P-51B-10-NA, s/n 42-106472, Lt. Carlton Fuhrman, 486th FS, 352nd FG, 8th AF, Bodney, Great Britain, June 1944
The aircraft, named The Flying Scot II / Vicious Virgie J. G., was first assigned to Lt. Murdoch R. Cunningham, Lt. Carlton Fuhrman subsequently took it over and on September 12, 1944, it was written off on landing when it crashed into Lt. Glennn Wensch. The entire 486th FS shot down 114 enemy aircraft confirmed, five probably and 21 were damaged. Lt. Fuhrman, however, was not among the winners of any of the air combats.
P-51B-10-NA, s/n 43-6688, 1Lt. Arval J. Roberson, 362nd FS, 357th FG, 8th AF, Leiston, Great Britain, June 1944
“Robby” Robertson joined the ranks of the Army Reserves in June 1942 and was officially an Army pilot on May 20, 1943. He was assigned to the 362nd FS, with which he subsequently flew 76 missions. In all, he scored six confirmed victories over German fighters, with another remaining unconfirmed. During the Korean War, he credited himself with another 100 combat missions as a member of the 12th FBS/18th FBG. Already at the rank of Lieutenant Colonel, he added 26 more missions with the C-47. Robertson retired in 1973 as the last commander of Otis Air Force Base before its closure. His P-51B Mustang, serial number 43-6688, was the first of two aircraft named the Passion Wagon (the other was P-51D 44-13691), and Robertson achieved all of his kills with it.
P-51C-1-NT, s/n 42-103309, Lt. William B. Overstreet, 363rd FS, 357th FG, 8th AF, Leiston, Great Britain, June 1944
“Bill” Overstreet became particularly famous for his story of chasing a German Bf 109 through the arches of the Eiffel Tower. The dogfight was supposed to have taken place sometime in the spring of 1944, but it is questionable whether the passage through the Eiffel Tower actually took place. Nor is the exact date of the duel known, and there is no mention in German records of such a strange event as a fighter plane crashing into the streets of Paris ... Overstreet was, however, an aggressive and capable pilot, and on September 3, 1944, for example, he took part in a top-secret mission in which a remote-controlled four-engine bomber attacked a heavily defended German heavily protected submarine base hidden in the cliffs. He subsequently flew other secret missions in support of the French Resistance, often landing behind enemy lines. His Berlin Express, with which he was to fly under and through the Eiffel Tower, bore a partial coat of olive drab paint on the upper surfaces, while the sides and undersides were left in a natural metal and aluminum paint.
P-51B-10-NA, s/n 42-106448, Cpt. Henry W. Brown, 354th FS, 355th FG, 8th AF, Steeple Morden, Great Britain, June 1944
“Baby” Brown was a fighter ace with 14.2 kills, damaging three other aircraft. On the ground he destroyed 14.5 and damaged 10. He achieved four wins with the Thunderbolt, the others on the Mustang. He became the 355th FG’s fifth ace fighter on April 24, 1944, and by May 13, he even held the status of the most successful fighter of the entire group. Returning from leave, he then became the most successful fighter of the entire 8th Air Force in late August after destroying eight aircraft on the ground and seven in the air in a 30-day period. Further increases in his score were halted by a German flak hit that forced Brown to make an emergency landing on enemy soil on 3 October 1944. His commander, Maj. Chuck Lenfest (5.5 kills), landed nearby to rescue him, but his Mustang bogged down in the mud and both pilots eventually fell into captivity. He remained in the service after the war and led the F-111 development program at Nellis AFB. Later he was commander of the 48th TFW and deputy commander of operations for the 7th AF during the Vietnam War. He retired in 1974 and died on 19 February 2008 at the age of 85.
P-51B-15-NA, s/n 42-106924, 2nd Lt. Ralph K. Hofer, 334th FS, 4th FG, 8th AF, Debden, Great Britain, June 1944
Light-hearted, perhaps undisciplined, but all the more courageous and charismatic was “Kid” Hofer, one of the USAAF’s most successful fighters. The nickname was based on his youthful appearance and flowing and by Army standards long hair as well as his prevailing good humor. Until his death, he destroyed 15 enemy aircraft in the air, damaging two and destroying another 14 on the ground. On July 2, 1944, “Kid” participated in the escort of bombers to Budapest from the Italian base Foggia. Prior to reaching the target area, a group of Bf 109 entered the scene and the aerial battle started. Hofer’s leader had to make an emergency landing due to a malfunction and watched from the ground as a Hungarian Bf 109, sitting on the tail of his Wingman, opened fire. Hofer’s Mustang was apparently only damaged and so he tried to return to the base. Near Mostar, he decided to strafe a German airfield, his P-51B “Salem Representative” was hit by flak and “Kid” Hofer was killed.
P-51B-5-NA, s/n 43-6425, Maj. Jack T. Bradley, CO 353rd FS, 354th FG, 9th AF, A.2 Criqueville, France, June 1944
Jack Bradley became an Army pilot with the rank of 2ndLt on August 27, 1942, and was assigned to the 384th FG/353rd FS on January 18 the following year. After moving to England, he achieved his first kill out of 15 confirmed (plus three probable and 12.66 damaged) on December 20. With “Margie Maru” carrying code FT B, he achieved his first success on December 30, when he contributed a third of the damage to Do 217. Bradley was promoted to Captain in mid-January and took command of the 353rd FS at the end of the month. He kept the position until June 30, when he left for the USA for leave and took the post again on his return. He subsequently served as deputy CO of the 354th FG and at the end of the war, already at the rank of Lieutenant Colonel, became the CO. After the war he stayed with the Air Force, retiring from the Reserves in December 1962. His Margie Maru is shown in a state where it bore the symbols of 15 kills, the invasion stripes on the fuselage were painted very carelessly. The aircraft was subsequently given the designation FT W and the name “Edgewood’s Entry”.
P-51B-10-NA, s/n 42-106647, Capt. John R. Brown Jr., 382nd FS, 363rd FG, 9th AF, Staplehurst, Great Britain, June 1944
Prior to the combat, John Brown had managed to destroy four aircraft and damage one in various accidents, so he claimed himself to be only three-fifths of an aircraft away from becoming a Luftwaffe ace. He flew successively in the 356 FG and 362 FG, both with P-47s, then briefly became commander of the 382nd FS/363 FG, flying the P-51B. He was shot down with his “Big Mac” on August 8, 1944, while leading a formation of eight P-51s in an attack on ships in Bedonet Harbor. It was his 99th mission. He made an emergency landing near Quimper after being hit by flak from a destroyer but managed to escape capture and slip back to the Allies within a week. He subsequently became commander of the 437th FS/414 FG, with which he moved to Guam, where he flew P-47Ns. After the war, he became an air attaché in Afghanistan and Pakistan, and completed a secret mission in the USSR. During his wartime career, he scored one aerial kill, destroyed four enemy aircraft on the ground, and damaged eight.
P-51B-15-NA, s/n 42-106763, Capt. George R. Rew, 374th FS, 361st FG, 8th AF, Bottisham, Great Britain, June 1944
The 361st Fighter Group was activated on January 28, 1943, subsequently joining the 8th Air Force at RAF Bottisham, England. Initially flying P-47s, it rearmed to P-51s during May 1944. Although its pilots primarily provided long-range escort to bomber formations, they did not neglect attacks against ground targets, either by strafing or bombing. This is evidenced by one hundred of painted bomb symbols under the cockpit of the “Scarlet Kate” Mustang flown by Capt. George Robert Rew, who later commanded the 374th FS. The entire 361st FG achieved 226 aerial victories during World War II, and on the ground its pilots destroyed another 106 enemy aircraft.
Mustang Mk.III, FB382, S/Ldr Eugeniusz Horbaczewski, No. 315 (Polish) Squadron, RAF Coolham, Great Britain, June 1944
Eugeniusz Horbaczewski was born on September 28, 1917, in Kiev and educated in Brest-Litovsk. He joined the Polish Air Force in 1937. In September 1939 he fled to France via Romania and from there he came to the UK. After completing his training with the RAF, he was assigned to No. 303 Squadron in late 1940 and in early 1943 was selected for a special Polish Flying Team, formed by Stanislaw Skalski and operated under umbrella of No. 145 Squadron. Over Tunisia Horbaczewski became the most successful pilot of this group, achieving five victories in less than a month. After the Team was disbanded he was assigned to No. 601 Squadron operating in the Mediterranean area and in early July to No. 43 Squadron which he commanded from August. On his return to the UK in February 1944 he took command of No. 315 Squadron, flying Mustang Mk. III. On August 18, 1944, he was shot down in the Beauvais area and killed, having previously shot down three Fw 190s in the combat himself.
Markings for Spitfire Mk.IXc late 1/48
MK392, W/Cdr James E. Johnson, No. 144 Wing, RAF Ford, Great Britain / B.3 Sainte-Croix-sur-Mer, France, June 1944
When W/Cdr “Johnnie” Johnson returned to combat operations in March 1944, he assumed command of the newly formed Canadian Spitfire No. 144 (RCAF) Wing (Nos. 441, 442 and 443 Squadron) operating as part of No. 83 Group, 2TAF (Second Tactical Air Force). Its new personal Spitfire was the MK392, sporting the stylized personal codes JE-J. During the intense air battles of Normandy, No. 144 Wing was one of the best fighter Wings in the 2TAF and became the first Allied unit to have a permanent base in Europe (from June 12; forward airfield B.3 Sainte-Croix-sur-Mer). However, as part of a unit reorganization, No. 144 Wing was disbanded in mid-July and Johnson assumed command of No. 127 (RCAF) Wing. With his Spitfire MK392, he increased his number of kills by a further 12 aircraft, including four Bf 109s and eight Fw 190s, five of which he shot down during the June landings. During the Second World War, James Edgar “Johnnie” Johnson DSO & Two Bars, DFC & Bar made over 700 operational combat sorties and attacked enemy aircraft on 57 occasions. He achieved 41 aerial victories, 34 solo and seven shared, three more shared probable, 10 damaged, three shared damaged and one destroyed on the ground. This score made him the most successful Allied fighter ace against the German Luftwaffe on the Western Front.
ML407, F/O John A. Houlton, No. 485 (New Zealand) Squadron, RAF Selsey, Great Britain, June 1944
Spitfire serial number ML407 was built at Castle Bromwich as LF IXC and delivered on April 23, 1944, to No. 33 MU. Six days later ATA pilot Jackie Moggeridge flew it to No. 485 Sqdn (RNZAF), with which it commenced operational service with the codes OU-V as F/O Johnnie Houlton’s personal aircraft. The ML407 was reconfigured to the Mk.IXE version while serving with No. 485 Sqdn and Houlton shot down two Bf 109s and damaged one during the June invasion days. In all, he shot down seven aircraft during his wartime career, two of them shared. The aircraft itself served with six squadrons of 2TAF (Nos. 341, 308, 349, 345 and 332 Squadron) during World War II, flew 176 combat sorties during which it logged 319 hours and the pilots in its cockpit shot down four aircraft and damaged one. After the end of the war, ML407 had an eventful career. In 1950 it was converted to one of six Type 509 (T Mk.IX) two-seat trainers for the Irish Air Corps, where it served until July 8, 1960. It was stored in disassembled condition from 1962 to 1968 and sold for use in the film “The Battle of Britain” (although it did not appear in the film). In August 1979 the aircraft was purchased by Nick Gracee and, after refurbishment, was flown under the registration G-LFIX on April 16, 1985. After Nick Grace’s untimely death in a car crash in October 1988, ML407 was operated by his wife Carolyn, who sadly, like her husband, was tragically killed in a car crash in 2022. Today the aircraft is based at Duxford where it still flies in the period colors of No. 485 Squadron as OU-V.
MJ671, Cpt. Michael Boudier, No. 341 Squadron, RAF Selsey, Great Britain, June–July 1944
No. 341 Squadron was under the command of Capt. Michael Boudier as part of No. 145 (Free French) Wing operating with 2TAF from Merson Airfield with Spitfire Mk.IXC aircraft. With seven kills achieved in the ranks of Nos. 340 and 341 Squadron between 1942 and 1943, Boudier was by then a well-known fighter ace. Spitfire MJ671, which Boudier flew regularly from February 19, 1944, sported his personal emblem, a drawing of Popeye the Sailor smashing a swastika with his fist on the left side of the engine cowling. With the MJ671, Boudier participated in all pre-invasion and invasion actions of the Wing. His fateful day was July 9, 1944, when No. 341 Squadron clashed with Luftwaffe fighters. Boudier, flying a reserve aircraft, shot down a Bf 109 in the ensuing battle, but the next moment his own aircraft was accidentally shot down by an American P-47 pilot. Boudier was rescued by parachute and, although wounded in the leg, managed to evade German patrols, and walk 14 kilometers before contacting the Resistance. Three weeks later, however, he was arrested by the Gestapo in Rouen. He was imprisoned in poor conditions and sentenced to death after three months. However, his resolute and military attitude impressed the Germans, and he was eventually imprisoned in Germany, where he was liberated on April 29, 1945.
ML214, S/Ldr John A. Plagis, No. 126 Squadron, RAF Harrowbeer, Great Britain, June–July 1944
John Agorastos “Johnny” Plagis was the most successful Greek pilot of the Second World War. His greatest successes came during the defense of the island of Malta in 1942, where he was one of the first Spitfire pilots to take off from HMS Eagle on March 6, 1942. In June he became Squadron Leader of No. 185 Squadron and scored 12 kills during the fighting over Malta. After returning to Britain and recovering, he became Squadron Leader of No. 64 Squadron in April 1943. In mid-June 1944 he took command of No. 126 Squadron and during the invasion days of July and August he scored his last three confirmed kills. His personal Spitfire Mk.IXc ML214 5J-K, which he flew with No. 126 Squadron, bore, like his previous Spitfires, his sister Kay’s name under the front plate, the symbols of kills and the narrow invasion stripes intended for high-altitude fighter aircraft. No. 126 Squadron was formed in Malta in June 1941 by renumbering No. 46 Squadron. The squadron operated in Malta during the Axis offensives of late 1941 and 1942. In 1943 it continued to support the invasion of Sicily and for the rest of the year performed defensive duties with the Coastal Air Force. In April 1944 came the move to the UK where the unit, fully rearmed with Spitfires Mk.IXC, joined the ADGB, where it gradually became part of the wings from Culmhead, Harrowbeer and Bradwell Bay. In December, No. 126 Squadron moved to Bentwaters, where it became part of the Wing of long-range Mustangs, to which the unit was subsequently rearmed.
Markings for Spitfire Mk.IXc late 1/72
ML407, F/O John A. Houlton, No. 485 (New Zealand) Squadron, RAF Selsey, Great Britain, June 1944
Spitfire serial number ML407 was built at Castle Bromwich as LF IXC and delivered on April 23, 1944, to No. 33 MU. Six days later ATA pilot Jackie Moggeridge flew it to No. 485 Sqdn (RNZAF), with which it commenced operational service with the codes OU-V as F/O Johnnie Houlton’s personal aircraft. The ML407 was reconfigured to the Mk.IXE version while serving with No. 485 Sqdn and Houlton shot down two Bf 109s and damaged one during the June invasion days. In all, he shot down seven aircraft during his wartime career, two of them shared. The aircraft itself served with six squadrons of 2TAF (Nos. 341, 308, 349, 345 and 332 Squadron) during World War II, flew 176 combat sorties during which it logged 319 hours and the pilots in its cockpit shot down four aircraft and damaged one. After the end of the war, ML407 had an eventful career. In 1950 it was converted to one of six Type 509 (T Mk.IX) two-seat trainers for the Irish Air Corps, where it served until July 8, 1960. It was stored in disassembled condition from 1962 to 1968 and sold for use in the film “The Battle of Britain” (although it did not appear in the film). In August 1979 the aircraft was purchased by Nick Gracee and, after refurbishment, was flown under the registration G-LFIX on April 16, 1985. After Nick Grace’s untimely death in a car crash in October 1988, ML407 was operated by his wife Carolyn, who sadly, like her husband, was tragically killed in a car crash in 2022. Today the aircraft is based at Duxford where it still flies in the period colors of No. 485 Squadron as OU-V.
MK392, W/Cdr James E. Johnson, No. 144 Wing, RAF Ford, Great Britain / B.3 Sainte-Croix-sur-Mer, France, June 1944
When W/Cdr “Johnnie” Johnson returned to combat operations in March 1944, he assumed command of the newly formed Canadian Spitfire No. 144 (RCAF) Wing (Nos. 441, 442 and 443 Squadron) operating as part of No. 83 Group, 2TAF (Second Tactical Air Force). Its new personal Spitfire was the MK392, sporting the stylized personal codes JE-J. During the intense air battles of Normandy, No. 144 Wing was one of the best fighter Wings in the 2TAF and became the first Allied unit to have a permanent base in Europe (from June 12; forward airfield B.3 Sainte-Croix-sur-Mer). However, as part of a unit reorganization, No. 144 Wing was disbanded in mid-July and Johnson assumed command of No. 127 (RCAF) Wing. With his Spitfire MK392, he increased his number of kills by a further 12 aircraft, including four Bf 109s and eight Fw 190s, five of which he shot down during the June landings. During the Second World War, James Edgar “Johnnie” Johnson DSO & Two Bars, DFC & Bar made over 700 operational combat sorties and attacked enemy aircraft on 57 occasions. He achieved 41 aerial victories, 34 solo and seven shared, three more shared probable, 10 damaged, three shared damaged and one destroyed on the ground. This score made him the most successful Allied fighter ace against the German Luftwaffe on the Western Front.
MJ671, Cpt. Michael Boudier, No. 341 Squadron, RAF Selsey, Great Britain, June–July 1944
No. 341 Squadron was under the command of Capt. Michael Boudier as part of No. 145 (Free French) Wing operating with 2TAF from Merson Airfield with Spitfire Mk.IXC aircraft. With seven kills achieved in the ranks of Nos. 340 and 341 Squadron between 1942 and 1943, Boudier was by then a well-known fighter ace. Spitfire MJ671, which Boudier flew regularly from February 19, 1944, sported his personal emblem, a drawing of Popeye the Sailor smashing a swastika with his fist on the left side of the engine cowling. With the MJ671, Boudier participated in all pre-invasion and invasion actions of the Wing. His fateful day was July 9, 1944, when No. 341 Squadron clashed with Luftwaffe fighters. Boudier, flying a reserve aircraft, shot down a Bf 109 in the ensuing battle, but the next moment his own aircraft was accidentally shot down by an American P-47 pilot. Boudier was rescued by parachute and, although wounded in the leg, managed to evade German patrols, and walk 14 kilometers before contacting the Resistance. Three weeks later, however, he was arrested by the Gestapo in Rouen. He was imprisoned in poor conditions and sentenced to death after three months. However, his resolute and military attitude impressed the Germans, and he was eventually imprisoned in Germany, where he was liberated on April 29, 1945.
ML214, S/Ldr John A. Plagis, No. 126 Squadron, RAF Harrowbeer, Great Britain, June–July 1944
John Agorastos “Johnny” Plagis was the most successful Greek pilot of the Second World War. His greatest successes came during the defense of the island of Malta in 1942, where he was one of the first Spitfire pilots to take off from HMS Eagle on March 6, 1942. In June he became Squadron Leader of No. 185 Squadron and scored 12 kills during the fighting over Malta. After returning to Britain and recovering, he became Squadron Leader of No. 64 Squadron in April 1943. In mid-June 1944 he took command of No. 126 Squadron and during the invasion days of July and August he scored his last three confirmed kills. His personal Spitfire Mk.IXc ML214 5J-K, which he flew with No. 126 Squadron, bore, like his previous Spitfires, his sister Kay’s name under the front plate, the symbols of kills and the narrow invasion stripes intended for high-altitude fighter aircraft. No. 126 Squadron was formed in Malta in June 1941 by renumbering No. 46 Squadron. The squadron operated in Malta during the Axis offensives of late 1941 and 1942. In 1943 it continued to support the invasion of Sicily and for the rest of the year performed defensive duties with the Coastal Air Force. In April 1944 came the move to the UK where the unit, fully rearmed with Spitfires Mk.IXC, joined the ADGB, where it gradually became part of the wings from Culmhead, Harrowbeer and Bradwell Bay. In December, No. 126 Squadron moved to Bentwaters, where it became part of the Wing of long-range Mustangs, to which the unit was subsequently rearmed.
Tail End Charlie
Scale models competitions and the colors of the world
The versatility of the modeling world is entrancing. And I don't just mean the range of topics like aircraft, AFVs, dioramas, figures, SCI-FI or looking through scales. I'm referring now to the way modelers can come together, have fun, argue, admire, enjoy. Modeling communities are about friendship, nudging each other, sharing experiences, teaching beginners, camaraderie but also overscaled rivalries and therefore animosities, resentments, betrayals, words fulfilled or unfulfilled, diligence and laziness. Art and clumsiness. In short, scale modeling is a reflection of the real world, not only in the scaled-down reproductions we try to create, but also in all its essence.
The point of view is of course different if you are a modeler or a manufacturer. Whether garage based or one with a big company and worldwide distribution. Yes, certainly our industry is seen differently by a person for whom it is a hobby that they sit down to two nights a week or by someone for whom it is their daily bread and who is an element in a system that has to provide work for dozens or hundreds of employees. And because, as we have said, modeling is a reflection of the real world, there is no shortage of rudeness, backstabbing, theft large and small, parasitism on the work of others and deception. Of course, it's up to us to decide how we feel about it, whether we turn a blind eye to such things or stand up to injustice.
One of the most striking elements of modeling diversity is competitions. And they're not just an opportunity to compare your skills, they're places to meet, to discuss, to form communities, and a place to explore new things, practices, and ideas.
For us as a manufacturer, it is important, even our moral obligation, to support model competitions. This can take many forms, the most common being sponsorship with prizes for competitions. And to highlight the fact that we and the organizers focus mainly on junior competitors would be just “carrying coals to Newcastle”.
Every year we support several dozen competitions in the Czech Republic and abroad, some of which we also participate in as vendors and some of which we organize. Either as a company or our employees, as members of some model clubs. Unfortunately, we have to refuse a similar number of requests for support of competitions - we do not have the possibility to support all national competitions of district level, for example. Concerning the foreign ones, we mainly support those where there is some personal connection or historical experience. We don't ask much for our support, we have a few fairly simple conditions, the most demanding of which is probably the participation of the organizing club in E-Day in the form of a club show (which of course we don't usually require from foreign competitions organizers). Participation in E-Day also involves accepting our rules for club presentations and thus keeping it fair for all. During last year's E-Day, one of the clubs turned its display table into a sales corner, which not only led to an unpleasant situation during the event itself, but also to not receiving support, in the form of kits, from us for their fall contest.
If you are an organizer of a modeling competition, especially in the Czech or Slovak Republic, do not hesitate to contact us. We will be happy to support the competition. Not only with kits and accessories for the winners’ prizes, we will also publish for free your competition leaflet in our Info magazine. We will clarify the rules and conditions in subsequent communication. However, I want to mention one of our rules now because it is new and many contest and exhibition organizers may not know about it. We have decided NOT to support such competitions where there will be any direct participation of AZ model, Admiral, Kovozávody Prostějov (I do not mean the original, real ones) companies, or any other brand associated with Mr. Petr Muzikant.
We believe that dishonesty must be confronted and things must be called by their true names. For those who may not know exactly what I am writing about, what was the last drop in the proverbial cup in this decision, I recommend the article on pages 34-36 of the previous issue of Info.
We will therefore not support those competitions and exhibitions that are supported by these brands in any way, or at which one of Mr Muzikant's companies has a sales or promotional stand. Please accept this. We do not prohibit anyone from cooperating with these companies, we only define the conditions of our own support. If any of you have the impression that the above is related to the reasoning in the first half of this column, I want to assure you that your impression is correct.
We look forward to seeing you over the diversity of the modeling world and at future contests and model shows!
Jan Zdiarský
GAME CHANGER
Major James A. Goodson (in cockpit), CO of 336th Fighter Squadron was known in the spring of 1944 as “King of the Strafers,” credited with 15 aerial and 15 ground victories. (USAF Official)
Text: Thomas McKelvey Cleaver
Adapted from “Clean Sweep: VIII Fighter Command Against the Luftwaffe 1942-45"
During September 1943, rumors abounded among the pilots in the fighter groups regarding things to come. When Chesley Peterson returned to take command of the 4th Fighter Group, he told the pilots that there was a new airplane in the works. Steve Pisanos recalled him saying, “They’re coming up with a new fighter that will be far superior to he P-38 and P-47, a kite that can be used for long-range escort.” That rumor became reality on September 26, 1943, when Pisanos returned from escorting B-17s to Les Andelys in northern France. “I taxied into the dispersal area only to find a P-51 Mustang with a four-bladed propeller parked on the grass across from my stall.” Pisanos was familiar with the Allison-powered RAF Mustang I, having flown one for 40 hours in OTU training and then another 40 operational hours with 268 Squadron before transferring to 71 Eagle Squadron. He met the pilot, Captain Jack Miller from VIII Fighter Command staff, who had flown the new Mustang to Debden, in the squadron operations office. “He told me it was equipped with a Merlin engine and that it was on loan to our group for the pilots to fly and evaluate it.”
Colonel Don Blakeslee, commander of the 4th Fighter Group, promised VIII Fighter Command he could transition the group from P-47s to P-51s in 48 hours. The group became the leading exponents of the Mustang. (USAF Official)
A week later, the Mustang was released for flying. Pisanos recalled, “I was more familiar with the Mustang than anyone else in the group. When Captain Miller saw I had 80 Mustang hours in my logbook, he turned it over to me.”
Pisanos found the new airplane to be “everything I hoped it would be.” After checking himself out for 15 minutes, “I dropped down on the deck and decided to make a pass over Debden, clocking some 450 miles per hour. As I passed over, I zoomed up and rolled left and right. Then I did a loop, after which I buzzed the runway a few more times.”
Everyone was interested in the new fighter. Over the next two weeks Don Blakeslee flew it several times, as did Don Gentile, Jim Goodson, Deacon Hively and Duane Beeson. All were effusive in their praise of the flying qualities of the new Mustang. Steve Pisanos recalled, “Everyone was paying attention to the P-51. When I was in 268 Squadron, flying Allison-powered Mustangs, those of us with experience in Spitfires talked about how wonderful the airplane would be with a Merlin up front.”
Duane Beeson was leading ace of the 4th‘s 334th Fighter Squadron. His P-51B was named “Boise Bee” in honor of his hometwon, Boise, Idaho. The dark areas on the airplane are residue from the cocooning done to protect the airframe on its trans-Atlantic delivery voyage. (USAF Official)
While U.S. Air Attache Thomas Hitchcock worked with Rolls-Royce in early 1943 to mate the Merlin and the Mustang, Edgar Schmued and his team at North American also began planning such a powerplant upgrade. Hitchock’s report on the performance of Rolls-Royce’s Merlin-powered Mustang X test bed, which gave an 80 mph speed increase and a doubling of effective combat altitude, provided North American with all the evidence it needed to convince the Air Force to support the work. Word of the first flight of the P-51B in Los Angeles spread through the world of Air Force fighter pilots like wildfire. The pilots of the "Fourth" had been unanimous in their verdict it was the best fighter any had flown.
On October 8, 1943, the 354th Fighter Group was declared operational and boarded the train for the five day trip from California to New Jersey. On October 20, the men were aboard the troop transport HMS Athlone Castle. Ten “fortunately uneventful days” later they arrived in Liverpool on November 1. After three days at anchor waiting for the fog to lift, the ship docked and the 354th went ashore in England. Then they were trucked to Greenham Common. The morning of November 11, 1943, the first four P-51B Mustangs were flown in. The 354th would be the first fighter group anywhere to fly North American’s new fighter.
Captain Don Gentile (l) and his crew chief, T/Sgt John Ferra (r) of the 4th Group’ 336th Fighter Squadron. (USAF Official)
356th Squadron commander Major James O. Howard later remembered, “On November 13 we were sent to our new base at Boxted, near Colchester. At first, it looked like we were going to be very comfortable in this English countryside setting. However, we were no more settled in than the rains came, and the whole base became a giant quagmire. The conditions were so bad it made it difficult to do the work of converting to the Mustang.”
The pilots of the 354th group were ecstatic to be given the Mustang. The group historian later wrote that after only one day of test hops, “they realized that they had the best airplane of the war to work with.” To honor their good fortune, a vote was taken and the 354th adopted the name “Pioneer Mustang Group.”
1st Lieutenant John T. Godfrey (l) with his dog Lucky and crew chief T/Sgt Ed Krantz. Godfrey flew missions as Don Gentile’s wingman and the two were hyped by VIII Fighter Command Public Relations as the famous “leader” and “wingman” during the “Ace Race” publicity stunt in early 1944. (USAF Official)
On December 1, the pilots were considered proficient enough to fly their first mission in the ETO, a “Rodeo” fighter sweep over Belgium and the Pas de Calais flown by 24 P-51s led by Don Blakeslee, with group commander Lt. Colonel Harold Martin flying as Blakeslee’s wingman. Takeoff was at 1429 hours and they returned 70 minutes later at 1559 hours, with the only excitement having been one flak hit on the plane flown by Lieutenant Lane of the 356th Fighter Squadron. The 354th had established a record, flying its first combat mission only 20 days after its first combat aircraft was assigned to it and 27 days after arriving in England.
The Mustangs had been modified by VIII Technical Command when they arrived in England with an additional gas tank, mounted immediately behind the pilot in the fuselage on the Center of Gravity, that could carry an additional 90 gallons. When filled, pilots discovered the airplane was slightly tail-heavy, which restricted maneuverability. Operating procedures were modified so that a pilot took off with gas fed from the wing tanks, once airborne they would switch to the cockpit tank to burn off that fuel before reaching enemy territory, when that was empty, they would switch to the drop tanks until they were either empty or the enemy was engaged. The fuselage tank was invaluable. The Mustang had the range on internal fuel only to fly to targets in western Germany the P-47 had only been able to reach, in the weeks after the Schweinfurt-Regensburg mission in August, when the fighters were finally equipped with the 108-gallon drop tank. A P-51B carrying two of those drop tanks could reach Berlin.
1st Lieutenant Ralph “Kidd” Hover (in cockpit) was the 4th’s leading “eccentric.” He joined the RCAF on a lark with friends after a party in Detroit where he was a professional boxer. He transferred to the USAAF after training and was assigned to the 334th Fighter Squadron, where he scored a victory on his first mission, an unheard-of event. (USAF Official)
When it was announced that the fighter group would be incorporated in the newly-established Ninth Air Force, which had recently transferred to England from North Africa to become the USAAF tactical air force in the coming invasion, Eighth Air Force fighter leaders were shocked. VIII Fighter Command’s General Kepner immediately protested that a fighter like the Mustang, with a vulnerable liquid-cooled engine and a radiator that only needed one minor-caliber hit to be put out of action, was exactly what was not needed in action over a battlefield in a ground support mission. For VIII Fighter Command, the P-51B was the solution to the problem they had faced since the command first began flying missions. Tests conducted between P-51Bs and captured Bf 109 and Fw 190 fighters demonstrated the Mustang was competitive in ways the P-47 would never be. Above 25,000 feet, the Mustang was superior to the Fw 190 in all flight regimes, only being out-rolled by the early versions of the Wurger, it was more maneuverable than the Bf 109 at all altitudes, and its equal in all other aspects of high altitude performance. Don Blakeslee told Kepner “The Mustang is a long-range Spitfire!” Both Blakeslee and Chesley Peterson begged VIII Fighter Command to let the "Fourth" be the first VIII Fighter Command group to take the Mustang to war.
Johnny Godfrey (l) and Don Gentile after the March 4, 1944 Berlin mission failed due to bad weather. The 4th had adopted their red nose marking on March 1, but Gentile and Godfrey left the front of their spinners white as an identification. Blakeslee told them to have the noses painted by the next mission on March 5. (USAF Official)
No one in England could understand the decision not to send the fighter to the Eighth; the decision had been made in the Pentagon, by officers in Materiel Command who had no knowledge of or dealings with operational realities. The Merlin-powered Mustang was declared a “tactical fighter” because both the RAF and USAAF had decided the earlier, Allison-powered Mustangs would be used in the tactical roles of battlefield reconnaissance, ground strafing and dive-bombing. The decision to send the Mustang to the Ninth Air Force was based on bureaucratic precedent, if it was based on anything.
The first thing VIII Fighter Command did on discovering the Mustang had been assigned to Ninth Air Force was to “go to the top” and get an agreement that, while the group would remain a part of Ninth Air Force administratively, the unit would operate under the control of VIII Fighter Command until the invasion. When they learned that the 363rd Fighter Group, also assigned to the Ninth Air Force, was second in line to receive Mustangs, VIII Fighter Command put the engines of military bureaucracy into overdrive to insure that the rest of the Mustangs went to the Eighth Air Force as they became available. Additionally, the RAF had received P-51Bs, which were called the Mustang III in that service, and was in process of equipping four veteran Fighter Command squadrons with the new fighter. RAF Chief Sir Charles Portal agreed to send these units to support VIII Fighter Command as soon as they were operationally qualified.
On April 8, 1944, Don Gentile became the top-scoring American ace in Europe. On April 13, following his final mission, Gentile made repeated high speed passes for newspaper and newsreel reporters in his Mustang, “Shangri-La.” He struck the center of the Debden runway, which was higher than either end, destroying the Mustang in the process. He then went back to the U.S.A. for a war bond tour. (USAF Official)
The need of the Mustang for over-the-target support was so great that the 354th group participated in their first escort mission over enemy territory on December 5, a record for arrival-to-first mission timing in VIII Fighter Command. The group sent 36 P-51s, again led by Don Blakeslee with group commander Martin flying wing, escorting bombers striking airfields around Bordeaux. The 55th's 34 P-38s flew along with the 354th’s 36 Mustangs for target cover, though the Luftwaffe failed to come up. On December 11, the 354th suffered their first loss during a mission to Bremen, though no enemy fighters were encountered.
On December 13, the 354th celebrated their first month with the P-51 by sending 36 Mustangs to fly target cover over Kiel, their first trip to Germany. The 354th finally met the enemy in combat during the escort mission to Bremen on December 16, and claimed one Bf 110 shot down by 2nd Lieutenant Lt. Charles F. Gumm of the 355th squadron. Colonel Martin led this all-354th mission. On the way home, the 353rd squadron’s 2nd Lieutenant Glenn T. Eagleston became the first pilot to survive bailing out after he managed to get across the Channel and almost to the English coast after his Mustang had been damaged by the rear gunner of a Bf 110 G he claimed as a probable. Fortunately for him, he was spotted by the crew of an RAF rescue launch just as he touched down in the icy waters and was plucked aboard after only five minutes of what he later said was, “The coldest I ever was in my life.”
Debden air station was home of the 4th Fighter Group. It was a pre-war RAF air base, and the 4th was assigned there in 1942 when they were still the Eagle Squadrons of the RAF. (USAF Official)
A third mission to Bremen, on December 20, saw the group contribute 47 P-51s led by Colonel Martin to an escort force of 26 P-38s and 418 P-47s; the 546 B-17s and B-24s made this the largest mission so far in Eighth Air Force history.
Over the target, James Howard spotted three Bf 109s. One made the mistake of pulling up under a B-17 as he completed his gunnery pass, giving Howard the chance to close in from four o’clock. While still out of range, he fired a burst to scare his opponent away from the bomber as the pilot positioned for another attack. Howard rapidly closed the Bf 109 from dead astern. When it filled his gunsight, he fired a two-second burst and it emitted heavy black smoke. Back at Boxted after their return, his wingman, Lieutenant H. B. Smith reported that he saw parts fly off the Bf 109 before the engine exploded and it fell away in an uncontrollable vertical dive. The 354th claimed three victories but suffered their first combat losses when three Mustangs failed to return, including Major Owen Seaman, commander of the 353rd squadron, who went down over the North Sea after his fighter had been damaged over the target.
On December 22, the group escorted bombers to Osnabruck and Münster. The P-51 at this point was not reliable, and suffered numerous instances of engine problems, forcing a pilot to abort the mission, that were later traced to the poor combination of British aviation gasoline and American spark plugs. On this mission, 20 Mustangs were forced to abort due to rough engines.
P-51Bs of the 354th “Pioneer Mustang” group take off from their base at Boxted, England in the Spring of 1944. (USAF Official)
On October 23, 1943, the officers and men of the 357th Fighter Group went aboard the RMS Queen Mary in New York harbor with 11,000 other Allied troops, headed for England. The liner dropped anchor in the Clyde on October 29 and the men of the 357th soon made the acquaintance of the English train system, when they were transported to their base at Raydon Wood in Suffolk. On December 19, a well-worn RAF Allison-powered Mustang II arrived for use in conversion training, In the next ten days, 14 P-51Bs arrived. The 363rd squadron’s Flight Officer Chuck Yeager recalled, “It only took me an hour in one to be convinced I was among the most fortunate pilots in the world, that I was assigned to fly this airplane.”
Air Force bureaucracy again had the 357th and their Mustangs intended for the Ninth Air Force, but this changed in one of the first decisions General Dwight Eisenhower made after his arrival in England as Supreme Commander, Allied Expeditionary Forces (SHAEF). The 357th was transferred to VIII Fighter Command, with IX Tactical Air Command receiving the new P-47-equipped 358th Fighter Group.
The missions in December 1943, had shown VIII Fighter Command could now provide effective cover to the bombers. Paraphrasing Winston Churchill, it wasn’t the beginning of the end, but it was the end of the beginning.
Major James H. Howard (l), CO of the 354th group’s 356th Fighter Squadron was awarded the Medal of Honor for single-handedly defending the B-17s of the 401st Bomb Group from Luftwaffe attack over Ochersleben, Germany, on February 11, 1944, becoming the only fighter pilot in the ETO so honored. (USAF Official)
Symbolic of the major changes coming in VIII Fighter Command, Don Blakeslee took command of the 4th Fighter Group on New Year’s Day, 1944. He told the pilots what he expected of them: "The Fourth Fighter Group is going to be the top fighter group in the Eighth Air Force. We are here to fight. To those who don’t believe me, I would suggest transferring to another group. I’m going to fly the arse off each one of you. Those who keep up with me, good. Those who don’t, I don’t want them anyway.” Steve Pisanos later recalled, “If anyone had any doubts, it was clear from Colonel Don’s statement that the gloves were coming off in 1944.”
On January 11, 1944, former Flying Tiger ace James O. Howard demonstrated what the P-51B was capable of. The weather over central Germany cleared that day, allowing VIII Bomber Command to send 663 B-17s and B-24s to bomb the A.G.O. Fleugzeugwerke A.G. at Oschersleben, the main center of Fw 190 production; the Junkers Fleugzeug und Moterenwerke at Halberstadt, which was producing wings for Ju 88s; and three plants in Brunswick operated by Muhlenbau Industrie A.G. engaged in production of Bf 110s. Only the formation that would strike the Focke-Wulf factory at Oschersleben would have fighter escort in the target area. This was the 354th’s assignment.
1st Lieutenant Willian T. Whisner of the 352nd Fighter Group with his P-51B “Princess Elizabeth” in June 1944. (USAF Official)
Weather over England made take-off and assembly difficult. The enroute weather deteriorated so badly that the 3rd Bombardment Division’s B-17s and the 2nd Bombardment Division’s B-24s were recalled. By the time the recall was made, the B-17s of the 1st Bombardment Division were 50 miles from the target. The leading combat wing of the 3rd Bombardment Division was so deep in enemy territory when the recall was received that its commander decided to continue on to the primary target. With the targets only 60 air miles from Berlin, the Luftwaffe controllers feared the capital was finally the goal of the American force. The Luftwaffe’s reaction demonstrated the Jagdwaffe had lost none of its ability to exact heavy losses on a deep bomber penetration by daylight. Indeed, it appeared they had improved their tactics.
The P-51s of the 354th group rendezvoused with the Oschersleben force to find themselves in the midst of these attacks. Howard, the most experienced pilot in the group, was leading. He later recalled, “We climbed to 25,000 feet through a couple of cloud layers and on a course directly to our rendezvous point. As we crossed the coast of Holland, it was a clear day, with the sun shining brightly. Down below, snow covered the ground. The outside air temperature at my altitude was minus 60 degrees Fahrenheit... As we reached the bomber stream, I realized it was under intense attack by enemy fighters. I saw no friendly fighters.”
After shooting down a Bf 110 G, Howard saw a Bf 109s. “I applied the throttle and raked my guns in his direction from about 150 yards. I could see flashes from my slugs hitting the fuselage. It spewed smoke and fire and spun down out of control.” An instant later, an Fw 190 flew in front of Howard. “I pulled up after it in a chandelle. I was less than a hundred yards behind and ready to let him have it when the pilot suddenly jettisoned his canopy and bailed out.” The battle was far from over, as Howard defended the 401st Bomb Group in what is considered one of the epic fights any American fighter pilot was ever in.
“Snoot’s Sniper,” a P-51B of the 352nd Fighter Group, known as the “Blue Nosed Bastards of Bodney” for the group’s distinctive blue nose marking. (USAF Official)
According to the official account, Howard was up against 36 enemy fighters and was the only American fighter in position to oppose them. He flew straight at them, attacking first one, then another as he twisted and turned for several minutes in their midst. His “one man air force” attack forced the enemy fighters to break away and saved the B-17 formation.
After forcing several enemy fighters to break of their attacks, Howard closed on one of the lead 401st B-17s. He was now down to one working machine gun. “I had already been with the bombers for nearly thirty minutes, and there were still enemy planes around. So I decided to bluff by making feints in their direction to scare them off. I still had the one gun working.” Howard chased away a persistent Ju 88 three times before the enemy dived away for good. “After the Ju 88 finally dived away, I saw no more enemy planes. So I set course for England, picking up a couple stray P-51s as I did.”
The 354th claimed 18 destroyed, eight probably destroyed and 16 damaged, with no American losses. The actual losses for the three formations that bombed targets were 60 missing and presumed shot down by fighters or flak. Howard himself claimed two destroyed, two probables and two damaged.
On February 14, each of the Fourth’s three squadrons received a P-51B when the fighters were delivered to Debden. Blakeslee informed the pilots he expected all to check out in the new fighter between flying combat missions. There would be no down time to permit pilots to transition en masse.
The Mustang was so easy to fly that little thought was given to extensive conversion training before entering combat. When the 352nd Fighter Group received their new Mustangs on April 7, 1944, pilot Robert “Punchy” Powell remembered, “We were coming back from a mission and when the field came in sight, we saw all these P-51s parked there.” On landing, Powell was informed by his crew chief that he was expected to take one of the Mustangs for an initial flight in 30 minutes. Powell was surprised and initially resisted the idea of not even studying the flight manual. “But that’s what we did. Our engineering officer showed me how to start it, and the next thing I knew, I was at 15,000 feet. To get the feel of it, I did some tight turns, a chandelle in both directions, and a barrel roll. I tested the stall by putting the wheels down, cutting power and bringing the nose up till she stalled. I was surprised by how stable it was. I went back and landed and we flew our first mission in the new planes the next day.”
Berlin had been listed as an especially suitable target in USSTAF’s (United States Strategic Air Forces in Europe) original assignment of priorities issued in January. The purpose of attacking Berlin was not just to destroy the several important industries located within the city, or to shake the enemy’s morale. The desire was to goad the Luftwaffe into defending a target, so the defenders became targets of the fighters escorting the bombers, inflicting losses of pilots as well as aircraft. If there was a target the Germans could not ignore regardless, Allied planners believed it was Berlin.
Since January, the P-51's range had been extended. The P-51 with two 75-gallon tanks had an escort range of 650 miles, and with two 108-gallon tanks that range was 850 miles, no target in Germany was out of range. The only holdup was a bottleneck in the supply of P-51s.
By March 1, VIII Fighter Command had a second Mustang unit, the 4th Fighter Group flying their first Mustang mission on February 28. There were now some 150 P-51s available to the 354th, 357th and 4th groups. The airplanes were still not fully reliable as the “bugs” were worked out and changes made on the production line. North American opened a second production line for the fighter in their Dallas, Texas, factory in addition to those produced in Los Angeles.
The weather that had closed in at the conclusion of Big Week didn’t really open up all that much through the month of March. It took three tries to get the maximum force over Berlin.
“Li’l Kitten” a P-51B assigned to the 357th Fighter Group, the first Mustang-equipped group assigned to VIII Fighter Command. The “Malcolm hood” the fighter is equipped with greatly improved the pilot’s visibility from the cockpit. (USAF Official)
On March 3, the first Berlin mission was launched, but the bombers ran into steadily worsening weather over the North Sea. On March 4, 29 B-17s of one combat wing got through the weather and bombed the Berlin suburb Klein Machnow, but the rest of the force had to turn back or bomb targets of opportunity in the Ruhr. Steve Pianos later remembered, “Eight Mustangs from our squadron and almost an equal number from the other two squadrons had to abort for various mechanical problems.” Finally, March 6 saw the Eighth Air Force over Berlin, the 354th managed to arrive with 33 P-51s after suffering 15 aborts, led by James Howard; they claimed eight. The 357th claimed 20 victories, the group’s first “Big Day.” The Fourth claimed 15. Of the more than 600 bombers that hit the city, over 60 were lost. The Eighth returned to Berlin on March 8 with 623 bombers escorted by 725 fighters; 37 bombers and 18 fighters were lost. On the third mission, flown on March 11, the defenders didn’t show up. Eighth Air Force replaced their losses by mid-month. The Luftwaffe never replaced their crucial losses of experienced pilots.
Allegedly, after the war, when he was questioned by American interrogators at the Nuremberg War Crimes Trial, Reichsmarschal Hermann Göring said "When I saw Mustangs over Berlin, I knew the jig was up." Whether he said that to his interrogators or anyone else is open to question, but the fact that American fighters did show up over Berlin, the capital of Nazi Germany on March 6, 1944, with the Luftwaffe failing to appear on March 11, was proof that the only question remaining was how long the Second World War would last. The winners were already known.
“Monoplan de chasse allemand”
Fokker E.III 196/16 (serial no. 488) was the first machine of this type to fall almost undamaged into the hands of the French. The plane was captured on April 10, 1916, at Courmelois. Photo: Reinhard Zankl
Text: Jan Bobek
Fokker's Eindeckers, also known as monoplanes, were not revolutionary in their design. However, by mid-1915, they had surpassed their rivals by incorporating a machine gun with synchronized firing through the propeller arc. Understandably, the Allied forces were keenly interested in obtaining an undamaged Fokker E for examination.
When the legendary French aviator Roland Garros of Escadrille MS 26 was captured on April 18, 1915, the Germans discovered a machine gun, installed on his Morane Saulnier G fighter, designed to fire through the propeller arc, alongside metal wedges on the propeller blades. These wedges (in most cases) deflected projectiles to the side if the blades were hit by fire. The German Idflieg promptly decided it was necessary to equip their own aircraft with a similar device. To their surprise, they found that Anthony Fokker had already developed a superior technical solution, which was relatively advanced. Contrary to the legend that the synchronization device was designed within 48 hours, Fokker's team had been working on this solution for approximately six months. Fokker based his design on a patent by Swiss engineer Franz Schneider, which was published in full in Flugsport magazine in September 1914.
The British secured an undamaged Fokker E.III two days before the French. The machine 210/16 (serial no. 509) landed on April 8, 1916, at the airfield near Renescure. In this picture, it already bears British insignia. All other photographs in this article depict machine 196/16 (serial no. 488). Photo: L'Argonnaute
Fokker's new fighter monoplanes entered service with the E designation for Eindecker mit MG, meaning a monoplane equipped with a machine gun. The Fokker A.III and E.I entered combat service from the summer of 1915. Their mission was to engage enemy aircraft penetrating German territory and to provide escort for their own multi-seat machines. Occasionally, the “Fokkerpilots”, as their pilots were known, targeted observation balloons as well. However, they had to be cautious not to be forced to land in enemy territory. The Fokker Eindecker, inspired by the Morane Saulnier G, did not introduce revolutionary features in terms of manoeuvrability, rate of climb, or speed. Its primary advantage laid in the synchronization device, it was thus crucial to prevent it from falling into enemy hands.
The Eindeckers' combat tactics and efficiency proved to be a nasty surprise for their enemies. Aircraft losses on the side of the Entente were increasing significantly, while the tactics employed by the Fokker pilots were gradually evolving. This period became known as the “Fokker Scourge.” In January 1916, the RFC command had to issue an order directing that reconnaissance machineswere to be escorted by three other aircraft in close formation to enhance defences. The order explicitly stated that the reason for this measure was the presence of Fokkers operating in groups of three and four aircraft.
Immediately after the emergency landing, monoplane 196/16 (registration No. 488) garnered considerable interest from French soldiers. Photo: L'Argonnaute
Photo: L'Argonnaute
The technical design of the rear-view mirror mounting is noteworthy in this photo. Photo: L'Argonnaute
The British had several synchronization systems at their disposal: the Vickers-Challenger, Scarff-Dibrovski, Sopwith-Kauper, Ross, and Arsaid. Similarly, the French could utilize the Alkan system. However, a challenge arose as these devices were originally designed for the relatively heavy Vickers-Maxim type machine guns equipped with belt-fed magazines. The Royal Flying Corps and the French Air Service, on the other hand, favored the lighter Lewis machine guns with drum magazines.
The Germans managed to keep the secrets of their Fokkers well-guarded for quite a long time, until April 1916. However, everything changed in a matter of days. Firstly, one undamaged machine fell into the hands of the RFC on April 8. This occurred due to an inexperienced pilot who was flying a brand new E.III 210/16 (c. n. 509) to his unit. Accidentally flying to the enemy side of the front, over surprised Australian soldiers and flawlessly landed at a British airfield. Subsequent comparative tests with the Morane Bullet revealed the Fokker to be inferior to its opponent in all parameters, and the myth of this German bogeyman began to dissipate. Today, this aircraft is on display at the Science Museum in London.
Immediately after landing and capturing the pilot, French soldiers obscured the markings on the upper surfaces of the Fokker with branches. In this photo, and the next one, this can be seen on the left wing. Photo: L'Argonnaute
In this photo, the marking 196/16 (serial no. 488) can be seen on the left side of the fuselage. Although this was a new machine when it fell into French hands, the marking on the right side of the fuselage has been partially removed. Photo: L'Argonnaute
According to some authors, the German airman in question should have been Gefr. Johann (Hans) Hvüres from FFA 5 or from the Bavarian aviation unit FFA 5b. However, no aviator by this name is listed in the casualty summary in the contemporary press. This is likely a mistake, as a pilot with a similar name, Uffz. Hans Hviires, was killed on April 26, 1916, along with his observer Lt. Georg Jesko von Puttkamer. Their aircraft, an LVG C from FA 5, was attacked by a Nieuport 16 flown by test pilot and future fighter ace Lt. W. J. C. Kennedy-Cochran-Patrick of No. 1 Aeroplane Depot in Saint-Omer. The German crew was attacked three times in total, and after the machine crashed at Flêtre, the airmen on board showed no signs of life. The identity of the Fokker pilot who flew over the front and smoothly landed at the enemy airfield on April 8, 1916, with 210/16 remains unclear.
The second almost undamaged Fokker E.III fell into the hands of the French Air Service just two days later, on April 10, 1916, under equally strange circumstances. The event also had several eyewitnesses, and there were even two photographers present at the scene of the incident. One of them, Jacques Tournadour d'Albay enjoyed, besides taking his colleagues' portraits in the manner of a professional reporter, to capture events not directly related to his missions within the 11e régiment du génie (Engineer Regiment). Be it the aftermath of a dogfight in April 1916, a machine gun demonstration in the presence of authorities four months later, or even a cooking contest in The Somme during September of the same year, these episodes were thereby the objects of genuine photographic reports.
Transporting the partially dismantled aircraft from the emergency landing site. This is likely machine 196/16 (serial no. 488). Photo: Greg VanWyngarden
Fokker E.III 196/16 (serial no. 488) was apparently photographed on April 10, 1916, during transport from Courmelois to Châlons, where it was displayed to the public the following day. Photo: L'Argonnaute
Gustave Douchy of Esc. N 38 stands in front of a fighter aircraft Spad XIII. He claimed his first victory on April 10, 1916, during a duel with the pilot of Fokker E.III 196/16 (serial no. 488), but his kill was not confirmed. This apprentice blacksmith and former aircraft mechanic achieved his first confirmed victory on May 5, 1916, and by June 1918 had added eight confirmed victories to his account, with a further eight not recognized. Photo: Gallica
On April 10, 1916, while participating in the establishment of a floating bridge across the canal from the Marne to the Aisne, Jacques Tournadour d'Albay witnessed a dogfight opposing a French biplane to a German Fokker, after which he took several pictures of the German Fighter.
“We're going to work. During lunch (on the bank), we're flown over by a French biplane pursuing a "Boche" aircraft. A few minutes later the “Boche” comes back, stutters and lands near Courmelois. The French descends quickly and rolls over. The airman injured his knee. The Fokker's pilot and his aircraft are unharmed. It's a Fokker E.III N° 196/16, propeller type Gnome 2,46m pitch 0,25. I take a few pictures.” Thus he recounts the event on April 10, 1916. Let's also add that the propeller was, in fact, produced by company Garuda, as evident from both the technical report and the photos.
Nieuport 10 (833) of Esc. N 38, crewed by Sgt. Gustave Douchy (pilot) and S/Lt. Francois Roederer (observer), after a failed landing in a field near Courmelois on April 10, 1916. Photo: L'Argonnaute
The original archive photo is credited with the note that the Nieuport crashed near the Fokker E.III serial no. 488. Photo: L'Argonnaute
This photographer's notes clarify the until then unresolved question of where the overturned Nieuport seen near the Fokker in the photos came from. The pilot of the Fokker supposedly was Uffz. Anton Rösler (Rössler) of FFA 22. He had been at the front for a short time, having been assigned to the unit on March 15, 1916, but had already endured three aerial battles and forced one French aircraft to land. His Fokker E.III 196/16 (c.n. 488) was brand new and had left the factory in Schwerin on March 26. On the fateful April 10, just before 11 am, he engaged in a dogfight with a Caudron from Esc. C 28 and was then fired upon by anti-aircraft gunners from the 7e section d'autos-canons de DCA. He was subsequently pursued by a Nieuport 10 of Esc. N 38, crewed by Sgt. Gustave Douchy (pilot) and S/Lt. Francois Roederer (observer). When they saw that the Fokker was landing on French territory, they attempted to land next to it and preventits pilot from setting the valuable aircraft on fire. However, upon landing, they overturned. Although their victory was not verified, Douchy later became a fighter ace with nine confirmed kills.
A series of photographs from Courmelois showing Uffz. Anton Rösler of FFA 22, presumably before marching into captivity at Châlons. Photo: L'Argonnaute
There were enough French soldiers on the scene to prevent Rösler from damaging or even destroying the Fokker. The captured pilot initially refused to talk, but after marching 30 kilometers and enduring 48 hours without food in the prison in Châlons, he began to answer questions at the headquarters of the 2nd Army. Apparently, it was from this statement that the information emerged that his unit was a Fokker Kampfstaffel A, and he took off on a combat flight from an airfield west of Rethel. However, it seems that he deliberately provided incorrect information, as his actual unit was Feldflieger Abteilung 22 in Vouziers. He claimed that he was not shot down but had to land due to an ignition failure. Upon examination of the aircraft, it was found to have several hits in the wing, one hit in the propeller, and the fuel tank had also sustained damage from a projectile. The Fokker was equipped with a 100 hp Oberursel U.I engine.
Aircraft 196/16 was exhibited in Saint-Mémmie on April 11, 1916, then the French authorities transferred it to the air park in Saint-Cyr. During the summer of 1916, it was located at the Pau flight school. It was adorned with French insignia, but during trials at the research facility, it sustained damage due to a malfunction of the synchronization equipment. The subsequent fate of this aircraft remains unknown to me.
In this photo taken on May 30, 1916, a delegation from the Russian Parliament inspects Fokker E.III 196/16 (serial no. 488) at the air park in Villacoublay. Photo: L'Argonnaute
There is no further information available regarding Anton Rösler, again in the case of this pilot, his name cannot be found in the contemporary list of losses, which was yet meticulously maintained. Considering the scarcity of information regarding both pilots, the loss of these two closely guarded military aircraft within two days raises intriguing questions, to say the least.
I would like to express my gratitude to Messrs. Ian Boudoulec, Gregory VanWyngarden, and Reinhard Zankl for their invaluable assistance in the preparation of this article.
Sources:
CONY, Christophe. Mission sans retour - Le « fléau Fokker » enfin démasqué! Avions N.237
BAILEY, Frank W.; CONY, Christophe. The French Air Service War Chronology 1914-1918. Grub Street: 2001
FRANKS, Norman; BAILEY, Frank; DUIVEN Rick. Casulties of the German Air Service 1914-1920. Grub Street: 1999
GRAY, Barry; HENSHAW, Trevor; DAVIS, Mick; KELSEY, Mike. De Havilland DH2 and the men who flew them. The Great War Aviation Society: 2022
HERRIS, Jack; SCOTT, Josef. Fokker Aircraft of WWI Volume 2 Eindeckers. Aeronaut Books: 2021
MÉCHIN, David. The WWI French Aces Encyclopedia Volume 3 Coudouret to Fonck. Aeronaut Books: 2021
RACINE, Olivier. Jacques Tournadour d’Albay (1885-1963) - Médecin militaire et photographe dans la Grande Guerre. ECPAD: 2012
RYHEUL, Johan. KEKs and Fokkerstaffels; Fonthill Media Limited: 2014
VAN WYNGARDEN, Greg. Early German Aces of World War 1. Osprey Publishing: 2008
The Last Flight of L-39C Albatros 0440
L-39C coded 0440 (Serial Number 395306) during service st Náměšt nad Oslavou. [Photo: Milan Simr]
Text: David Sochacký
(Photo: unless specified otherwise, the Author’s and Tomas Dedera Archives)
I am writing this summary on the request of a friend, mechanic and modeller. With respect to the fact that it pertains to our own activities, I will refrain from naming names, since I am not sure that my former colleagues would be agreeable with their printing. Furthermore, I must admit that I am describing an event that took place some fourteen years ago, and I cannot locate my copy of the investigation report conclusions, resulting in my going strictly by memory. I have recounted this story so many times to so many people, that I suspect that some deviation from the actual reality of it is unavoidable. So, please forgive me if the following recount is less than perfect.
It was Monday, July 12, 2010 and a hot summer day was expected, and the Flight Training Center (CLV) in Pardubice had scheduled a standard flight regime for this day. At that time, the rule was followed that if the air temperature rises above 33°C, flying was postponed. The temperature was rising quickly, so we held off on flights for a bit.
By this time I was in my second year of training at the CLV and our average logged flight time in the L-39C was about 300 hours per pilot. It was generally expected that we would be posted to our parent unit at the end of the year and our training would slowly transition to a maintenance phase. This required a lot of repetitive tasks. On that given day, we were to perform some air combat with planned maneuvers, with me acting as the target and my colleague and friend in the role of intercepting fighter. According to the applicable CLV rules, an instructor pilot had to be on board the ‘target’ aircraft at all times. The three of us held off with our flight until the mercury began to drop again. Around three o'clock in the afternoon, the air temperature reached its maximum and began to gradually decrease, so we began to prepare for the flight.
‘Forty’ in its final form in front of the hangar of the Aviation Training Center in Pardubice. This photo was taken about a month before the crash.
The pair took off at 1600h local time, and ‘Forty’ (as we affectionately called the airplane coded 0440) was one of the so-called ‘lazier’ machines, so it flew as the target and at the same time led the pair to the training zone. Our training area was known as ‘Oscar’ and ‘Mike’ within the Pardubice TMA (Eastern) jurisdiction. Immediately after arriving in the zone, we took up our positions and the simulated combat began. The task of the target in this type of exercise is to perform prearranged escape maneuvers, while the fighter, on the other hand, had the task of maintaining his advantageous position in the rear hemisphere of the target and continuously creating necessary conditions for a cannon engagement. Essentially, it’s a sort of a dual higher level aerobatics.
The weather was almost perfect and after a while I realized that I had an instructor pilot behind me who would definitely like to ‘fight’ too, so I asked him if he wanted to fly around a bit. It was clear to me that he would not refuse the offer, because sitting in the back is sometimes boring. I handed over control of the aircraft and, for a change, I was enjoying myself and all I had to do was watch the time and fuel. Everything went according to plan, my colleague in the fighter role fought like a lion and even did not allow such an experienced pilot as my instructor to get the better of him. I watched the fuel dwindle and we agreed to do one more maneuver before we headed for home. A couple of vertical climbs followed to stay out of the sights of the guy behind with a transition to scissors (alternating horizontal turns at relatively low speeds), and my mood was approaching a very relaxed state. Out of nowhere, there were two loud metallic bangs coming from the engine bay.
L-39C coded 0440 in 2003, during service with the 222nd Training Squadron at Base 22 of the Czech Air Force at Náměšt nad Oslavou. [Photo: Milan Simr]
I shifted my view to the instrument panel to see what was going on. My instructor, who was famously calm, said nonchalantly into the intercom: ‘probably the engine’. At the same moment when the red lights on the panel began to light up, the radio from the plane behind us said in an excited voice: ‘You're on fire, your engine is on fire!’. White smoke and a column of sparks flowed from the engine's exhaust nozzle. Although I was not in control at the moment, I reached for the engine control lever, slid it to the STOP position, immediately shut off the fuel supply and pressed the fire extinguisher button, exactly as we had learned from emergency procedure drills. It did not help. ‘You're on fire, you're still on fire,’ number two radioed. Just to be sure, I pressed the fire extinguishing button a few more times, even though I knew that the extinguishing system could only be activated once. That was the moment I was really scared like never before and if it wasn't for the instructor in the back seat, I probably wouldn't have dealt with anything more and would have punched out regardless of everything else.
L-39 0440 in the care of ground personnel of the CLV at Pardubice.
Fortunately, the situation calmed down and the engine finally stopped burning. We were at 7000 ft, everything on board was working except the engine, but our landing strip was 30 km away. ‘I won't make it to the field’, said the instructor, who was still flying the plane, over the intercom, as if apologizing to me for the situation in which we found ourselves. ‘Prepare for ejection’ was his next order. I tightened all the straps that bound me to the seat and, by extension, to the parachute. This was followed by a roughly two-minute phase of relatively calm gliding, during which we reported an emergency on the correct frequency, the second aircraft was behind us the whole time communicating with the tower. The direction of our flight was a wooded area northwest of the village of Borohrádek designated for such situations, however, it soon became apparent that we would not be able to make it that far either. ‘So get ready...NOW, get out of here’. I straightened up in the seat, put my head in the headrest, squeezed the catapult handles with both hands, clenched all my muscles and pulled on the handles…
It took about a second to be out of the airplane. I remember how the canopy blew away and the rush of warm air when the seat started to move. Everything worked correctly and I was parachuting somewhere between a field and a meadow. Meanwhile, my instructor remained in the cockpit, having to rebalance the aircraft as a relatively large amount of mass disappeared from the front after my ejection. My exit from the plane took place at a height of approximately 1000 meters above the ground, while the instructor pilot ejected at approximately 300 meters, only after he made sure that the impact of the plane on the ground would be in an uninhabited area. We both escaped relatively unscathed. The pilot of the second plane also enjoyed a great workload, not only shadowing us the whole time and communicating with the tower, but after the plane hit the ground, he recorded its position for the benefit of the subsequent rescue operation. At the same time, he had to fight not only with obvious stress, but also with a lack of fuel. Fortunately, after circling the crash site a few times to make sure we were alive, he returned to base and landed safely.
The last photograph of Albatros 0440, taken from the gun camera of the ‘attacking’ aircraft during simulated combat on July 12, 2010.
My decent with the parachute was definitely not a textbook event, and while trying to control the parachute, I began to bounce around like crazy and I hit the ground like a sack of rice. Immediately after landing, I turned on my phone and called my wife and the base that I was okay. I spread the orange canopy of the parachute over the ground so that it was clearly visible from the air. It didn't take long for a pair of JAS-39 Gripen aircraft from the NATINAMDS standby system to fly over the crash site. A few minutes later I saw first the yellow air ambulance helicopter and then the blue police helicopter. They landed at the crash site, which was about two kilometers away from me, and then headed in my direction. They landed in a meadow a hundred meters from my position. In addition to the rescuers, my instructor also welcomed me into the helicopter. He was in a good mood as always. We shook hands with obvious relief and it dawned on me that despite all the bad luck, it actually turned out really well.
The bottom line of the accident was one destroyed aircraft and minor material damage to the forest cover, but no one was injured, which is probably why I can remember this event with a smile on my face. After all, it was an important experience and it did not affect my love for flying in a negative way.
A view of the crash site near Holice in Eastern Bohemia, taken from the rescue helicopter.
Putting out the fire after the crash. (Photo: iDnes)
Air War in Ukraine
Ukrainian Mi-8 helicopters at forward bases.
Black Month for Ukrainian Air Force and Air Defense
Text: Miro Barič
After capturing Avdiivka last month, the Russian advance significantly slowed down from March 1 to March 31. Following heavy losses, they had to rebuild the offensive potential of their units. However, they resumed their pressure at the end of March. The Kremlin was in a hurry to take advantage of the time before Ukraine received the expected assistance.
During this period, the blocking of American military aid for Ukraine by Republican congressmen continued. Europe also significantly delayed its deliveries, and promises could not stop Russian tanks and aircraft. A bright spot was the Czech initiative to purchase artillery ammunition from countries outside Europe. Around 20 countries joined this initiative, providing funds for ammunition purchases. However, it will take some time to deliver the ammunition to the front.
During this period, Ukrainian troops not only lacked artillery and mortar shells but also began to run out of missiles for air defense systems and other ammunition. This factor contributed to Russians inflicting higher losses on Ukrainian equipment than before. Russian reconnaissance drones operate deep in Ukrainian territory practically without resistance, identifying targets that are then engaged by artillery, missiles, or attack drones.
During this period, Russians achieved their first confirmed destruction of an HIMARS rocket launcher. Lancet drones also destroyed the second wheeled self-propelled howitzer Zuzana 2 out of approximately ten pieces that Slovakia had delivered so far. However, the most serious loss was part of a Patriot air defense battery. Ongoing Russian glide bomb attacks forced Ukrainians to risk moving their air defense systems closer to the front line. The risk did not pay off, and on Saturday, March 9, a video surfaced showing a Russian attack on a Patriot battery convoy. The convoy had stopped during transit, and its commander was awaiting further orders. Before orders arrived, Russian drones spotted the convoy and guided an Iskander ballistic missile towards it. Ukrainian armed forces did not comment on this attack or the extent of the damage, but it appears that two or three launching devices and one technical support vehicle, likely a power generator, were destroyed. According to unofficial sources, crews of destroyed vehicles lost their lives.
Ukrainian Losses
The Ukrainian Air Force also suffered significant losses during this period. On Friday, March 8, a MiG-29 was shot down near the village of Shevchenko in the Pokrovsk district of the Donetsk region. The Ukrainian aircraft was hit by an R-77 missile from a patrolling Russian Su-35S fighter. The MiG-29 caught fire after being hit and fell almost vertically to the ground. The pilot failed to eject. Lieutenant Colonel Andriy Tkachenko of the 114th Tactical Aviation Brigade was killed.
On Tuesday, March 12, Russians managed to intercept three Ukrainian helicopters from the 12th Independent Army Aviation Brigade at a forward base near Novopavlivka in the Dnipropetrovsk region. They attacked with cluster munitions. Two Mi-17V-5 helicopters were destroyed, while the third Mi-8MT escaped. Two Ukrainian pilots, Captain Yaroslav Kava and Captain Andriy Bakun, lost their lives.
In the Kherson region in southern Ukraine on Sunday, March 17, another Ukrainian Mi-8 helicopter was shot down by portable rockets. The burning aircraft continued flying low above the ground, and two crew members jumped out, surviving with injuries. The pilot who enabled them to jump, however, did not survive. He was Vitaliy Plekha from the 16th Independent Army Aviation Brigade.
On the opposite side of the battlefield, near Lukashivka in the Sumy region in northern Ukraine, near the border with Russia, a Mi-24 helicopter was shot down on the same day, March 17. Russian soldiers managed to hit it with a portable missile, reportedly a 9K333 Verba. At least one crew member did not survive the subsequent crash. This incident was related to helicopter operations and its loss, tied to the activities of Russian volunteer units fighting on Ukraine's side. They comprise a diverse mix of individuals with various motives – from Russian right-wing extremists to minority members seeking independence from Russia. In the past, they have made several forays into Russian border villages, but always quickly withdrew back into Ukrainian territory. This time was different. Russian legions, supported by tanks, occupied at least two villages and fought on Russian territory for a whole week. One of these villages on Russian soil, Kozinka in the Belgorod region, was completely destroyed by bombing and artillery. This was intended to prevent Russian volunteers fighting on Ukraine's side from establishing a permanent presence there.
Debris of a Ukrainian Mi-24 helicopter shot down on March 17 near Lukashivka in the Sumy region.
Ukrainian MiG-29 shot down on March 8 near the village of Shevchenko in the Donetsk region.
Series of shots documenting a Russian attack on three Ukrainian helicopters at a forward base near Novopavlivka in the Dnipropetrovsk region, where two aircraft were destroyed on March 12.
Russian drone Lancet hit a Ukrainian L-39 Albatros at Kulbakino base in the Mykolaiv region on March 20.
Crash of a Ukrainian Mi-8 helicopter in the Kherson region on March 17. Two crew members managed to bail out, but the aircraft commander perished.
Illustrative photograph of Ukrainian Mi-17 helicopters.
Ukrainian Mi-8 helicopters at forward bases.
Ukrainian Mi-24P helicopter under the care of ground personnel and its pilot in action.
Originally Czech Mi-24 helicopter in Ukrainian service.
Slovak Mi-17 helicopter in Ukraine. Originally numbered 0847.
Second Black Hawk
During these operations on Russian soil, Ukrainian military intelligence (GUR) used two Black Hawk helicopters. It was previously known that only one was in Ukrainian service. The first helicopter is a former U.S. Army UH-60A, originally serial number 80-23439, which received civilian designation N60FW after being retired from military service. The machine underwent a general overhaul and modernization by Ace Aeronautics from Alabama. The helicopter retained its civilian blue and black coloring, which made it identifiable. The second Black Hawk has an overall green color, Ukrainian national symbols on the sides, and white identification stripes on the tail. It bears the emblem of military intelligence aviation and the number 0420 on the nose. The Ukrainians likely obtained it from one of the private companies in the West.
The last known loss during this period was a strike on a training L-39 Albatros aircraft at Kulbakino base in the Mykolaiv region. It was destroyed there by a Russian Lancet drone, and the video was released on Wednesday, March 20. It is unknown whether it was an airworthy aircraft or a decoy. Albatros was covered by a protective netting at the base, suggesting it could have been an operational aircraft. However, such netting increases the realism of a decoy.
Ukrainian military intelligence now operates two Black Hawk helicopters.
Russian Losses
During the observed period, the Russian Air Force lost one Su-27 fighter jet, which crashed into the Black Sea near the port of Sevastopol in occupied Crimea on Thursday, March 28. The burning aircraft spiraled down, and although the circumstances of its loss are unknown, it likely fell victim to its own air defense. The pilot ejected and survived.
Not directly related to the war in Ukraine was the loss of an Il-76 transport plane on Tuesday, March 12, near Ivanovo Severny Air Base, approximately 250 km northeast of Moscow. An engine fire broke out during the flight, and the engine later detached completely. The pilots attempted to reach the airport, but the aircraft crashed into the forest. All 16 people on board perished – eight crew members and eight passengers, who were members of another crew from the 117th Military Transport Aviation Regiment.
In Transnistria, a breakaway region of Moldova, the Russian army lost a Mi-8 helicopter marked with "yellow 04" on Sunday, March 17. However, this incident was the result of Russian provocation. Kremlin propaganda released a video claiming the helicopter exploded after being hit by an enemy drone. In reality, the helicopter had long been decommissioned and had been stationary for years. It was destroyed by an explosive device placed on board, and the drone footage was poorly edited.
Russian Su-27 fighter crashed into the Black Sea near Sevastopol port in occupied Crimea on March 28.
Two crews perished in the crash of an Il-76 near Ivanovo Severnyj base in Russia on March 12.
Mi-8 helicopter "yellow 04" in a photo from the Transnistrian Ministry of Defense during its operational service.
Mi-8 helicopter "yellow 04" after being destroyed. It was a Russian provocation; the helicopter had been parked in one place for years.
Ships at the Bottom
Further losses were suffered by the Russian Black Sea Fleet. On Tuesday, March 5, the patrol ship Sergei Kotov from the Project 22160 class fell victim to a concentrated attack by a swarm of Ukrainian drones. This was a new ship that entered service only in July 2022. It was 94 meters long with a displacement of 1,700 tons. Onboard, it carried a 76mm caliber gun and machine guns. It could also carry Kalibr missile containers. Near Feodosia in Crimea, it was struck by multiple drones and sank. Along with it, a Kamov-type helicopter (Ka-27 or Ka-29), standard equipment for ships of this class, likely also went down.
The crew of the Sergei Kotov defended themselves with automatic weapons, but to no avail. BBC interviewed the commander of the Ukrainian intelligence unit that controls drone operations, responsible for the sinking of five Russian ships. Russian sailors use tracer ammunition to aim better at night. However, this also aids drone operators in evasive maneuvers because they can see where the Russians are shooting. Magura V5 drones have a range of 800 km and carry 250 kg of explosives. Their flat shape does not protrude high above the water. Made of plastic, they are harder to detect by radar and emit little heat, making them undetectable by thermal cameras. Operating at a speed of 80 km/h and measuring only six meters long, their presence at night is difficult to detect. During a single attack, multiple drones coordinate, increasing the likelihood of hitting targets. The entire operation lasts several days as drones cover distances of hundreds of kilometers. Operators must maintain control throughout. Consequently, operators are exhausted after the operation and require breaks for rest.
The ship „Sergei Kotov“ became a target of the Ukrainian naval drones on March 5. The helicopter carried on her deck likely sank with it.
On Sunday, March 24, the Ukrainian Air Force conducted a massive Storm Shadow / Scalp-EG cruise missile attack on occupied Crimea. The communication center of the Russian Black Sea Fleet was destroyed. Three ships in Sevastopol harbor were damaged. The landing ship Jamal listed heavily after being hit and was towed into dry dock. The second landing ship Azov was likely only slightly damaged after a missile missed and exploded on the pier next to it. The spy ship Ivan Churs narrowly avoided one hit as a missile struck the pier behind it, creating a large hole in the deck. Satellite imagery reveals these observations, but the full extent of the damage is unknown. Belbek Airport was also targeted, with Ukrainian sources claiming three Su-27 fighters were hit. One was destroyed, and two were damaged. However, this claim could not be verified.
In addition to Scalp-EG missiles, Ukrainians also use another French weapon. In January, French President Emmanuel Macron promised hundreds of AASM HAMMER guided bombs to Ukraine. They were first used in early February, and in March, footage of MiG-29 fighters with these weapons emerged.
AASM stands for Armement Air-Sol Modulaire, meaning Modular Air-to-Ground Weapon. The significance of the second abbreviation, HAMMER, is Highly Agile Modular Munition Extended Range. It is a kit that transforms ordinary unguided bombs into highly precise weapons. A guidance module is attached to the bomb's nose, and a rocket motor is attached to the rear. The basic kit is intended for 250 kg bombs, with a range of over 70 km after release. Ukrainian MiG-29 fighters carry them on special racks previously used for similar weapons like JDAM ER.
Destroying the Infrastructure
In addition to military targets on the front, Russia also attacked civilian infrastructure in the hinterland during the observed period. On Thursday, March 21, Kyiv and Kharkiv were targeted by 29 cruise missiles and two Kinzhal and Iskander-M missiles. Ukrainian defenses intercepted all missiles, but falling debris caused damage, resulting in five deaths in Kharkiv.
This attack was likely a test to ascertain the current positions of Ukrainian air defenses. On Friday, March 22, a much larger attack occurred, the largest since the war began. One hundred fifty-one missiles and drones targeted critical Ukrainian infrastructure, with defenses intercepting only 92 – mostly drones and cruise missiles. Russia deployed 12 Iskander-M missiles, seven Kinzhal missiles, five Kh-22 missiles, and 22 S-300 missiles in ballistic mode. All 46 missiles hit their targets, partly because they avoided areas covered by Patriot systems. For example, the largest Ukrainian hydroelectric power plant on the Dnieper River in Zaporizhia was hit by ten missiles, destroying the plant, which will take years to repair.
On Saturday, March 23, Russians took a minor break, sending only about 30 Shahed drones, most of which were shot down. On Sunday, March 24, they launched nearly 60 missiles and drones. One missile penetrated the Polish airspace, spending 39 seconds there before turning back. This has happened several times in the past. Russia likely aims to use Polish airspace to attack the Lviv area from an unexpected direction. Consequently, the Polish Ministry of Foreign Affairs summoned the Russian ambassador, who declined to appear.
Night battle of the Ukrainian 126th Territorial Defense Brigade against drones.
Ukrainian police securing debris from a downed Shahed drone.
Russian missiles on March 22 destroyed the largest Ukrainian hydroelectric power plant on the Dnipro River in Zaporizhia.
Ukrainians use these mock ups as decoys.
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Info EDUARD