Info EDUARD

Monthly magazine about history and scale plastic modeling.

07/2021

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    Vol 20, July 2021Vol 20, July 2021
    ISSUE 137
    INFOINFO
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    INFO
    EDUARDEDUARD
    ISSUE 137
    © Eduard - Model Accessories, 2021
    FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!
    This material may only be used for personal use. No part of the text
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    permission of Eduard - Model Accessories and authors involved.
    Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.
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    eduardeduard
    EDITORIAL
    JULY 2021
    KITS
    HISTORY
    BRASSIN
    PHOTO-ETCHED SETS
    BIGED
    RELEASE
    BUILT
    ON APPROACH
    July 2021
    August 2021
    WILDE SAU Episode two: Saudämmerung Limited edition 1/48
    ADLERANGRIFF Limited edition 1/72
    Fw 190A-8/R2 Weekend edition 1/48
    MiG-21bis Weekend edition 1/48
    Bf 109F-4 ProPACK 1/48
    Spitre Mk.IXc ProPACK 1/48
    Bf 109G-6/AS Weekend edition 1/48
    Spitre Story: Tally Ho! 1/48
    Tempest Mk.V Series 2 1/48
    Bf 109G-6 early version 1/48
    CONTENTS
    GELBE EINS
    WILDE SAU: a Short history
    WILDE SAU: Stories
    HOW I MET ZDENEK SEKYRKA
    TAIL END CHARLIE
    Published by Eduard-Model Accessories, spol. s.r.o.
    Mírová 170, Obrnice 435 21
    support@eduard.com www.eduard.com
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    Dear Friends and Modellers,
    The news from the front, as you know, is
    ever changing. The same holds true for
    us here. The moment I wrote in the last
    issue of our monthly newsletter the da
    -
    tes for E-day, damned if it didn’t change.
    The new date of the show is October
    1st and 2nd, 2021. Write it down…may
    -
    be if enough of us do, it wont change
    again. The original date had a monkey
    wrench thrown in, in the form of ano
    -
    ther traditionally fall event, an agri-
    cultural one, that coincided with E-day.
    Somehoworother, it got mixed into the
    dates of our show, so the change was
    necessary. The management of the ve
    -
    nue decided to allow the other show
    to keep the dates, and I take that as a
    business decision that is possibly fed
    by a level of sentiment towards a tradi
    -
    tional agricultural show as opposed to
    a modelling event. I guess, honest-
    ly, that I can understand it. There have
    been problems with that show right
    from the beginning when we changed
    the venue to Lyse. It always has some
    -
    thing to do with horses. The year before
    last, the show I mentioned above was a
    week before ours, and there was ano
    -
    ther horse show, something to do with
    show jumping, I believe, the week after.
    The venue people were trying to get us
    to change E-day to after the second
    horse show, because they didn’t want to
    go through the process of cleaning out
    the sand that is used to give the horses
    a natural ground to move in while in
    -
    side the hall, only to bring it all back in
    a week later. Fortunately, we were able
    to convince them to do just that. Perha
    -
    ps some of you that attended the show
    will recall the mysterious piles of sand
    in the parking lot next to the hall. I have
    the sneaking suspicion that it will be
    the same again this year. After June’s
    newsletter, we received a lot of questi
    -
    ons, and so for that reason, I am repe-
    ating all of the information and adding
    some new bits, too.
    One Day or Two Day Format?
    Really, this years’ E-day will be a day
    -
    -and-a-half affair. Just as we did in
    2019, it will begin on the Friday after
    -
    noon. Our table will be open for busi-
    ness, as I am sure will many others.
    The concession stands will also be
    open. We are planning two, and perha
    -
    ps even three, lectures for the evening.
    In hindsight, the first lecture in 2019
    was a little weak, and the question re
    -
    mains whether or not this was due to
    the subject matter, or if it as too early
    in the schedule. The lecture lineup has
    not yet been finalized, but the certain
    thing about them is that the last, late
    evening one, will be hosted by Jiri
    Silhanek. I highly recommend atten-
    ding! You’ll experience what you have
    not yet experienced, and you’ll learn
    things you wouldnt have thought possi
    -
    ble. The rest of these lectures should
    centre around new kits that will have
    their premiere at E-day. This will inclu
    -
    de the Trener in 1:48th scale, a Limited
    Edition kit dedicated to different versi
    -
    ons of the Z-126 and Z-226 , and a 1:48th
    scale Mi-24D Hind, also a limited Editi
    -
    on release based around the Zvezda kit.
    This will include conversion bits of our
    own production for the D version. Then,
    there will be a 1:72nd scale Limited Edi
    -
    tion kit dubbed ‘Hurristory’, dedicated
    to the Hurricane Mk.I, this time based
    around the Arma Hobby plastic. The
    -
    re should be no shortage of speakers
    to provide insight into these themes.
    A Hurricane was recently flown to the
    Czech Republic, the pilots of which we
    know personally, and there should be
    nice flying displays put on by the Mi-24
    and Trener aircraft….
    One Hall or Two Halls?
    Two. This year’s E-day will be held in two
    halls. Traditionally, we occupied Hall D,
    which we all know and love so well, and
    to that we add Hall A. We were prepa
    -
    red to go into two halls last year, which
    could not go forward, and so we pick
    it up this year. This will spread us out
    a bit, and it wont seem quite so crow
    -
    ded around any of the displays. We will
    use the scheme of club displays in Hall
    A, with the main displays and vendors
    in Hall D. It’s possible, even very like
    -
    ly, that the Kettle Q and A, and awards
    announcements, will be held in Hall A.
    One Contest or Two?
    For the first time in a long time, there
    will be one contest this year. Our wor
    -
    king name for it is the Czech Model Ma-
    sters. The English format of the name
    suggests that it will be a multi-national
    affair. And that’s how it is. It is intended
    to be a multi-national event. But to what
    extent this will hold true this year is as
    yet uncertain, because the times are un
    -
    certain, leading to questions regarding
    what measures and restrictions will be
    in place in the fall regarding such shows
    and of travel. We will do all that we can
    to make sure that the show is a success
    to the greatest extent possible. I think
    that if we can ensure the success of the
    show, word of mouth will take it from
    there. On the Czech Republic Nationals,
    I have already written much, and I will
    just take this opportunity to remind all
    that this MR SMCzR will take place on
    September 11th at the Hotel Olympic in
    Prague, and as of this year, we’ll travel
    down our own road.
    Point System, Comparative System or
    Like/Not Like?
    Good question that I’ve been asked
    countless times over the past month.
    How will the entries in the Czech Mo
    -
    del masters be judged? The answer is
    that the judging system will follow in
    the tracks of the system used for the
    last E-day in 2019. This didnt employ
    the classic point system in the Czech
    sense, where each aspect of a model is
    graded in a complex judging procedu
    -
    re. This wont even be possible with the
    amount of time available and the anti
    -
    cipated number of entries. Our system
    is a collection of judging criteria which
    should assess the quality of the work
    on a given model, eliminating certain
    models with specific faults in terms of
    the build, assess its compliance to the
    accepted standard and compare rela
    -
    ted models in terms of these aspects,
    execution, and level of detail. The co
    -
    llection of judges will be, of course,
    ÚVODNÍK
    eduard
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    INFO Eduard - July 2021
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    very important. Here, too, we will fall
    back on our experience from 2019, we
    will again consult co-operating clubs,
    and the lineup will be complemented
    with other modeling personalities. Most
    importantly, we will try to assemble the
    committees of the various categories in
    such a way as to avoid as much of the
    political infighting amongst individual
    modelers and clubs as possible. I know
    that all of this sounds a bit complica
    -
    ted, I rather suspect that we all know
    to what I am referring to. In short, what
    we would like to achieve is a show that
    is fair and in the right spirit of the event.
    Awards and Results
    The main awards will be in the form
    of glass trophies, and there will be six.
    Five will be for sub-categories…aircraft,
    armor, ships, civil and figures, while the
    sixth will be for the overall ‘best of’. Wi
    -
    nning and placing entries in individual
    categories, such as 1:72nd scale aircraft,
    will receive smaller awards. What form
    these will take, I cannot say right now.
    But it will not look like an afterthought.
    Don’t worry about that. The awards an
    -
    nouncements will in all likelihood take
    place in Hall A, if only because the po
    -
    dium is already there. We’d also like to
    inject a little something in this process
    as well, that will take it away from the
    ‘heres your award, now get lost’ feel.
    Anti-Pandemic Measures
    Anti pandemic measures are, naturally,
    the biggest and most important fac
    -
    tor in all this, because we dont know
    what conditions will persist or arise in
    the fall. Currently, the prevailing feel is
    one of cautious optimism with a slow
    easing of restrictions, and most are
    expecting that the fall will see a return
    to the conditions that prevailed in the
    spring. Although there is a certain level
    of skepticism among modellers, I feel
    that there wont be a return to those
    conditions, and that society as a whole
    has taken the lessons of the past and is
    fully aware of its potential return, and is
    acting accordingly. As the saying goes,
    Generals prepare extremely well for
    the previous war. But the new war is al
    -
    ways different, and as far as I am con-
    cerned, it will not be without covid-19. If
    it does make a return in the fall, it will
    be in some modified form, and the re
    -
    strictions to contain it may well be di-
    fferent in the fall than they were in the
    spring.
    We dont anticipate the worst case sce
    -
    nario, which would involve the shutting
    down of such events and the cancella
    -
    tion of E-day. We do have a contingency
    plan in place that assumes the possi
    -
    bility of a limit on the number of people
    allowed to attend such an event. Actu
    -
    ally, we think that the number of peo-
    ple allowed will rise as we approach
    our dates, and that any limits will be
    satisfied by a typical attendance of be
    -
    tween 3,500 and 4,000 people. For now,
    we are not concerned with any mask or
    respirator requirements, because it’s
    basically a small detail. Social distan
    -
    cing requirements should be made po-
    ssible by the addition of the second hall.
    Of course, there may some problems
    with localized concentrations of people.
    This could be a problem where there is
    a self-serve type of vendors’ table,
    which our table and Special Hobby’s
    too, are. Those of you who have been
    at an E-day and have visited our table
    will know. I am not confident that this
    year will be any different, and I do hope
    that sales that will be in place on Friday
    afternoon and evening will help to alle
    -
    viate this situation.
    We are working with other contingen
    -
    cies, too, in an effort to be as prepared
    as possible for any potential restric
    -
    tions. As one example, and perhaps
    the most relevant, at least to my mind,
    is the possibility of such events being
    open only for ‘related participants’ as
    opposed to the general public….ie, mo
    -
    delers. In that case, we would publicize
    the event through industry circles, we
    would have a limited number of tickets
    available, and these would be sold sole
    -
    ly on pre-order. The pre-order of tickets
    and pre-registration for contest partici
    -
    pants is on the table also for the possi-
    bility of some 1500 limit, which would
    make it pretty easy to avoid any people
    concentration issues.
    99 New Items for July
    Yes, you read right. It’s no typo, and we
    really do have 99 new items which are
    being shown for the first time in this
    newsletter. It’s not the first time we’ve
    hit this number, and we’ve even had
    a hundred and more new items, but it’s
    just nice to say….’99 new items’. Who
    else do you know can claim that they
    have 99 new items in a month. And
    have no fear, I wont go into any detail
    about each and every one of them, but I
    will just touch up on the highlights and
    you can glean the rest throughout this
    newsletter.
    Kits and Re-Editions
    There are even a lot of kits. If we include
    re-editions, there are seven kits being
    released. Considering that currently,
    re-editions are items that are con
    -
    stantly being tweaked, instructions are
    improved, different marking options
    are included and boxart is ever evol
    -
    ving, then these can in most respects,
    be considered among new items. For
    us, these re-editions are a necessi
    -
    ty, and they are one of three roads by
    which older kits are kept in the ro
    -
    tation. In this case, it’s manifested in
    innovation of the look of the kit, and
    they are otherwise finished items. That
    means that they are relatively low on
    the scale of labor intensity. If you take
    a closer look at how we do things, you
    will note that typically within a month
    (either before or after) the release of
    a re-edition, we release a similar kit,
    usually in the form of a Weekend Edi
    -
    tion item. As an example, today the re-
    -edition is that of the Spitfire LF Mk.IXc
    in the ProfiPACK line, and next month,
    this will be followed by the Weekend
    Edition of the Spitfire F Mk.IX. This is
    a version that has also been called
    Spitfire Mk.IX Early, and I recommend
    a good look at the Weekend kit because
    it has some very noteworthy marking
    options to offer. In September, we will
    see another re-edition, this time of the
    ProfiPACK Spitfire Mk.VIII, and when
    I add that in August, we will also have
    the new Mk Vs in American service as
    the Limited Edition Eagle’s Call, then
    I can only look forward to the asserti-
    ons that all we do is Spitfires and no-
    thing else. It’s a similar story with the
    MiG-21s in 1:48th. This month, we have
    the new Weekend kit of the MiG-21bis,
    to be followed by the MiG-21MF in the
    ProfiPACK line, and then a new Wee
    -
    kend MiG-21MF in September.
    Besides the 48th scale ProfiPACK Spit
    -
    fire Mk.IXc, we have dusted off the Bf
    109F-4, also in the ProfiPACK family.
    This is another nice Eduard morsel
    with nice markings that really needs
    no tweaking at all. The six options cen
    -
    tre around Hans-Joachim Marseille,
    with schemes that go from the desert
    to the classic to winter type. It’s a sight
    to behold. With the second re-edition,
    the aforementioned Spitfire Mk.IXc, it is
    similar, although someone at the time
    was bellyaching over the options not
    being striking enough, because they
    were all grey-green. But that’s how it,
    more or less, was with Spitfires. There
    were also complaints, likely from En
    -
    gland, that the marking options were
    composed of a band of foreigners…no
    Brits. Which was true….we had a Pole, a
    Czech and a Canadian , which left only
    a silver bird of No.601 Squadron, the
    pilot of which is unknown. But I would
    stake anything that an Englishman
    eduard
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    INFO Eduard - July 2021
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    from No.601 Squadron flew the thing at
    some point in time! The above-mentio
    -
    ned August Weekend kit of the F Mk.IX,
    we have been more accommodating in
    this regard, and have been more ‘co
    -
    rrect’ with respect to nationalities. The
    third re-edition this month covers the
    Bf 109G-6/AS, and it’s in the Weekend
    line. This kit is interesting through the
    fact that it is the second re-edition of
    the type this year, and it was a new
    release back in January. I must admit
    that I am surprised by this fact, and
    I confess that I underestimated the po-
    tential of the late Bf 109Gs. I was under
    the impression that these were not
    particularly interesting aircraft. OK…
    so they are popular. Very good sellers,
    and yes, I was wrong.
    Weekend Kits
    Within the Weekend Line we are relea
    -
    sing the MiG-21bis in 1:48th scale and
    the Fw 190A-8/R2 in the same scale.
    The MiG is being released along the
    same philosophical lines as described
    above. The Fw 190A-8/R2 is a bit of clas
    -
    sic for us and is another of a growing
    line of releases that features boxart
    depicting historically relevant events. In
    this case, the event is the type of thing
    that it is hard to believe that something
    like it could have actually occurred. But
    occur it did. If you have your doubts,
    check out the article in today’s newsle
    -
    tter by Jan Zdiarsky, as he vividly de-
    scribes the events prior, during and
    after the depiction. I have little doubt in
    either Jan Zdiarsky’s research abilities
    or his passion for the subject in which
    to utilize them. They centre around the
    events of September 11th, 1944 over
    the Ore Mountains, and as far as being
    a passion for him, it is a lifelong one.
    If you begin reading the article, you will
    also finish it. It’s that good.
    Limited Edition
    July sees two Limited Edition kits being
    released. I’ll start with the smaller one,
    and it is called Alderangriff 1:72 and is
    closely related to an earlier item. The
    plastic comes from Special Hobby and
    is the result of a collaborative effort be
    -
    tween our two companies. The design
    of the item has its genes in Eduard, but
    is a Special Hobby scaling down of our
    original 48th scale kit. The molds ori
    -
    ginated with a foreign partner, which
    brought with it certain complications
    in timing. In short, the release had to
    be delayed, and we were planning on
    a March or April release of our Limited
    Edition kit based on this plastic. Ulti
    -
    mately, the delay did come, but really,
    that’s a pretty common occurrence in
    our field. Now, the plastic is in boxes
    and they arrived in the nick of time, but
    I have a good feeling about this one. I’ve
    been involved with this project from the
    get go, and I have a tendency, I find, to
    keep sticking my nose in it to one de
    -
    gree or another. And in this case, my
    hands as well. Adlerangriff 1:72 has the
    same marking options available as the
    48th and 32nd scale versions did, bea
    -
    ring the same name, with the exception
    of one specific option. Thanks to this di
    -
    fference, the options now include that of
    Franz von Werr, which is probably my
    favorite historical figure. I will just add
    that this kit covers the bf 109E in several
    versions that flew in the Battle of Bri
    -
    tain. Today’s kit will be the first of the
    line, and will be followed in the fall by
    a ProfiPACK release.
    The second Limited Edition kit is the se
    -
    cond volume in the Wilde Sau line. It’s
    called ‘Wilde Sau, Episode Two: Sau
    -
    dammerung’. This is a change from the
    first working title, because it was re
    -
    alized that it didn’t really fit the theme
    all that well. Saudammerung’ is a refe
    -
    rence to a Wagner opera ‘Twilight of the
    Gods’, and the end result is that maybe
    the titles should be chalked up to, and
    taken as, artistic license and leave it at
    that. And if you think that poems and
    poets have no place in aviation or mo
    -
    deling, then we will have something to
    get you out of that opinion in August’s
    newsletter. But, back to the Wild Sows.
    This one concerns itself with the ti
    -
    meframe of the end of 1944 through ’45
    to the end of the war. This was a time
    that for the German pilots was not
    particularly pleasant. You can find out
    more about this aspect of the war not
    just from the kit’s instruction manual,
    but also from two historical notebooks
    in today’s newsletter. One is from Neil
    Page, a recognized authority on the Wil
    -
    de Sau concept, and the other is from
    me. I am no expert on this theme, but I
    gave it my best shot. When it comes to
    aircraft types, there are two in the pac
    -
    kage: the Bf 109G-14/AS and the bf 109G-
    10 Erla. There are two G-10 versions po
    -
    ssible, the changes being represented
    by both small and large landing gear
    fairings over the wheel wells. The Wil
    -
    de Sau theme will round out next year
    with Wilde Sau Episode Three: The Final
    Countdown. I wont guarantee thjat this
    will end up being the releases title, be
    -
    cause, as I said, the situation over the
    battlefield changes with every minute
    and this is a year away still. But from
    what I know about this subject, the tit
    -
    le fits well, to my mind. It will cover the
    Fw 190A of various versions, and I fore-
    see this as another winner.
    Accessories
    There are 90 accessories out of the 99
    new releases, and as promised, I wont
    describe them all in detail. I will touch on
    those that I see as the most interesting,
    and these are more than a few as well.
    There are three Brassin sets that de
    -
    serve notice that are dedicated to the Fw
    190F-8, and they cover the engine, the
    fuselage weapons, and the third com
    -
    bines the two in one package. Among
    Brassin items, there appears another
    one for the P-51D, with a tire pattern that
    is suitable for British Mustangs, and the
    -
    re are smaller sets for the B-17F from
    HKM, including Löök items, and smaller
    sets also for the Tempest Mk.II in 1:48th
    scale. The kit itself will be a new release
    in August as a ProfiPACK kit. There are
    six new Space sets, three Löök sets and
    two LööKplus items. Also, there are the
    usual weapons sets in various scales,
    including machine guns for the B-17F.
    In photoetching and masks, there are
    an incredible ten sets for the trumpeter
    1:32nd scale F-100C. Furthermore, there
    are more sets for the 1:48th B-17F. Take
    a look at the Wooden Floors and Ammo
    Boxes in 1:48th, catalog Number 491201.
    This utilizes a specific methodology in
    the application of the wood grain simu
    -
    lation. We’ve confirmed that it works
    well in previous sets, and it looks ama
    -
    zing. We also have masks for the HKM
    48th scale Lancaster, the Pucara and the
    F-84F from Kinetic in the same scale.
    Also, for the F-111F and D in 1:72nd sca
    -
    le. Someone kept asking, I would say
    ceaselessly, for the F-11 sets, so here
    they are. I hope you like them. The same
    thing goes for the Ju 87D, demand for
    accessories of which rose after the kit
    was reboxed by HOBBY 2000. There are
    also new releases among decal sheets,
    with four three of which cover the P-51D
    Mustang in 1:48th and 1:32nd scale, and
    the fourth covers Italian ‘Smoke Ring
    camouflage. Very poetic title, and these
    are in 1:72nd scale.
    And that’s it from me for now. I am hea
    -
    ding of on vacation, during which I will
    bike around Jutterbog and visit the air
    -
    fields that were used by individual com-
    ponents of JG 300 and other Wilde Sau
    units.
    Happy Modelling
    Vladimir Sulc
    eduard
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    INFO Eduard - July 2021
  • Page 7

    The events of the air battle over the Czech-German frontier
    on Monday, September 11th, 1944, remained virtually forgo-
    tten for decades after the war. The rich mosaic of the fates
    of those involved began to come together over the course of
    over thirty years , which began with research into the fates
    of the American and German pilots and crews, that met over
    the Ore Mountains on that day, resulting in the loss of over
    sixty aircraft and more than eighty lives on both sides. These
    were the fates of family members, friends and fellow yers
    who had ended up paying the ultimate price.
    The fruits of the ongoing research into this event, culmina-
    ting in the museum dedicated to it, has also been benecial
    to the modeling community. The rst project on which the
    museum and Eduard cooperated on was the nostalgically re-
    membered Royal Class edition of the Fw 190A-8/R2 in 1:48th
    scale back in 2007. After that, there was a ProPACK kit,
    ‘Sturmbock’, in the same scale carrying the catalog number
    8175. This kit, for the rst time, featured boxart by Martin
    Novotny depicting the battle itself. After several years, this
    was followed by the Fw 190A-8/R2 Royal Class kit in 1:72nd
    scale, the 1:48th scale Royal Class Bf 109G, and several other
    projects as well.
    Currently, we see a return by Eduard to the subject of the Air
    Battle Over the Ore Mountains in the form of theme specic
    boxart by Piotr Forkasiewicz and one of the marking options
    supplied with the kit. The centre of attention of the boxart is
    a Sturmbock aircraft coded Yellow ‘1’, own by Obgefr. Karl
    Kleemann, attacking one of the elements of the 100th Bomb
    Group shortly after noon on September 11th, 1944. That,
    which is depicted in the boxart, tries to stay faithful and ac-
    curate to as many details as possible, but it still needs to be
    said that due to the monumental nature of the intercept by
    II.(Sturm)/JG 4, it is impossible to ascertain whether or not
    Kleemann and his 7. Stael actually attacked this specic
    element of B-17s of the 349th Bomb Squadron. At some point,
    despite all eorts, some artistic license must be allowed for.
    The ‘feel’ of the battle, and the fates of individual aircraft,
    is depicted in the painting extremely well. Given the severe
    losses suered by both sides, it should come as no surprise
    that none of the ve aircraft depicted on the box ever made
    it home again. And this accounts for less than a tenth of the
    total losses suered. So, this painting of Piotr’s has been
    christened ‘No Way Back’. Let’s take a look at the individual
    NOW AN´THEN
    Besides Kleemann’s aircraft, the artwork is also dominated by
    the burning B-17G, dubbed ‘Now an’ Then’. This was an aircraft
    carrying the serial number 42-97806 and was coded XR-D. The
    bomber ew its rst mission for the 100th Bomb Group as a new
    addition on May 20th, 1944 in a raid on Brussels. Up to the fate-
    ful mission to Ruhland, the aircraft completed 37 combat ights,
    most own by the crew commanded by Lt. Ferdinand J. Herres.
    His crew ew this aircraft on 17 of their 33 combat missions.
    It was also them that named the aircraft. After they became the
    leading crew, aircraft mission assignments were irregular, and it
    was impossible to predict which mission they would be assigned.
    So, as a result, they named the aircraft ‘Now an’ Then’. As fate
    would have it, or maybe it was a squadron bureaucrat, Herres’s
    crew ying their last mission on the current tour of duty on Sep-
    tember 11th, 1944, wasn’t in ‘Now An’ Then’, but rather a newer
    fates of the aircraft that are shown in closer detail. Although
    the centre of focus is Kleemann’s aircraft, we’ll leave that
    story for the end of this article. In order to save space, I will
    leave out the history of the battle, which can be referenced
    in Eduard Newsletters from the years 2010 - 2018 here :
    07/2010 – STURMBOCK: Panzerglass, Panzerplatte
    and the Whites of the Tail Gunner’s Eyes
    www.eduard.com/out/media/InfoEduard/archive/2010/info-eduard-2010-07EN.pdf
    05/2012 – The Aircraft in the Background
    www.eduard.com/out/media/InfoEduard/archive/2012/info-eduard-2012-05EN.pdf
    07/2014 – Black Four
    www.eduard.com/out/media/InfoEduard/archive/2014/info-eduard-2014-07EN.pdf
    04/2015 – Pauke! Pauke!
    www.eduard.com/out/media/InfoEduard/archive/2015/info-eduard-2015-04EN.pdf
    09/2018 – Lone Adler
    www.eduard.com/out/media/InfoEduard/archive/2018/info-eduard-2018-09en.pdf
    Main Picture: Painting by Piotr Forkasiewicz ‘No Way Back’,
    depicting the scene of the attack by 7.(Sturm)/JG 4 on a for-
    mation of 100th BG aircraft on noon on September 11th, 1944.
    It is the boxart of the Eduard Model Accessories
    kit No. 84114, Fw 190A-8/R2.
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    INFO Eduard - July 2021
  • Page 8

    aircraft serialled 43-37823, coded XR-V, and was, importantly, not
    designated to be in the lower section of the combat box, which
    was later decimated. But even so, this mission for Ferdinand He-
    rres and his crew would prove quite fateful, as even they would
    need to bail out of their burning aircraft. Luckily for them, this
    was not until they were back over England, and all would be able
    to return to their base relatively unscathed and able to celebrate
    the end of their tour of duty. It turned out dierently for the
    crew that ended up ying Herres’s B-17 on September 11th, 1944.
    That crew was commanded by Lt. Charles E. Baker. The crew was
    going on its sixth operational mission, and despite being relatively
    young, they led a three ship element from the 349th BS. Navigator
    Lt. Donald Lienemann recalled the beginning of the encounter
    with the Germans:
    ‘…our ship was very badly riddled in the waist and tail section,
    and also had a re in the bomb bay area due to enemy action. The
    attacks, as nearly as I could determine, all came from between
    6 and 9 o’clock and were deadly accurate, however the enemy
    fared none too well either, for they told Lt Chiles, Co Pilot of the
    crew, upon capture, that they lost 82 ships as a result of that li-
    ttle battle, and that they were highly peeved having to pay such
    a high penalty for the days work. As a result of this enemy action,
    the interphone was shot out, as was the alarm bell, the C-1 and
    two 20´s had gone through the pilots instrument panel. Both the
    Co-Pilot and I had tried to use the interphone, but neither had
    any success, so I know denitely it was out. When the copilot,
    Lt. Chiles, rst noticed the re in the bomb bay, he immediate-
    ly notied the pilot, Lt. Baker, of the existing condition of the
    ship and then proceeded to call the crew, which was, as I men-
    tioned, an impossibility. The Pilot, Lt Baker, then motioned to
    Lt. Chiles and Sgt. Damrel, Engineer, to proceed and bail, which
    they did immediately, however the pilot refused to abandon ship,
    because he had no way of notifying the remainder of the crew,
    so remained steadfast in the cockpit, knowing full well that, in
    a matter of a few minutes, he would pay the supreme price for
    his gallantry, which I believe was the case. He must have felt that
    perhaps the few extra seconds that he might give for the crew,
    they in turn might discover the condition of the ship and pro-
    ceed to bail out on their own, which, of course, did not happen.
    Of the seven men still in that ship at the time of the nal explo-
    sion, it seems that I am the only remaining one, and so it falls my
    lot to tell this gruelsome story, for I was the only eyewitness to
    the entire proceedings that is alive today. Had I know the condi-
    tion of the ship, it is needless to say that I too would have bailed,
    however I did not know all the afore story until I later met my
    Co-pilot and Engineer. Shortly before the explosion, I do know
    the left wing was shot o right outside of engine No.1, at which
    time the plane made a mad surge to the left and up, and then the
    right wing left us too, and almost immediately the plane went
    into a wild dive and blew up. I am convinced that it must have
    been those bombs that went o, for the explosion came from
    the bomb bay area, and it was so terrifying that even thinking
    about it today makes me shudder. We were at 26,000 when all
    this occurred and of course were knocked out as result of the
    explosion, losing consciousness and all. I regained my senses after
    I had fallen some 22,000 feet, or at least that would be my ho-
    nest estimate, leaving 4,000 feet between me and the ground to
    right myself, get my wits about me and pull the rip cord, all of
    which I did pronto and used my chute for a total of 15 seconds
    before nally hitting the forest…’
    The burning aircraft came down between Oberhals and Schmie-
    deberg (today’s Horni Halze and Kovarska). The crash of the
    aircraft was also witnessed by several of the locals.
    Horst Schmiedl of Medenec: ‘I was a young boy at the time,
    and was mushroom picking with my grandfather, when a large
    battle unfolded above us. My granddad forced me to the ground
    and wouldn’t allow me to look up. I only heard massive hits and
    explosions. I don’t how long it lasted, but when it quieted down,
    my grandfather told me that a plane came down nearby. We went
    to look for it. The area nearby was burning when we reached
    the crash site. I think we were the rst on the scene. There was
    a lot of twisted metal around, and nearby, in a tree, there was
    the body of a yer. He was tangled in the ropes of his parachute.
    I remember my grandfather telling me not to look there, that it
    was nothing for a young boy to see…’
    Donald H. Lienemann during his rst visit to Kovarska
    on July 15th, 1995.
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    INFO Eduard - July 2021
  • Page 9

    aircraft serialled 43-37823, coded XR-V, and was, importantly, not
    designated to be in the lower section of the combat box, which
    was later decimated. But even so, this mission for Ferdinand He-
    rres and his crew would prove quite fateful, as even they would
    need to bail out of their burning aircraft. Luckily for them, this
    was not until they were back over England, and all would be able
    to return to their base relatively unscathed and able to celebrate
    the end of their tour of duty. It turned out dierently for the
    crew that ended up ying Herres’s B-17 on September 11th, 1944.
    That crew was commanded by Lt. Charles E. Baker. The crew was
    going on its sixth operational mission, and despite being relatively
    young, they led a three ship element from the 349th BS. Navigator
    Lt. Donald Lienemann recalled the beginning of the encounter
    with the Germans:
    ‘…our ship was very badly riddled in the waist and tail section,
    and also had a re in the bomb bay area due to enemy action. The
    attacks, as nearly as I could determine, all came from between
    6 and 9 o’clock and were deadly accurate, however the enemy
    fared none too well either, for they told Lt Chiles, Co Pilot of the
    crew, upon capture, that they lost 82 ships as a result of that li-
    ttle battle, and that they were highly peeved having to pay such
    a high penalty for the days work. As a result of this enemy action,
    the interphone was shot out, as was the alarm bell, the C-1 and
    two 20´s had gone through the pilots instrument panel. Both the
    Co-Pilot and I had tried to use the interphone, but neither had
    any success, so I know denitely it was out. When the copilot,
    Lt. Chiles, rst noticed the re in the bomb bay, he immediate-
    ly notied the pilot, Lt. Baker, of the existing condition of the
    ship and then proceeded to call the crew, which was, as I men-
    tioned, an impossibility. The Pilot, Lt Baker, then motioned to
    Lt. Chiles and Sgt. Damrel, Engineer, to proceed and bail, which
    they did immediately, however the pilot refused to abandon ship,
    because he had no way of notifying the remainder of the crew,
    so remained steadfast in the cockpit, knowing full well that, in
    a matter of a few minutes, he would pay the supreme price for
    his gallantry, which I believe was the case. He must have felt that
    perhaps the few extra seconds that he might give for the crew,
    they in turn might discover the condition of the ship and pro-
    ceed to bail out on their own, which, of course, did not happen.
    Of the seven men still in that ship at the time of the nal explo-
    sion, it seems that I am the only remaining one, and so it falls my
    lot to tell this gruelsome story, for I was the only eyewitness to
    the entire proceedings that is alive today. Had I know the condi-
    tion of the ship, it is needless to say that I too would have bailed,
    however I did not know all the afore story until I later met my
    Co-pilot and Engineer. Shortly before the explosion, I do know
    the left wing was shot o right outside of engine No.1, at which
    time the plane made a mad surge to the left and up, and then the
    right wing left us too, and almost immediately the plane went
    into a wild dive and blew up. I am convinced that it must have
    been those bombs that went o, for the explosion came from
    the bomb bay area, and it was so terrifying that even thinking
    about it today makes me shudder. We were at 26,000 when all
    this occurred and of course were knocked out as result of the
    explosion, losing consciousness and all. I regained my senses after
    I had fallen some 22,000 feet, or at least that would be my ho-
    nest estimate, leaving 4,000 feet between me and the ground to
    right myself, get my wits about me and pull the rip cord, all of
    which I did pronto and used my chute for a total of 15 seconds
    before nally hitting the forest…’
    The burning aircraft came down between Oberhals and Schmie-
    deberg (today’s Horni Halze and Kovarska). The crash of the
    aircraft was also witnessed by several of the locals.
    Horst Schmiedl of Medenec: ‘I was a young boy at the time,
    and was mushroom picking with my grandfather, when a large
    battle unfolded above us. My granddad forced me to the ground
    and wouldn’t allow me to look up. I only heard massive hits and
    explosions. I don’t how long it lasted, but when it quieted down,
    my grandfather told me that a plane came down nearby. We went
    to look for it. The area nearby was burning when we reached
    the crash site. I think we were the rst on the scene. There was
    a lot of twisted metal around, and nearby, in a tree, there was
    the body of a yer. He was tangled in the ropes of his parachute.
    I remember my grandfather telling me not to look there, that it
    was nothing for a young boy to see…’
    Donald H. Lienemann during his rst visit to Kovarska
    on July 15th, 1995.
    In July, 1995, navigator Donald H. Lienemann was the rst
    American vet from the battle, with whom researchers from the
    evolving museum made contact and who would revisit the place
    where he was shot down. He subsequently came back again from
    his native Nebraska on two occasions, including to attend the
    opening ceremony for the museum in September, 1997.
    MUD IN YER EYE
    A similar fate to Baker’s ‘Now an’ Then’ befell the aircraft
    ying o its left wing, B-17G 42-97834 ‘Mud in yer Eye’, own by
    Lt. Orville C. Everitt. Over almost fty missions own by this
    B-17G, eight were manned by Everitt’s crew (who were ying
    their 20th combat mission on September 11th, 1944). One of the
    three of nine crew to survive the mission was Lt. Warren L. Soden,
    and in 1997 he recounted for us: After several passes by the
    190’s 20mm re knocked out our tail controls, both rudder and
    elevator. We started down and I could see the pilot’s feet (Eve-
    ritt) on the rudders trying to get control. The co-pilot was gone.
    (I could see the cockpit from the nose due to the fabric panel
    being absent in this plane.) I bailed out and on the way down
    I saw our plane almost directly below me on a ight path that
    was consistently left-right, left-right, with descent signicant-
    ly slowed. This ight pattern indicated to me that Everitt was
    still ying the plane. I can only conclude that he had not bailed
    out and was trying to get below cloud cover before bailing out.
    However the plane exploded shortly before reaching cloud cover
    and I saw only pieces of aluminum oating down. I landed in
    a forest and was picked up by German soldiers‘.
    Tail Gunner Sgt. Kenney died in 1963 as a result of the injuries
    he suerred in the battle. On his return from captivity in 1945,
    he reported in his debrief:
    ‘We were ying a mission to Ruhland, Germany on September
    11´1944. At about 12:10 English time, were hit by F.W.´s 190.
    Due to oxygen system which was shot away and also serious lung
    wounds I was unconscious and don´t remember how I get out
    and have no knowledge on what happened at all except heresay.
    I heard in Germany from a fellow yer that the ship blew up…’
    Of the nine man crew, three lived to see the end of the war.
    OOMBREE AGO
    Signicantly better luck was experienced by the crew to the
    right of Baker. Serialed 43-38161, it was the most recently built
    airplane of the three, and had thirteen combat missions under
    its belt. Most of these were own by a crew commanded by
    Lt. Raymond L. Hieronimus. Both of the aforementioned crews
    also ew a mission each in this aircraft. The bomber carried the
    name ‘Oombree Ago’. Raymond Hieronimus was at the controls
    of this airplane on this occasion, and his crew accounted for four
    destroyed and one damaged enemy aircraft. Tail gunner S/Sgt.
    Marvin D. Cooper: ‘Six e/a were attacked up at 6 o´clock low.
    They came straight in and at 600 yards I began ring at the lead
    E/A. It was a straight shot with no deection and smoke began
    to come from his left wing. He came in to 300 yards without
    wavering where the plane suddenly exploded and disintegrated
    in mid air.’
    Top turret gunner Sgt. Carlyle E. Miller caught a dierent
    Fw 190: ‘A single E/A came in at 7 o’clock as I was trying to get
    another E/A on our right wing. I swung around to 7 o’clock and
    started ring at a range of 200 yards. I saw smoke come from the
    engine and the E/A fell o to 8 o’clock low and exploded…’
    Pilot Raymond L. Heironimus recounted several days after the
    battle: ‘Diving out of the sun the Germans attacked... our lead
    Fortress fell, its wing tips burning... the bomber to the right did
    a wing-over, falling up to pieces... another blew up under us...
    those boys were old friends of mine... we saw only half dozen
    parachutes... then we got it, hit in the tail we went straight up,
    stalled, went down in a tight spiral, losing 6000 feet.’
    During the falling spin, the injured radio operator, T/Sgt.
    William G. Terry bailed out of the stricken aircraft. He was sub-
    sequently taken prisoner at Jachymov. Navigator Lt. George H.
    Geis added to the pilot’s account in 2000:
    ’„…when Raymond and Glenn got us out of a at spin at 15,000
    we were all alone. Cannon re around the tail wheel nacel-
    le dropped the tail section jamming the rudder and elevator.
    We stayed aloft with the control yoke full forward and one aile-
    ron for lateral steering.
    Ray Carl was severely wounded one arm with a double com-
    pound fracture both kneecaps and upper leg bones visible and
    massive puncture wounds of the face. We packed the wounds,
    used sulfa and morphine wrapping him in ak vests and fashi-
    oned a hammock with control cables to cushion him from the
    severe vibration.
    The radio room door was shattered and Terry’s boots were on
    the bloody oor. He somehow managed to bail out during the
    spin. We were losing altitude so we jettisoned the ball turret,
    radios, guns, etc., and Cooper and I dropped four 500# by ope-
    ning the toggles with a screwdriver. We couldn’t reach the other
    two on the lower outside racks.
    ‘Oombree Ago’ after its emergency landing in France
    (Museum of Air Battle Over the Ore Mountains
    on September 11th, 1944 Archives, Stephane Muret)
    .
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    INFO Eduard - July 2021
  • Page 10

    By this time we were maintaining altitude but only a few thou-
    sand feet. The plane was “skidding” about 30% o course (due to
    the rudder), but fortunately the one thing that still worked were
    the engines. Avoiding populated areas was a tough job for Ray
    and Glenn – we got small arms re around the Rhine.’
    The pilots ultimately managed to set the damaged aircraft down,
    running on fumes, in a eld near the town of Joigny, southeast of
    Paris, just beyond the front line. They were welcomed with horse
    meat and wine by the locals. They returned to their base several
    days later at Thorpe Abbotts, and picked up their tour of duty
    where they had left o. That ended in February, 1945. In 2002 and
    2004, navigator George Geise visited the museum at Kovarska and
    also the spot where his bomber set down near Paris.
    YELLOW ‘6’
    The Fw 190 ying under the stricken B-17 ‘Oombree Ago’ is
    Yellow ‘6’, W.Nr. 681337, own by 25-year-old Uz. Heinrich
    Hörner. The moments immediately after his attack on the bom-
    ber formation were described by Oblt. Othmar Zehart, 7. Stael
    Commanding Ocer, in a letter to Hörner’s father:
    …11.9.1944, at about 1215h, we entered into combat with six-
    teen four-engined bombers over Saxony. Even before we condu-
    cted our rst attack against them, over half were shot down in
    ames. Unfortunately, my Stael also suered losses. Your son,
    ying on my left, was hit, forcing him to disengage and lose al-
    titude. His aircraft was bellowing smoke, but was not on re.
    I had also suered serious hits to my aircraft, and could not mo-
    nitor your son’s situation much further. Because we did not see
    him crash, and his aircraft appeared under control during his
    descent, we all believed that he was able to bail out and take to
    his parachute. Unfortunately, two days ago, I received word that
    Heinrich died during the battle…’
    Uz. Horner died while trying to belly in on a school eld at
    Dorf Chemnitz. Walter Burkart, eleven at the time, recalled ye-
    ars later: ‘…I was in an air raid shelter in the cellar. After the
    all-clear, we came out. It was said that a ghter came down ne-
    arby. We ran to the spot where that had happened, but it was
    already cordoned o and not accessible. It was said that the pilot
    had survived the landing, but died shortly thereafter. I found out
    from which direction the aircraft came in, and that it was ying
    very low. He ew past the church and landed in a eld behind
    the school. After the pilot’s body had been taken away and the
    ammunition and armament was removed, we could get closer. My
    friends and I collected various items. I had a piece of plexiglass
    and a cartridge, but my mother threw it all away. The aircraft
    engine lay about six meters from the airframe. People thought
    he was trying to land in the eld, but that he was unsuccessful.’
    The plane, just short of open elds beyond the town, ew
    through some treetops between the school building and the chu-
    rch, and impacted, among other things, a memorial to soldiers
    of the First World War which was destroyed, after a hard landing.
    The pilot was buried at a local cemetery just a few dozen meters
    from where the tragedy occurred.
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    INFO Eduard - July 2021
  • Page 11

    By this time we were maintaining altitude but only a few thou-
    sand feet. The plane was “skidding” about 30% o course (due to
    the rudder), but fortunately the one thing that still worked were
    the engines. Avoiding populated areas was a tough job for Ray
    and Glenn we got small arms re around the Rhine.’
    The pilots ultimately managed to set the damaged aircraft down,
    running on fumes, in a eld near the town of Joigny, southeast of
    Paris, just beyond the front line. They were welcomed with horse
    meat and wine by the locals. They returned to their base several
    days later at Thorpe Abbotts, and picked up their tour of duty
    where they had left o. That ended in February, 1945. In 2002 and
    2004, navigator George Geise visited the museum at Kovarska and
    also the spot where his bomber set down near Paris.
    YELLOW ‘6’
    The Fw 190 ying under the stricken B-17 ‘Oombree Ago’ is
    Yellow ‘6’, W.Nr. 681337, own by 25-year-old Uz. Heinrich
    Hörner. The moments immediately after his attack on the bom-
    ber formation were described by Oblt. Othmar Zehart, 7. Stael
    Commanding Ocer, in a letter to Hörners father:
    …11.9.1944, at about 1215h, we entered into combat with six-
    teen four-engined bombers over Saxony. Even before we condu-
    cted our rst attack against them, over half were shot down in
    ames. Unfortunately, my Stael also suered losses. Your son,
    ying on my left, was hit, forcing him to disengage and lose al-
    titude. His aircraft was bellowing smoke, but was not on re.
    I had also suered serious hits to my aircraft, and could not mo-
    nitor your son’s situation much further. Because we did not see
    him crash, and his aircraft appeared under control during his
    descent, we all believed that he was able to bail out and take to
    his parachute. Unfortunately, two days ago, I received word that
    Heinrich died during the battle…’
    Uz. Horner died while trying to belly in on a school eld at
    Dorf Chemnitz. Walter Burkart, eleven at the time, recalled ye-
    ars later: ‘…I was in an air raid shelter in the cellar. After the
    all-clear, we came out. It was said that a ghter came down ne-
    arby. We ran to the spot where that had happened, but it was
    already cordoned o and not accessible. It was said that the pilot
    had survived the landing, but died shortly thereafter. I found out
    from which direction the aircraft came in, and that it was ying
    very low. He ew past the church and landed in a eld behind
    the school. After the pilot’s body had been taken away and the
    ammunition and armament was removed, we could get closer. My
    friends and I collected various items. I had a piece of plexiglass
    and a cartridge, but my mother threw it all away. The aircraft
    engine lay about six meters from the airframe. People thought
    he was trying to land in the eld, but that he was unsuccessful.’
    The plane, just short of open elds beyond the town, ew
    through some treetops between the school building and the chu-
    rch, and impacted, among other things, a memorial to soldiers
    of the First World War which was destroyed, after a hard landing.
    The pilot was buried at a local cemetery just a few dozen meters
    from where the tragedy occurred.
    YELLOW ‘1’
    The last aircraft that is within the realm of this article, and is
    an integral part of the boxart in question, is Yellow ‘1’, own by
    Ogefr. Karl Kleemann. This Fw 190 had the W.Nr. 681343 assigned
    to it, and along with the other Sturmbocks own by II.(Sturm)/
    JG 4 at this time, it was manufactured by Fiesler at Kassel.
    The use of the tactical number ‘1’ by a regular pilot within a unit
    was unorthodox. It was usually reserved for the Stael CO, but it
    was not a rule.
    Just after the Sturmbock aircraft attacked the 100th BG forma-
    tion, 339th Fighter Group P-51s appeared, and immediately took
    on their German opponents. The R2 modication to the Fw 190A-8
    made it a lethal weapon against the formations of four-engined
    heavy bombers. Notably, the 30mm Mk 108 cannon with explosive
    ammunition, was capable of cutting apart the ‘dump trucks’ or
    ‘fat cars’, as the German ghter pilots nicknamed the American
    bombers. The other side of the coin was that the heavy weaponry
    and, as the case may have been, extra armor, made the Fw 190s
    somewhat less capable dogghters, in cases where these situati-
    ons arose with the escorting ghters. This was the main reason
    for most of the Fw 190s diving out of the picture after completing
    their rst attack, head for the cover of clouds, and make their
    way back to their base. Fights typically took place from 26,000
    feet down to near ground level and from the Czech-German bor-
    der northward in line with the town of Chemnitz. It was in this
    area that II.(Sturm)/JG 4 lost at least six of its Sturmbock ghters
    to the Mustangs. One of these was the plane own by Karl Klee-
    mann. The burning aircraft appeared low over the centre of Thum,
    chased by a pair of P-51s. With a sharp turn, he bypassed a church
    steeple, and crashed in a eld immediately behind the fence of
    the city’s hospital garden. Annemarie Kraus was a witness, and
    recalled later: ‘I was standing in the garden with my grandmo-
    ther, when a low-ying aircraft overew Thum from the direc-
    tion of Annaberg. Then, another one ew over, lower than the
    rst, and it was trailing smoke. It avoided the church bell tower,
    and headed in our direction. We lived to the left of the hospital.
    And then we heard a massive explosion. We ran to the location of
    the impact, as did our neighbors. They didn’t allow us kids near
    the actual crashsite. The dead pilot was still in the seat…’
    The nal moments of Karl Kleemann’s ight was observed from
    another angle by a student named Dieter Hertzsch: ‘…suddenly,
    a burning German ghter appeared only several meters above
    the houses on the west side of Neumarkt headed in our direction.
    He was able to coax it back up one more time, and got directly
    over the brewery. That was followed by a horrible noise coming
    from the direction of the hospital. We ran to the impact point be-
    side the hospital in a eld, but there was no help we could oer.
    There was a large crater clearly visible, a piece of the airplane
    some distance away, and a little beyond that, the pilot. Imme-
    diately before us was the wreckage of the plane, completely
    deformed. The twenty-three-year-old pilot from Bad Cannstadt,
    Obgefr. Karl Klee-
    mann, could not
    be helped…’
    The ocial
    report that was
    released by the
    police gives a so-
    mewhat more pre-
    cise accounting of
    the details. The
    typically police
    expressionism is
    worthy of note,
    same as the al-
    most obligatory
    distortion of the
    fact that Klee-
    mann was shot
    down by American
    ghters. Accor-
    ding to the report,
    and to the con-
    trary, it was Klee-
    mann who was the
    antagonist, and
    his death was an
    aerial mishap:
    The church tower in Thum around which Karl Kleemann banked immediately prior to the crash.
    (Air Battle Over the Ore Mountains September 11th, 1944 Archives)
    Karl-Martin Kleemann, born November 10th, 1923
    (via the Kleemann family)
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  • Page 12

    The current painting for
    the Eduard kit is not the
    rst that Piotr Forka-
    siewicz did, dedicated
    to Karl Kleemann. On the
    occasion of the monu-
    ment unveiling in 2018,
    there was a painting of
    the low ypast over the
    town of Thum, called
    ‘Der letzte atemzug’
    (The Last Breath)
    The eld behind the
    Thum hospital that
    became the crash site.
    (Air Battle Over the Ore
    Mountains September
    11th, 1944 Archives)
    .
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    INFO Eduard - July 2021
  • Page 13

    The current painting for
    the Eduard kit is not the
    rst that Piotr Forka-
    siewicz did, dedicated
    to Karl Kleemann. On the
    occasion of the monu-
    ment unveiling in 2018,
    there was a painting of
    the low ypast over the
    town of Thum, called
    ‘Der letzte atemzug’
    (The Last Breath)
    The eld behind the
    Thum hospital that
    became the crash site.
    (Air Battle Over the Ore
    Mountains September
    11th, 1944 Archives)
    ‘On September 11th, 1944, between 1150h and 1230h, several
    enemy formations ew over Thum. At approximately 1210h, se-
    veral low ying enemy aircraft appeared, which were chased and
    shot at by German ghters. One German ghter ew from the
    southeast and went into an easterly turn over the square in Thum
    at a height of some 50m. He took on a direction towards the hos-
    pital in Thum, and at around 20m from the building he was only
    about 10m above the ground and dropping, ying between two
    trees in the hospital garden. It is likely that the aircraft clipped
    the fence of the hospital, forcing the propeller into a potato
    eld about six meters past the fence, ipping the aircraft onto
    its back. After the crash, a plume of smoke could be seen and
    an explosion heard. With that, the aircraft disintegrated. The
    engine lay 30m to the right of the wreck. The remaining pieces
    of the plane, including ammunition, lay strewn about. As a result
    of the impact or the explosion, the pilot was found 110m behind
    the impact site. He was still belted to his seat. The parachute
    lay unopened beside the pilot. His logbook and other documents,
    along with his pistol and eld cap, were nearby. The fuselage
    of the airplane was a burned out wreck. The pilot’s body was
    also burned. The ames on him were put out with a portable
    extinguisher, but there were no vital signs anymore. There were
    obvious signs of trauma to the legs, the right shoulder, and face.
    The pilot had an identication stamp on his person. It carried the
    number 542 64817, and from his logbook, it was apparent that he
    was Obergefreiter Karl Kleemann, born on November 10th, 1923,
    in Bad Cannstadt.
    It was also possible to determine that he belonged to 7.Sturm/
    Jagdgeschwader 4. This incident has been reported to Air Control
    at Chemnitz. According to the information supplied by Kassenin-
    spektor Finenkel in Thum, it was requested that the body be
    taken to the mortuary in Thum. The crash site will be guarded
    until the wreckage is cleared.’
    Karl Kleemann was buried on September 16th, 1944 at 1530h in
    the ‘hero section’ of the cemetery in Thum. Annemarie Kraus also
    recalls those days: ‘The pilot’s picture was displayed for a long
    time in the window of the Gensel bookstore. He was buried with
    full honors in the cemetery in Thum. Us kids were present, and
    we observed the ceremony from the cemetery wall…’ The cere-
    mony was also attended by a delegation from the non-com ocer
    school in Annaberg, and according to the town of Thum records,
    two members of Kleemann’s Stael were also present.
    THE STORY DOESN’T END THERE
    The crash of the young pilot in Thum, same as countless other
    pilots, was forgotten over time and the memory faded in the
    minds of the witnesses to the event and most young people never
    even learned about the event. Ocial communist doctrine in East
    Germany dictated that when it came to a Second World War Ge-
    rman pilot dying on German territory, it was too uncomfortable
    The report of the losses of II.(Sturm)/JG 4. (Air Battle Over the Ore Mountains September 11th, 1944 Archives)
    Death notication entry in the Thum archives (Via Frank Retzla)
    .
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    INFO Eduard - July 2021
  • Page 14

    to not have it swept under the rug or alibistically have the facts
    massaged to t the needs of the government. It is possible to
    not use the death of the young pilot for propaganda purposes to
    the fulllment of an ideological agenda and the turning around
    of horrors that Germany and her Nazism brought to the world.
    On the contrary – it can be used as a reminder of the types of
    horrors that that regime and its insanity brought the world, inc-
    luding to her own civilian population and members of her armed
    forces as well. However, such themes are extremely dicult to
    contemplate for many people in Germany to this day and are very
    much a taboo, and it is, unfortunately, much easier for them to
    simply close their eyes to the reality of the past than it is to
    use the past as a learning experience from which much can, and
    should, be taken.
    Under the conditions imposed by a society that hides from its
    past, it seems unbelievable that there would be an attempt to
    erect a memorial to Karl Kleemann, who died in Thum on Septem-
    ber 11th, 1944. The idea was brought forth by two locals, from
    our view, two cross-border fellow collaborators of the Museum of
    the Air Battle Over the Ore Mountains, Frank Retzla and Ronny
    Gehra. These two have co-operated with us on other occasions.
    They have been the main driving force behind the idea of erecting
    the monument to Karl Kleemann and all victims of the air battle
    over the Ore Mountains. The memorial came to fruition thanks
    to the understanding and support of the Thum City Council and
    many local elements. The unveiling of the memorial, as a tribute
    to a World War Two German pilot who lost his life on German soil
    and a reminder of the vicious horrors and senseless loss caused
    by war, occurred on September 8th, 2018. It was unveiled by two
    children from both former enemies, a German girl and a Czech
    boy, in a symbolic gesture of the need to reconcile. The ags of
    both sides of the conict swayed over the monument – American
    and German, and along with them, thanks to German – Czech
    co-operation on the project and the involvement of the museum
    that also pays tribute to Obgefr. Kleemann who died in combat
    over the region, the Czech ag. The site where the monument
    is located, has been named ‘Kleemann Eck’ (Kleemann’s Corner)
    Frank and Ronny managed a pretty much unimaginable feat –
    unveil a monument to
    a Second World War Ge-
    rman pilot in Germany,
    and in the process con-
    vince the local powers
    that be of the idea and
    bring them on board, and
    all this under anti-war
    and anti-Nazi sentiment
    with no political motives
    either way. Last, but not
    least, they also were able
    to track down Kleeman’s
    family and co-ordinate
    their eorts with them.
    And with that, they were
    able to add another pie-
    ce to the mosaic of the
    Air Battle Over the Ore
    Mountains of September
    11th, 1944, which should
    not be so easily forgotten.
    The author during the
    unveiling ceremony.
    Actual view of the
    church tower from
    the accident area.
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    INFO Eduard - July 2021
  • Page 15

    to not have it swept under the rug or alibistically have the facts
    massaged to t the needs of the government. It is possible to
    not use the death of the young pilot for propaganda purposes to
    the fulllment of an ideological agenda and the turning around
    of horrors that Germany and her Nazism brought to the world.
    On the contrary – it can be used as a reminder of the types of
    horrors that that regime and its insanity brought the world, inc-
    luding to her own civilian population and members of her armed
    forces as well. However, such themes are extremely dicult to
    contemplate for many people in Germany to this day and are very
    much a taboo, and it is, unfortunately, much easier for them to
    simply close their eyes to the reality of the past than it is to
    use the past as a learning experience from which much can, and
    should, be taken.
    Under the conditions imposed by a society that hides from its
    past, it seems unbelievable that there would be an attempt to
    erect a memorial to Karl Kleemann, who died in Thum on Septem-
    ber 11th, 1944. The idea was brought forth by two locals, from
    our view, two cross-border fellow collaborators of the Museum of
    the Air Battle Over the Ore Mountains, Frank Retzla and Ronny
    Gehra. These two have co-operated with us on other occasions.
    They have been the main driving force behind the idea of erecting
    the monument to Karl Kleemann and all victims of the air battle
    over the Ore Mountains. The memorial came to fruition thanks
    to the understanding and support of the Thum City Council and
    many local elements. The unveiling of the memorial, as a tribute
    to a World War Two German pilot who lost his life on German soil
    and a reminder of the vicious horrors and senseless loss caused
    by war, occurred on September 8th, 2018. It was unveiled by two
    children from both former enemies, a German girl and a Czech
    boy, in a symbolic gesture of the need to reconcile. The ags of
    both sides of the conict swayed over the monument American
    and German, and along with them, thanks to German – Czech
    co-operation on the project and the involvement of the museum
    that also pays tribute to Obgefr. Kleemann who died in combat
    over the region, the Czech ag. The site where the monument
    is located, has been named ‘Kleemann Eck’ (Kleemann’s Corner)
    Frank and Ronny managed a pretty much unimaginable feat –
    unveil a monument to
    a Second World War Ge-
    rman pilot in Germany,
    and in the process con-
    vince the local powers
    that be of the idea and
    bring them on board, and
    all this under anti-war
    and anti-Nazi sentiment
    with no political motives
    either way. Last, but not
    least, they also were able
    to track down Kleeman’s
    family and co-ordinate
    their eorts with them.
    And with that, they were
    able to add another pie-
    ce to the mosaic of the
    Air Battle Over the Ore
    Mountains of September
    11th, 1944, which should
    not be so easily forgotten.
    The author during the
    unveiling ceremony.
    Actual view of the
    church tower from
    the accident area.
    The main proponents of the erec-
    ting of the memorial, Frank
    Retzla and Ronny Gehra.
    A close-up of the memorial with
    the Jagdgeschwader 4 emblem.
    The text reads:
    In this vicinity in air combat, Ober-
    gefraiter Karl Kleemann lost his life.
    7.(Sturm)/Jagdgeschwader 4. Born No-
    vember 10th, 1923, Died September
    11th, 1944.
    In memory, and as a warning.
    In the air combat over the Ore Moun-
    tains on September 11th, 1944, 56 Ame-
    rican and 21 German pilots and aircrews
    lost their lives.
    The author of this article is also the cura-
    tor of the Museum of the Air Battle Over
    the Ore Mountains September 11th, 1944
    in Kovarska.
    Gratitude and thanks in help with this
    article go out to Frank Retzla, Ronny
    Gehra, Piotr Forkasiewitz, the family of
    Karl Kleemann, Thum City Hall, and Hei-
    demarie Klein of the Thum Town Archives.
    Sources:
    Archives of the Museum of Air Battle
    over the Ore Mountains on September
    11th, 1944 in Kovarska, Czech Republic
    City Archives Thum
    Artworks: Piotr Forkasiewicz
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    INFO Eduard - July 2021
  • Page 16

    HISTORY
    By the late summer of 1944 wilde Sau operations
    were a distant memory for the majority of pilots in
    JG 300. All night-fighter actvities in the Geschwader
    had been concentrated in a ‘specialised’ Moskito
    -
    -hunting Staffel designated 10. (N)/ JG 300. This was
    the so-called ‘Kometen’ or Comet Staffel, established
    to combat the almost nightly incursions over Berlin
    by DH Mosquito bombers of the RAF's LNSF (Light
    Night Striking Force.). Operating out of Jüterbog,
    south of Berlin, under Staffelkapitän Leutnant Karl
    Mitterdorfer, 10. Staffel flew a 'modified' Wilde Sau
    system— guided by two vertical searchlight beams
    and a ground controller, the unit’s high performan
    -
    ce G-14/AS fighters loitered at high altitude (10,000
    meters) above the 'corridors' used by the Mosqui
    -
    toes flying into Berlin. Karl Mitterdorfer was initially
    a flight instructor and did not join 10. / JG 300 until
    August 1944. He quickly made a name for himself
    with a spirited sortie on the night of 13/14 September
    1944, his first 'sharp' sortie.
    Just two pilots, Mitterdorfer and an unknown
    Feldwebel, were assigned to cockpit readiness that
    night. Mosquitoes were reported approaching Berlin
    and so the alarm was raised. However, the unknown
    sergeant turned back because of an engine failure,
    leaving Ltn. Mitterdorfer to fly this mission alone.
    Over the course of his sortie he was vectored onto
    two Mosquitoes, and after closing on one of the RAF
    twins, pursued the enemy down to 4,000 metres be
    -
    fore realising that it was spinning down out of con-
    trol. After landing, Ltn. Mitterdorfer filed two claims
    (although contrary to what can be read elsewhere
    the second Mosquito loss was not credited to Mi
    -
    tterdorfer). He was immediately awarded the EKII
    in the field for his exploit - shooting down the fast
    Mosquito with a Me 109G-14/AS, an encounter where
    circumstances really had to favor the fighter in order
    to record any success.
    Jorg Czypionka was a flight instructor with FFS A/B
    115 in Austria, prior to being posted to 10./JG 300;
    "..[We flew ] a modification of the earlier Wilde Sau
    system—single seat Messerschmitt 109s without ra
    -
    dar, using ground-based navigation and communi-
    cation. The Mosquitoes came in very loosely and very
    fast. They flew in singly and were thus widely spread
    out. Our Bf 109s had only a small speed advantage
    over the Mosquito, and the enemy aircraft came in
    and flew out at top speed from the target area. So
    we had to be at a higher altitude to have a chance of
    knocking them down. We waited for them mostly at
    about 10,000 meters (25,000 feet), often higher. It was
    a very difficult task..."
    Czypionka recalled being vectored onto a Mosqui-
    to that was captured in the glare of as many as 30
    searchlights. He approached the speeding bomber
    from behind, and as he was lining up his shot, the
    searchlights went out. Czypionka opened up none
    -
    theless but had no way of knowing if he ever hit the
    aircraft. Not that Czypionka was unduly concerned
    - flying was most important to Czypionka, not com
    -
    bat - his mother had told him not to kill anybody. As it
    was he found it challenging and risky enough simply
    flying at night—alone in the cockpit with the roar of a
    2,000 horsepower engine, the sky at 30,000 feet, cold,
    huge and pitch-black.
    Czypionka described an added problem – engine re
    -
    liability. With the throttle at full power for too long, it
    WILDE SAU - STORIES
    NEIL PAGE
    WILDE SAU - STORIES
    Bf 109G-14/AS, Lt. Karl Mitterdorfer, CO of 10./JG 300,
    Jüterbog, Germany, September 1944
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    INFO Eduard - July 2021
  • Page 17

    HISTORY
    was easy to ask too much of the DB 605.
    "..On the way back home the engine blew and started
    a fire. Oil came out and so there was no chance to do
    anything. I just kept my cool and talked to my control
    officer, who said he knew where I was, and I bailed
    out..."
    Another 10./JG 300 pilot was Kurt Welter, a contro-
    versial figure who went on to lead his own Me 262
    Kommando against the Mosquitoes of the LSNF af
    -
    ter his successes with 10./ JG 300. In one account he
    claimed to have brought down a Mosquito after colli
    -
    ding with it, an event apparently corroborated by the
    Mosquito crew who filed a combat report for almost
    exactly the same place and time - they reported that
    a Bf 109 rammed them and took off parts of their
    wing so they lost control temporarily before being
    able to fly home…
    While the wilde Sau had been relegated to no more
    than a night-time sideshow on the fringes of the
    activities of JG 300, by day the Geschwader faced up
    to the huge numbers of American aircraft that domi
    -
    nated the skies of the Reich..
    Robert Jung was an enthusiastic 17-year old young
    glider pilot when he was accepted for fighter pilot
    training in the Luftwaffe during 1942. After attending
    the Luftkriegsschule (War College) and then being
    accepted for Jagdfliegerausbildung (fighter pilot
    training) he was posted in August 1944 as a youthful
    Fahnenjunker-Unteroffizier (officer candidate) to the
    leading 'all-weather' Reich Defence Geschwader JG
    300 and as he put it,
    ‘.. eager to arrive at the front
    before it was too late.’.
    (‘inständig hoffend nicht zu
    spät zu kommen’). Just twenty hours after his arri
    -
    val at JG 300, Jungs youthful illusions about life in
    a front-line fighter unit had been shattered - every
    sortie was a fight for survival against hopeless odds.
    Jung later recalled that the JG 300 pilots invariably
    ‘..prayed for clouds..’
    September 13, 1944 was one of those days. There
    was huge American aerial activity over Germany -
    well over 1,000 US bombers and hundreds of figh
    -
    ters were launched at various targets. It was 10h35
    when the green flare signalling the order to take off
    rose into the sky over the airfield at Esperstedt. The
    Messerschmitt 109s of I./JG 300 took off behind the
    Bf 109 G-14/AS “double chevron” of Ritterkreuzträger
    Hptm. Gerd Stamp. The Gruppe could barely assem
    -
    ble twenty combat-ready aircraft, the last of Stamp’s
    machines. This small formation was vectored over
    the Halle-Leipzig sector, briefly clashed with 357th
    FG Mustangs and then closed on several boxes of
    B-17s between Eisenach and Coburg at around 12h15.
    Opening up on a B-17 Oblt. Manfred Dieterle, Kapitän
    of 2. Staffel, at the controls of ‘Red 7’ looked on as his
    target veered out of formation trailing a thick plume
    of black smoke in its wake. After Gfr. Hans Dahmen
    (2. Staffel) and Fhr. Otto Leisner (1. Staffel) had each
    claimed a Boeing destroyed, the German pilots once
    again clashed with Mustangs of the 357th FG, now
    joined by P-51s of the 55th FG. After his 3. Staffel
    Schwarm had been scattered, Jung's G-14 was cha
    -
    sed by four Mustangs. In the dogfight that followed,
    one of the P 51s flew in front of him - a short burst
    from his three guns resulted only in the jamming of
    the engine-mounted cannon. Managing to get into
    a good position for a second time, Robert Jung un
    -
    leashed a burst from his cowl machine guns and
    saw his rounds explode against a P-51’s wing, which
    appeared to catch fire. The Mustang rolled slowly
    inverted and went down vertically. Despite the proxi
    -
    mity of the ground, Jung did not have time to observe
    his victim crash. He himself had taken hits fired
    by one of his pursuers and had to attempt a dead
    stick landing, putting his “Yellow 3” down gear up in
    a field. The Bf 109 G 14/AS flipped over as it struck
    the ground. The concussed pilot was pulled clear of
    the aircraft and transported to the nearest hospital.
    If a victory claim was filed, then it was not confirmed.
    A few weeks later I./JG 300 moved to Borkheide, an
    isolated village some thirty miles or so south of Ber
    -
    lin comprising a handful of houses and a large open
    expanse of "heath-land" of sandy soil, grassy tufts
    and felled pine fir stumps. The pilots and ground
    crews 'lived' in underground log bunkers - a "fore
    -
    taste of the coffin" according to one pilot- and spent
    most of their days at cockpit readiness. The field
    was surrounded by pines on three sides, in theo
    -
    ry difficult to spot from the air - and by marauding
    P-51s. On November 2 the order to go to cockpit rea-
    diness had already come through and a deathly si-
    lence had descended over the field. The pilots found
    themselves alone with their thoughts, seated at the
    controls of their Messerschmitts. Mechanics stood
    on the wings, ready to wind up the heavy inertia
    starters of the Daimler-Benz engines. Suddenly the
    silence was broken by the sound of a DB 605 engine,
    throttled back, flying a landing approach. A Me 109
    hove into view and touched down.
    Moments later, slipstream screaming across the
    open ports of their wing machine guns, around fif
    -
    teen P-51s of the 355th FG - the 'Steeple Morden
    Strafers' – fell on the 'airfield' at Borkheide, The
    P-51s had ‘discovered’ the airfield having followed
    in the new arrival – a JG 3 machine attempting to
    put down after combat. Unleashing a series of firing
    passes that lasted some ten minutes, the ‘Strafers’
    attack sent columns of thick black smoke billowing
    up into the air. In the chaos and confusion some of
    the Messerschmitts attempted to taxi away under
    the cover of the trees, while crews scrambled for
    safety. As the Mustangs departed the scene the re
    -
    sults were spectacular -virtually half the entire air-
    craft complement of I./ JG 300 had gone up in flames.
    At least nineteen Bf 109 G-14/AS fighters with fuel
    tanks and magazines recently replenished for a sor
    -
    tie had been destroyed. At Jagddivsion HQ there was
    consternation. Generalleutnant Beppo Schmid, CO
    of I. Jagdkorps, accompanied by Kommodore Dahl,
    arrived at Borkheide to inspect the damage. The
    Kommandeur I./ JG 300 Hptm. Stamp only narrowly
    avoided disciplinary sanctions. In fact he would soon
    depart the Gruppe.
    These JG 300 losses were soon replaced as the first
    Bf 109 G-10s arrived at I./ JG 300 during November
    1944. Production of the latest DB 605-powered Bf 109
    sub-type the G-10 had started in October 1944 and by
    February 1945 Erla had produced over 1500 exam
    -
    ples. The G-10 had been conceived as a light fast fi-
    ghter, perhaps the fastest of all the Gustavs, capable
    of 700 km/h at 7,000 metres. In the fuselage, behind
    the 400 litre main fuel tank was a 115 litre MW in
    -
    stallation for boosted takeoff and emergency power.
    The cowl MGs featured a new aerodynamic cover,
    dispensing with the ugly Beulen and both the tall tail
    and the tall tail-wheel could be fitted for better stabi
    -
    lity and visibility on the ground.
    Bf 109G-10 Erla, WNr. 490249, Uffz. Hans Dahmen,
    2./JG 300, Borkheide, Německo, prosinec 1944
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    INFO Eduard - July 2021
  • Page 18

    But not even the arrival of the Bf 109 G-10s could halt
    the massacre of JG 300’s pilots. On January 14, 1945
    during another huge raid over Berlin, Jagdgeschwa
    -
    der 300 and 301 lost at least 90 fighters and 68 pilots,
    either dead, wounded or missing in the space of thir
    -
    ty minutes! For Jagdgeschwader 300, aircraft losses,
    amounting to at least sixty machines, approached
    50% of those committed during the course of the day.
    The Staffelführer of 9./ JG 300 Klaus Grothues was
    shot down and killed flying Bf 109 G 14/AS “Yellow 2”
    north of Rathenow. Credited with 17 victories he was
    the last ace of III. Gruppe. His disappearance, coming
    as it did one month after the loss of Lt. Otto Köhler -
    along with the huge losses in combat that day - had
    a profound impact on his comrades.
    In late January 1945 I./JG 300 along with the other
    Gruppen of JG 300 were rushed to the Eastern Front.
    With the Russians within striking distance of Berlin
    there were more pressing concerns than intercep
    -
    ting bombers and dog-fighting P-51s as Lt. Fried-
    rich-Wilhelm ‘Timo’ Schenk, Staffelführer of 2./JG
    300 recalled ;
    " Liegnitz - February 1945. The Russians had crossed
    the Oder near Steinau. (..) When the weather allo
    -
    wed, we flew uninterrupted sorties, up to eight a day
    for some of us. The fields and roads between the
    villages were teeming with thousands of people, wo
    -
    men, children, the elderly, all attempting to flee the
    Soviet invasion in the bitter cold. Most of the columns
    of refugees were heading for Dresden. Viewed from
    the sky these columns of civilians clogging the roads
    painted a picture of terrible suffering. The Russians
    were everywhere. We flew strafing attacks with va
    -
    riable results - low level firing passes against tanks,
    vehicles and infantrymen was no easy task.. "
    In March 1945 with just a handful of serviceable air-
    craft and pilots remaining, I./ JG 300 was disbanded.
    The young and inexperienced pilots in its ranks were
    encouraged by ‘Hajo’ Herrmann – the creator of the
    wilde Sau - to ‘volunteer’ for the ramming mission to
    be flown by the Sonderkommando Elbe. The more
    experienced pilots had already been posted for jet
    training - Eberhard Gzik had gone to 9./EJG 2 in No
    -
    vember 1944 and flew with the former Kommandeur
    of I./ JG 300 Gerhard Stamp in the Me 262 Komman
    -
    do Stamp. The remaining pilots went to III. and IV./ JG
    300. Both these units were shuttling around various
    airfields in southern Germany. Their aircraft – essen
    -
    tially Erla built G-10s and Bf 109 K-4s - all featured
    the blue-white-blue JG 300 fuselage bands introdu
    -
    ced at the turn of the year 1944-45. Brought together
    under the banner of Jagdgruppe 300, a short black
    Gruppe bar was painted over the fuselage bands.
    Ultimately little is known about Jagdgruppe 300 - it
    was 'officially' established through the amalgamati
    -
    on of II. and III./JG 300 in April 1945 and is mentioned
    in a Luftflottenkommando 6 ORB dated May 3, 1945.
    Ordered to Ainring and from there on to Prague with
    stated diversionary airfields in Czech territory, their
    pilots flew some of the last – and perhaps most ho
    -
    peless - Luftwaffe sorties of the war.
    HISTORY
    Bf 109G-10 Erla, WNr. 151965 (not confirmed),
    I. or III./JG 300, Germany, early 1945
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    INFO Eduard - July 2021
  • Page 19

    Area Bombing Directive
    Over the rst half of 1942, the RAF conducted three large raids,
    dubbed ‘Thousand-bomber raids’ against German industrial cities du-
    ring Operation Arabian Nights. The rst raid, coded Operation Millen-
    nium, was conducted by 1,047 bombers over a ninety-minute span on
    the night of the May 30 and 31, 1942. They carried some 1,480 tons of
    bombs, with about a third of them being incendiaries. Losses incurred
    by the RAF amounted to 41 bombers, which was to just under 4 % of
    the force, which is a value that Bomber Command would consider ac-
    ceptable given the amount of damage inicted. The latter aspect was
    signicant, leaving behind the destruction of 3,330 structures, 2090
    heavily damaged, with 7,420 lightly damaged. Loss of life was high,
    with 486 casualties and 5,027 injuries.
    The second ‘Thousand-bomber raid’ was conducted by RAF Bomber
    Command two days later, on the night of the June 1 and 2, 1942,
    when 960 bombers attacked Essen. The results of this raid were much
    less favorable due to inclement weather conditions. Losses were put
    at 31 aircraft (3.24 %). The third raid under Operation Arabian Nights
    saw Bremen being targeted on the night of the June 25 and 26 by
    another 960-bomber force, with 5 % of them being lost in the process,
    corresponding to 48 aircraft. This raid saw the use of heavy, two-ton
    bombs, one of which literally dismantled one of the assembly halls of
    Focke-Wulf. Although only some 700 of the bombers managed to get
    over the primary target, this raid was deemed relatively successful.
    Within the scope of this oensive campaign, which fell under Bri-
    tish Air Ministry Directive No. 5 from February 14, 1942, RAF Bomber
    Command conducted several smaller raids. They were own prior to
    and after the described thousand plane raids and included a well-
    -known raid against Pilsen on the night of the April 23 and 24, 1942.
    Raids with such a high concentration of force as were seen during
    Operation Arabian Nights, could not be sustained by the RAF, because
    Title photo: Frankfurt am Main shortly after the war.
    Photo: Museum of Air Battle Over the Ore Mountains Archives
    Photo on right: Oblique aerial view of ruined residential and
    commercial buildings south of the Stadtpark (seen at upper right)
    in the Eilbek district of Hamburg, Germany. These were among
    the 16,000 multi-storeyed apartment buildings destroyed by the
    restorm which developed during the raid by Bomber Command
    on the night of 27/28 July 1943 (Operation GOMORRAH). The road
    running diagonally from upper left to lower right is Eilbeker Weg.
    Photo: IWM
    they required the services of virtually every available aircraft, in-
    cluding those of Coastal Command and training units. Notably, the
    training units that were pressed into service were ineective and suf-
    fered high losses. For example, No. 91 (OTU) Group lost 23 of its 198
    aircraft in the raid on Bremen, close to 12 %. In any case, Bomber
    Command diligently embarked on a mission to form new squadrons
    equipped with the most modern assets, namely the Stirling, Halifax
    and especially the Lancaster, and to develop new tactical protocols.
    In the spring of 1943, Bomber Command had around 65 squadrons
    equipped with heavy bombers, ready to ply their trade against Ge-
    rmany in a continuation of the night bombing campaign against her.
    Operation Gomorrah
    Night ghter units of the Luftwae under these new conditions were
    inadequate in terms of their numbers and also their eectiveness.
    This became abundantly clear over the course of the week that saw
    raids against Hamburg under Operation Gomorrah, initiated on the
    night of July 24, 1943, with 791 bombes. This raid was conducted
    chiey by Lancaster bombers that dropped 2,400 tons of bombs for
    the loss of only twelve aircraft. Smaller USAAF raids followed on
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    INFO Eduard - July 2021
  • Page 20

    the July 25 and 26, and just before midnight on July 27, there was
    a raid by 729 Lancaster and Halifax bombers of the RAF. This raid
    also dropped some 2,400 tons of bombs on the city, a large number of
    which were M69 incendiary bombs that turned the centre of the city
    into a ery hell. Further raids with fewer losses were conducted on
    the night of the July 29 and 30 and the August 2 and 3. The loss of life
    was monumental, and reportedly some 42,500 people lost their lives,
    the majority of them civilians. The event produced the rst known
    restorm, with ames reaching into the air several kilometers. The
    eectiveness of countering this raid was woefully inadequate part-
    ly because of, among other factors, the use of Window metal strips
    which severely limited the functionality of both ground and airborne
    radar systems. The result of the eect of the raid and the resulting
    ineectiveness in countering it, as well as the restorm, was that the
    door was opened to implementing new concepts of night ghting. This
    involved the use of traditional day ghters in free-roaming intercepts.
    The driving force behind this concept was the very successful and
    highly decorated bomber pilot, Col. Hans-Joachim Herrmann, nickna-
    med Hajo Herrmann. He had proposed trying out this concept as early
    as the end of 1942. He also personally tested this concept in practical
    terms in the spring of 1943 and received the go-ahead to form an
    evaluation unit.
    Jagdgruppe Herrmann
    Stab/Versuchskommando Herrmann was ocially activated on June
    26, 1943 at Deelen, the Netherlands. The unit was composed of ex-
    perienced pilots, largely of former transport and bomber pilots with
    expertise in blind ying techniques. The aircraft were borrowed from
    JG 1 and JG 11. Herrmann’s unit was based at Bonn-Hangelar and re-
    ceived its baptism of re during a raid on Cologne on the night of the
    July 3 and 4, 1943. Herrmann’s pilots brought down ten British aircraft
    for the loss of one of their own. Herrmann himself was credited with
    one kill. After the use of Window over Hamburg, they began to be
    considered the only eective combat element at the disposal of the
    Luftwae. The tactic, that involved interception without the use of
    ground control or airborne radar, where the ghters roamed at will
    and wreaked havoc among enemy bombers in any given operational
    area, much like wild boars, was dubbed ‘Wilde Sau’ (Wild Boar).
    The evaluation unit’s designation was changed to Jagdgruppe Herr-
    mann in July 1943, and it was integrated into II./JG 1. I./JG 300 was
    activated in August 1943. In the rst phase of its existence, the unit
    shared aircraft with day ghter units II./JG 11 and III./JG 11. Another
    two units, JG 301 and JG 302, were established later, during the fall
    of 1943, but the shortage of new aircraft dictated that only one Grup-
    pe of each of these Jagdgeschwader units had their own equipment.
    The remaining groups (Gruppen), dubbed ‘Aufsitzer’, or, less atterin-
    gly, ‘Boar’s Ass’, were forced to continue to rely on borrowed aircraft
    from day ghter units. All three Wilde Sau units, JG 300, 301 and 302,
    were, under Hermann’s leadership, integrated into the Jagddivision
    30 and were subordinate to Luftwaebefehlshaber Mitte.
    Wilde Sau concept
    Bf 109G-5 and G-6 ghters that were tasked with Wilde Sau missions
    carried minimal modications for night ying. Pilots had to be spe-
    cialized in blind ying and in ring at targets at night. To prevent
    being blinded by exhaust ames at night, the aircraft had visor plates,
    called Blendschutzleiste, mounted over the exhaust stubs on both si-
    des of the engine cowl. In the vicinity of the bomber targets, typi-
    cally a burning agglomeration, silhouettes of the attacking bombers
    were discernible, but the high level of contrast above these areas,
    the exploding shells of the anti-aircraft guns, searchlight beams, the
    glare of the res below reecting o clouds, smoke, and other eects,
    easily led to pilot disorientation. Important ight instruments were
    doubled and placed on a blind ying panel, ensuring important ight
    data in case of damage to the aircraft. Navigation and landing lights
    were usually left o, as were landing strip lights. Take-os and lan-
    dings were usually carried out in total darkness, and only in cases of
    emergency , there would be a light placed at the end of the runway,
    pointing straight up, that would indicate to a pilot the axis of the
    runway. The aircraft carried standard radio equipment, augmented
    by a FuG 16ZY navigation system, using directional beams to aid in
    navigating, and the FuG 25a IFF system. For acoustic identication of
    friendly aircraft, rst and foremost among localized counter-air de-
    fensive units, exhaust mounted sirens were installed, called Eberspä-
    cher. This emitted a distinctive and easily identiable tone. As an aid
    to visual identication, an infrared light was installed on the bottom
    surface of the wing, and in cases of emergency, a are could be red
    out from the cockpit.
    Fuel carried by the Bf 109G-6, under normal conditions, allowed for
    around eighty minutes of ight time, fteen of which were generally
    Hans-Joachim „Hajo“ Herrmann
    (1913 – 2010)
    Hans-Joachim „Hajo“ Herrmann (1913 - 2010) originally worked as
    a policeman, then joined the army and in August 1935 was recruited
    to the Luftwae with the rank of Leutnant. He rst served with
    Fliegergruppe Nordhausen and in 1936 was assigned as a bomber
    pilot to 9./KG 253. In August of that year he was deployed in the
    Spanish Civil War. He ew with the Legion Condor in that theatre
    until April 1937 and was awarded the Spanish Cross in Gold with
    Swords. Later in the ranks of his Geschwader, renamed KG 4, he
    took part as commander of the 7th Stael in the attack against Po-
    land, Norway and France. At the end of May 1940 he was shot down
    over Dunkirk. In September 1940 he received the Honor Goblet „For
    Special Achievement in the Air War“ and in October he was awarded
    the Knight‘s Cross. In 1941 he also served briey with KG 54 and
    IX. Fliegerkorps, but in September he became commander of III./
    KG 30 and joined the ght against Allied convoys on the routes to
    the Soviet Union. In the summer of 1942 he was transferred to the
    Stab of General der Kampieger and was in charge of technical and
    tactical changes in the deployment of bomber units. From May 1943,
    he experimented with the „Wilde Sau“ tactic and achieved his rst
    night victory on the night of July 3-4. In the same month he founded
    JG 300, and in August he was awarded the Oak Leaf Cluster and
    simultaneously appointed to command the Jagddivision 30 and in-
    spector of night ghters. In January 1944 he was awarded with the
    Swords to the Knight‘s Cross and two months later became comman-
    der of the Jagddivision 1. From November 1944 he served with the
    Stab of the II Fliegerkorps and in January 1945 became commander
    of the 9. Fliegerdivision. He was the initiator of the formation of
    a ghter unit which was to crash its machines into Allied bombers
    (Rammkommando Elbe), and at the end of the war he organized an
    air operation for sabotage in the rear of the enemy (Unternehmen
    Bienenstock), whose activities ended at the base Salzburg-Ainring.
    Here he got into a dispute with the commander of JV 44 Heinz Bär
    and threatened him with personal liquidation. After the war he was
    a Soviet prisoner of war until 1955. He was one of the inuential
    and fanatical military commanders who lost track of the realities of
    the war situation and whose decisions led to unnecessary casualties.
    After returning to West Germany, he became a lawyer and was an
    active neo-Nazi and Holocaust denier.
    eduard
    20
    INFO Eduard - July 2021
  • Page 21

    the July 25 and 26, and just before midnight on July 27, there was
    a raid by 729 Lancaster and Halifax bombers of the RAF. This raid
    also dropped some 2,400 tons of bombs on the city, a large number of
    which were M69 incendiary bombs that turned the centre of the city
    into a ery hell. Further raids with fewer losses were conducted on
    the night of the July 29 and 30 and the August 2 and 3. The loss of life
    was monumental, and reportedly some 42,500 people lost their lives,
    the majority of them civilians. The event produced the rst known
    restorm, with ames reaching into the air several kilometers. The
    eectiveness of countering this raid was woefully inadequate part-
    ly because of, among other factors, the use of Window metal strips
    which severely limited the functionality of both ground and airborne
    radar systems. The result of the eect of the raid and the resulting
    ineectiveness in countering it, as well as the restorm, was that the
    door was opened to implementing new concepts of night ghting. This
    involved the use of traditional day ghters in free-roaming intercepts.
    The driving force behind this concept was the very successful and
    highly decorated bomber pilot, Col. Hans-Joachim Herrmann, nickna-
    med Hajo Herrmann. He had proposed trying out this concept as early
    as the end of 1942. He also personally tested this concept in practical
    terms in the spring of 1943 and received the go-ahead to form an
    evaluation unit.
    Jagdgruppe Herrmann
    Stab/Versuchskommando Herrmann was ocially activated on June
    26, 1943 at Deelen, the Netherlands. The unit was composed of ex-
    perienced pilots, largely of former transport and bomber pilots with
    expertise in blind ying techniques. The aircraft were borrowed from
    JG 1 and JG 11. Herrmann’s unit was based at Bonn-Hangelar and re-
    ceived its baptism of re during a raid on Cologne on the night of the
    July 3 and 4, 1943. Herrmann’s pilots brought down ten British aircraft
    for the loss of one of their own. Herrmann himself was credited with
    one kill. After the use of Window over Hamburg, they began to be
    considered the only eective combat element at the disposal of the
    Luftwae. The tactic, that involved interception without the use of
    ground control or airborne radar, where the ghters roamed at will
    and wreaked havoc among enemy bombers in any given operational
    area, much like wild boars, was dubbed ‘Wilde Sau’ (Wild Boar).
    The evaluation unit’s designation was changed to Jagdgruppe Herr-
    mann in July 1943, and it was integrated into II./JG 1. I./JG 300 was
    activated in August 1943. In the rst phase of its existence, the unit
    shared aircraft with day ghter units II./JG 11 and III./JG 11. Another
    two units, JG 301 and JG 302, were established later, during the fall
    of 1943, but the shortage of new aircraft dictated that only one Grup-
    pe of each of these Jagdgeschwader units had their own equipment.
    The remaining groups (Gruppen), dubbed ‘Aufsitzer’, or, less atterin-
    gly, ‘Boars Ass’, were forced to continue to rely on borrowed aircraft
    from day ghter units. All three Wilde Sau units, JG 300, 301 and 302,
    were, under Hermann’s leadership, integrated into the Jagddivision
    30 and were subordinate to Luftwaebefehlshaber Mitte.
    Wilde Sau concept
    Bf 109G-5 and G-6 ghters that were tasked with Wilde Sau missions
    carried minimal modications for night ying. Pilots had to be spe-
    cialized in blind ying and in ring at targets at night. To prevent
    being blinded by exhaust ames at night, the aircraft had visor plates,
    called Blendschutzleiste, mounted over the exhaust stubs on both si-
    des of the engine cowl. In the vicinity of the bomber targets, typi-
    cally a burning agglomeration, silhouettes of the attacking bombers
    were discernible, but the high level of contrast above these areas,
    the exploding shells of the anti-aircraft guns, searchlight beams, the
    glare of the res below reecting o clouds, smoke, and other eects,
    easily led to pilot disorientation. Important ight instruments were
    doubled and placed on a blind ying panel, ensuring important ight
    data in case of damage to the aircraft. Navigation and landing lights
    were usually left o, as were landing strip lights. Take-os and lan-
    dings were usually carried out in total darkness, and only in cases of
    emergency , there would be a light placed at the end of the runway,
    pointing straight up, that would indicate to a pilot the axis of the
    runway. The aircraft carried standard radio equipment, augmented
    by a FuG 16ZY navigation system, using directional beams to aid in
    navigating, and the FuG 25a IFF system. For acoustic identication of
    friendly aircraft, rst and foremost among localized counter-air de-
    fensive units, exhaust mounted sirens were installed, called Eberspä-
    cher. This emitted a distinctive and easily identiable tone. As an aid
    to visual identication, an infrared light was installed on the bottom
    surface of the wing, and in cases of emergency, a are could be red
    out from the cockpit.
    Fuel carried by the Bf 109G-6, under normal conditions, allowed for
    around eighty minutes of ight time, fteen of which were generally
    Hans-Joachim „Hajo“ Herrmann
    (1913 2010)
    Hans-Joachim „Hajo“ Herrmann (1913 - 2010) originally worked as
    a policeman, then joined the army and in August 1935 was recruited
    to the Luftwae with the rank of Leutnant. He rst served with
    Fliegergruppe Nordhausen and in 1936 was assigned as a bomber
    pilot to 9./KG 253. In August of that year he was deployed in the
    Spanish Civil War. He ew with the Legion Condor in that theatre
    until April 1937 and was awarded the Spanish Cross in Gold with
    Swords. Later in the ranks of his Geschwader, renamed KG 4, he
    took part as commander of the 7th Stael in the attack against Po-
    land, Norway and France. At the end of May 1940 he was shot down
    over Dunkirk. In September 1940 he received the Honor Goblet „For
    Special Achievement in the Air War“ and in October he was awarded
    the Knight‘s Cross. In 1941 he also served briey with KG 54 and
    IX. Fliegerkorps, but in September he became commander of III./
    KG 30 and joined the ght against Allied convoys on the routes to
    the Soviet Union. In the summer of 1942 he was transferred to the
    Stab of General der Kampieger and was in charge of technical and
    tactical changes in the deployment of bomber units. From May 1943,
    he experimented with the „Wilde Sau“ tactic and achieved his rst
    night victory on the night of July 3-4. In the same month he founded
    JG 300, and in August he was awarded the Oak Leaf Cluster and
    simultaneously appointed to command the Jagddivision 30 and in-
    spector of night ghters. In January 1944 he was awarded with the
    Swords to the Knight‘s Cross and two months later became comman-
    der of the Jagddivision 1. From November 1944 he served with the
    Stab of the II Fliegerkorps and in January 1945 became commander
    of the 9. Fliegerdivision. He was the initiator of the formation of
    a ghter unit which was to crash its machines into Allied bombers
    (Rammkommando Elbe), and at the end of the war he organized an
    air operation for sabotage in the rear of the enemy (Unternehmen
    Bienenstock), whose activities ended at the base Salzburg-Ainring.
    Here he got into a dispute with the commander of JV 44 Heinz Bär
    and threatened him with personal liquidation. After the war he was
    a Soviet prisoner of war until 1955. He was one of the inuential
    and fanatical military commanders who lost track of the realities of
    the war situation and whose decisions led to unnecessary casualties.
    After returning to West Germany, he became a lawyer and was an
    active neo-Nazi and Holocaust denier.
    used up in reaching operational alti-
    tudes. A 300 litre drop tank increa-
    sed this by an hour at cruising speed.
    Weapons generally included two
    MG 131 13mm machine guns with
    300 rounds per gun, one MG 151/20
    20mm cannon ring through the pro-
    peller hub, and two such weapons
    mounted inside of gondolas below
    the wings, each with 200 rounds.
    Often, the head armor was removed
    to save weight, as It was conside-
    red largely useless for night ghting.
    According to pilot memoirs, defensi-
    ve re from the bombers was seldom
    eective, and the gunners rarely
    were able to train their weapons on
    the attacking ghters under dicult
    lighting conditions as described ear-
    lier. In cases of hits to the aircraft
    or mechanical issues that rendered
    the aircraft unyable, the pilots pre-
    ferred to bail out rather than belly-
    -land, because emergency landings
    at night were extremely dicult.
    Mighty Eight is coming
    As it is well known the situation in
    the battleeld changes every mi-
    nute. The air war over Europe was
    fundamentally impacted by the arri-
    val of the Americans. 8th Air Force
    USAAF was established in Savannah,
    Georgia, in January 1942 by the or-
    der dated January 8, 1942 to crea-
    te US Air Forces in the British Isles. The rst USAAF contingent, to-
    gether with 15th Bombardment Group personnel (without aircraft)
    arrived in May followed by General Spaatz‘s sta who settled in Bushy
    Park at London’s outskirts. The subordinate commands, VIII. Bomber
    Command and VIII. Fighter Command, were also established in Janua-
    ry 1942 followed by VIII. Air Support Command established on April 24.
    The rst 8th AF ocial operation was conducted on July 4, 1942, but
    it was a propaganda show performed by RAF aircraft crewed by RAF
    personnel on the day of the American holiday. The rst real mission
    was own on August 17, 1942 by 98th
    BG B-17Es escorted by RAF Spitres
    to bomb the marshalling yards in So-
    tteville-les-Rouen, France.
    The rst ghter group of the VIII. Fi-
    ghter Command was 4th FG founded
    on September 29, 1942 using three
    RAF Eagle Squadrons where Ameri-
    can citizens served as a base. 4th FG
    operated the British Spitres Mk.V
    until it was re-equipped with P-47
    Thunderbolt. For several months the
    4th FG was the only unit available to
    8th AF command. Another FG assig-
    ned to 8th AF, 78th FG, equipped
    with P-38 Lightning, arrived in Bri-
    tain as late as November 1943 but
    in February 1943 was transferred to
    North Africa under 12th AF command. The unit returned to Britain in
    the end of 1943 and was re-equipped with Thunderbolts. Only in May
    the 56th FG ew its rst mission as well, and with Thunderbolts too.
    Since the summer the number of 8th AF ghter groups was rapidly
    growing. In the end of 1943 there were eleven out of the ultimate
    fteen ghter groups, the inventory VIII. Fighter Command managed
    in the beginning of 1944. On 14 May, 1943 the 8th AF conducted its
    rst mission when 200 bombers were dispatched to raid Kiel.
    Messerschmitt Bf 109G-6/U2 (W.Nr.
    412951) „White 16“ of 3./JG 301, one
    of two aircraft which landed in error at
    Manston on 21 July 1944. Both ghters
    were on a night „Wilde Sau“ operation
    against RAF bombers. The pilot of this
    aircraft was Leutnant Horst Prenzel,
    Staelkapitän of 3./JG 301. Photo: IWM
    An Avro Lancaster silhouetted
    against ares, smoke and explo-
    sions during the attack on Ham-
    burg, Germany on the night of
    30/31 January 1943. This raid was
    the rst occasion on which H2S
    centimetric radar was used by the
    Pathnder aircraft to navigate the
    force to the target.
    Photo: IWM
    eduard
    21
    INFO Eduard - July 2021
  • Page 22

    Directive Pointblank
    This directive, issued by the Combined Chiefs of Sta o n J une 14,
    1943, determined the German aviation industry as a prime target for
    the Allied Combined Bomber Oensive. The German factories were
    within the American bombers‘ range, however the USAAF did not have
    the escort ghters with s ucient range available yet. The raids to
    such a distant targets were own partially over the German territory
    and over the target without the ghters‘ cover. From May to July the-
    se bombing missions were concentrated on the Focke-Wulf factories
    in Kassel, Bremen and Oschersleben and even though the attacking
    units suered heavy losses the missions were deemed successful.
    The series of raids on Hamburg, as mentioned earlier, is an example of
    the cooperation between the RAF Bomber Command and 8th AF when
    the RAF night missions were supplemented by the consequent USAAF
    raids during the day. The example of the mission with catastrophic lo-
    sses suered by the attacking airplanes is the raid on Regensburg and
    Schweinfurt conducted on August 17, 1943 and own by 376 B-17Fs
    from 16 bombing groups on the anniversary of the 8th AF rst inde-
    pendent mission. Even though the raid caused serious damages to the
    enemy the own losses were 60 airplanes shot down and another 55 to
    95 damaged, mostly beyond repair. The raids on Wiener Neustadt and
    Ludwigshafen as well as the second raid on Schweinfurt on October 14,
    1943 inicted heavy losses to the Americans.
    The Battle for Berlin
    During the night of 18 to 19 November, 1943 the Bomber Command
    commenced the Battle for Berlin by dispatching 440 Lancasters and
    4 Mosquitos on the raid. The mission was repeated during the night
    of 22 to 23 November, however this time 764 bombers were attacking
    and the raid was repeated the following night by 383 bombers. Till the
    end of the year RAF performed 8 large scale raids on Berlin, from New
    Year 1944 till the end of March 1944 another 8 raids. This sorties were
    supplemented by the Mosquito raids on the smaller scale and large ra-
    ids on the other large German cities such as Leipzig, Essen, Nürnberg,
    Frankfurt am Oder, Magdeburg, Braunschweig, Stuttgart. Despite the
    heavy losses suered by the attackers the destruction of Berlin was
    devastating. The waves of the raids were gradually destroying one ne-
    ighborhood after another until there was nothing left standing. Berlin
    as a symbol of Germany and Nazi power was a target of 363 bombing
    raids in total. Nevertheless, 16 large scale raids own by RAF during
    ve months, from November 1943 to March 1944 brought about a per-
    fect storm. The gradual destruction of the city as well as its change
    of spirit of its population during the endless waves of bombing was
    masterfully described by Jonathan Littell in his novel The Kindly Ones.
    Reorganization and regrouping of forces
    8th AF ew its rst day raid on Berlin on March 4, 1944. It was howe-
    ver preceded by the fundamental restructuring of the USAAF strategic
    forces command in Europe. In January 1944 the USSTAF-US Strate-
    gic Air Forces in Europe command, and all the air forces operating
    in Europe were put under its command including 8th and 9th AF in
    Great Britain and 12th and 15th AF in Italy. Lt.Gen.Carl Spaatz was
    appointed to the command, the operational ocer became Maj.Gen.
    Fred Anderson and Lt.Gen. James Doolittle was given the command
    of the 8th AF. This reorganization has caused signicant changes in
    the USAAF operations in Europe, change in tactics and the equipment
    as well, P-51B Mustang was arriving in the theater. The re-equipment
    of the 8th AF ghter groups commenced in February 1944 and till the
    summer, 14 out of 15 8th AF ghter groups transitioned to the type.
    The same development was under way in the 15th AF operating out
    of Italy. USAAF bombers received the ghter escorts along their route
    to Germany and back regardless if they took o from Britain or Italy.
    The primary tactical aim was the destruction of Luftwae. This missi-
    on was spelled out by the USAAF Chief of Sta, General Arnold, who
    in his New Years speech to the personnel said :“Destroy the enemy
    air force wherever you nd them, in the air, on the ground and in the
    factories.“
    The Luftwae was reorganized as well. On February 5, 1944 the
    Oberkommando der Luftwae, OKL was established. It’s interesting
    to learn that until then Luftwae, contrary to the Navy and Wehrma-
    cht, did not possess the supreme command and was directed by the
    Reich‘s Aviation Ministry-RLM. The direction of the units and combat
    missions, inspection of the equipment, lodging, communication and
    anti-aircraft artillery were still under OKL command. RLM continued
    to direct the training, administration, protection of the civilians and
    technical development. At the same time the Luftwaenbefehlshaber
    Mitte was replaced by Luftotte Reich which was still responsible for
    the Reich’s air defense-Reichsluftverteidigung.
    Bf 109G-6/R6 „Red 29“, 2./JG 302 operating from Helsinki-Malmi in early 1944 under tactical designation Einsatzkomman-
    do Helsinki. Note black lower surfaces on the starboard wing and the ame-damping exhaust covers.
    Photo: SA-Kuva
    eduard
    22
    INFO Eduard - July 2021
  • Page 23

    Directive Pointblank
    This directive, issued by the Combined Chiefs of Stao n J une 14,
    1943, determined the German aviation industry as a prime target for
    the Allied Combined Bomber Oensive. The German factories were
    within the American bombers‘ range, however the USAAF did not have
    the escort ghters with s ucient range available yet. The raids to
    such a distant targets were own partially over the German territory
    and over the target without the ghters‘ cover. From May to July the-
    se bombing missions were concentrated on the Focke-Wulf factories
    in Kassel, Bremen and Oschersleben and even though the attacking
    units suered heavy losses the missions were deemed successful.
    The series of raids on Hamburg, as mentioned earlier, is an example of
    the cooperation between the RAF Bomber Command and 8th AF when
    the RAF night missions were supplemented by the consequent USAAF
    raids during the day. The example of the mission with catastrophic lo-
    sses suered by the attacking airplanes is the raid on Regensburg and
    Schweinfurt conducted on August 17, 1943 and own by 376 B-17Fs
    from 16 bombing groups on the anniversary of the 8th AF rst inde-
    pendent mission. Even though the raid caused serious damages to the
    enemy the own losses were 60 airplanes shot down and another 55 to
    95 damaged, mostly beyond repair. The raids on Wiener Neustadt and
    Ludwigshafen as well as the second raid on Schweinfurt on October 14,
    1943 inicted heavy losses to the Americans.
    The Battle for Berlin
    During the night of 18 to 19 November, 1943 the Bomber Command
    commenced the Battle for Berlin by dispatching 440 Lancasters and
    4 Mosquitos on the raid. The mission was repeated during the night
    of 22 to 23 November, however this time 764 bombers were attacking
    and the raid was repeated the following night by 383 bombers. Till the
    end of the year RAF performed 8 large scale raids on Berlin, from New
    Year 1944 till the end of March 1944 another 8 raids. This sorties were
    supplemented by the Mosquito raids on the smaller scale and large ra-
    ids on the other large German cities such as Leipzig, Essen, Nürnberg,
    Frankfurt am Oder, Magdeburg, Braunschweig, Stuttgart. Despite the
    heavy losses suered by the attackers the destruction of Berlin was
    devastating. The waves of the raids were gradually destroying one ne-
    ighborhood after another until there was nothing left standing. Berlin
    as a symbol of Germany and Nazi power was a target of 363 bombing
    raids in total. Nevertheless, 16 large scale raids own by RAF during
    ve months, from November 1943 to March 1944 brought about a per-
    fect storm. The gradual destruction of the city as well as its change
    of spirit of its population during the endless waves of bombing was
    masterfully described by Jonathan Littell in his novel The Kindly Ones.
    Reorganization and regrouping of forces
    8th AF ew its rst day raid on Berlin on March 4, 1944. It was howe-
    ver preceded by the fundamental restructuring of the USAAF strategic
    forces command in Europe. In January 1944 the USSTAF-US Strate-
    gic Air Forces in Europe command, and all the air forces operating
    in Europe were put under its command including 8th and 9th AF in
    Great Britain and 12th and 15th AF in Italy. Lt.Gen.Carl Spaatz was
    appointed to the command, the operational ocer became Maj.Gen.
    Fred Anderson and Lt.Gen. James Doolittle was given the command
    of the 8th AF. This reorganization has caused signicant changes in
    the USAAF operations in Europe, change in tactics and the equipment
    as well, P-51B Mustang was arriving in the theater. The re-equipment
    of the 8th AF ghter groups commenced in February 1944 and till the
    summer, 14 out of 15 8th AF ghter groups transitioned to the type.
    The same development was under way in the 15th AF operating out
    of Italy. USAAF bombers received the ghter escorts along their route
    to Germany and back regardless if they took o from Britain or Italy.
    The primary tactical aim was the destruction of Luftwae. This missi-
    on was spelled out by the USAAF Chief of Sta, General Arnold, who
    in his New Years speech to the personnel said :“Destroy the enemy
    air force wherever you nd them, in the air, on the ground and in the
    factories.“
    The Luftwae was reorganized as well. On February 5, 1944 the
    Oberkommando der Luftwae, OKL was established. It’s interesting
    to learn that until then Luftwae, contrary to the Navy and Wehrma-
    cht, did not possess the supreme command and was directed by the
    Reich‘s Aviation Ministry-RLM. The direction of the units and combat
    missions, inspection of the equipment, lodging, communication and
    anti-aircraft artillery were still under OKL command. RLM continued
    to direct the training, administration, protection of the civilians and
    technical development. At the same time the Luftwaenbefehlshaber
    Mitte was replaced by Luftotte Reich which was still responsible for
    the Reich’s air defense-Reichsluftverteidigung.
    Bf 109G-6/R6 „Red 29“, 2./JG 302 operating from Helsinki-Malmi in early 1944 under tactical designation Einsatzkomman-
    do Helsinki. Note black lower surfaces on the starboard wing and the ame-damping exhaust covers.
    Photo: SA-Kuva
    Oil Campaign
    With the Battle for Berlin at the end, the combined bombing oen-
    sive ceased as well. Until May 1944 the Allied Air Forces dened the
    priority tasks: the attacks on the cities, the attacks on the V-1 laun-
    ching pads and the attacks on the German railway system. On May 8
    the USAAF launched the Oil Campaign with the German fuel industry
    as a main target. The USAAF day bombers have become the primary
    opponents of the German ghters. In the end of 1943, and in the rst
    half of 1944, the power balance in the battleeld changed. With the
    USAAF arrival in ETO and its growing combat capability and above all
    introduction of P-51B to the escort ghter groups, the German ghter
    units were under the extreme pressure. It rapidly turned out that
    they were falling behind in terms of organization, technology as well
    as personnel. It was necessary to quickly replenish the ghter units
    ranks. Therefore, as early as spring 1944, the majority of Wilde Sau
    units were gradually integrated into the Reichsverteidigung (RLV) sys-
    tem and deployed in the day ghting against the American bombing
    force.
    The tactics
    After the successful deployment of Sturmstael 1, in summer the
    Sturmgruppen IV.(Sturm)/JG 3, IV.(Sturm)JG 4 and II.(Sturm)/JG 300
    were established and equipped with heavy, armored Fw 190A-8/R2.
    The rst combat debut of the new Sturmgruppen took place on July
    7, 1944 during the raid on Leipzig. The new tactics of attacking the
    American formations further relied on the ghter formations called
    Gefechtsverbände concentrated around heavy Sturmgruppen attac-
    king the bombers with their Fw 190A-8 and Fw 190A-8/R2 and the
    units equipped with the lighter Bf 109G that would provide the top
    cover against the American escort ghter arriving at the higher altitu-
    de. Since summer 1944 the Gruppe JG 300 and JG 301 were deployed
    as a ghter cover for the heavy ghters Fw 190A-8/R2 in this manner,
    since the fall equipped with Bf 109G-14/AS and later (since December
    1944) with Bf-109G-10. In the dogght with American ghter escorts,
    which were in summer and fall practically exclusively equipped with
    powerful P-51D Mustang surpassing Bf 109G-14/AS in the most ight
    parameters, the Wilde Sau units suered heavy losses which were
    dicult to replace.
    Not only the aircraft parameters mattered. The other supporting
    equipment played a role too. The anti-G pants or a new gyroscopic
    gunsight K-14 gave USAAF ghter pilots further advantage. Apparently
    the most important factor of the Allied air superiority became the
    thorough, highly ecient new pilots‘ training. On the other side the
    level of training of the young German pilots was deteriorating. The
    average ight time logged by new Luftwae pilots was 100-120 hours
    out of which only around 10 hours on the combat airplanes. That was
    less than half of the ight time of their opponents whose training
    was heavily focused on the combat ying. During the summer, as the
    Allied attacks on the oil reneries continued, the fuel allocation to
    the training units was cut down. In June 1944 the monthly fuel alloca-
    tion to Luftwae pilot schools was 50 000 tons. In October 1944 it
    was only 7000 tons. The negative impact on pilots‘ training is obvious.
    In the fall the fuel was in short supply everywhere.
    The combat tactics played the crucial role. The oensive deployment
    of the American ghters was conducted by ying ahead of its own
    formation and clearing the area of the enemy ghters, blocking the
    German airports by continuously circling ghters and strang the air-
    ports and supply lines. This tactics proved to be fatal for Luftwae.
    Photo taken from a Boeing B-17 of 95th BG during a raid on Mainz on September 8, 1944.
    Photo: Museum of Air Battle Over the Ore Mountains Archives
    eduard
    23
    INFO Eduard - July 2021
  • Page 24

    Restructuring of RLV ghter units
    In July 1944 it became clear that deployment of the twin-engine hea-
    vy ghters in day attacks against the bomber formations protected by
    ghter escorts is ineective and the units equipped with twin-engine
    ghters started to restructure and re-equip with single-engine gh-
    ters.
    For example ZG 26 became JG 6. Since August 1, the number of
    aircraft forming a Stael was increased to 16 and number of Staels
    in the Gruppe increased from three to four. During the summer 1944
    RLV managed to establish 8 new Gruppen, mostly based on twin-en-
    gine ghter units personnel but also bomber and transport aircraft
    crews and of course, pilot schools graduates. Restructuring also en-
    tailed disbanding of some units. In June the majority of JG 302 was
    disbanded including Stab/JG 302. The only surviving JG 302 unit,
    I./JG 302, which operated independently, from February to May 1944
    out of Helsinki as Einsatzkommando Helsinki for example, was in
    October 1944 integrated into JG 301 as III./JG 301. It was equipped
    with Fw 190A-8 and operated as a heavy Gruppe but lacking the armo-
    red Fw 190A-8/R2. Its aircraft were standard A-8 carrying four 20 mm
    cannons and two 12.7 mm machine guns lacking the armor. In the fall,
    the armored Fw 190A-8/R2 were being phased out of the heavy Grup-
    pen and replaced by standard Fw 190A-8s or had the weight reduced
    by removing the outer applique armor and sometimes 30 mm cannos
    as well. In its initial conguration these cannons were quite eective
    weapons against the bombers. A single 30 mm round was sucient
    to destroy B-24 (three were needed to destroy a sturdier B-17) but
    in case of a dogght with Mustangs, Focke Wulfs were cumbersome,
    clumsy and almost defenseless. As we can see further, such combats
    did occur and Fw 190A-8/R2 losses were extremely high.
    Oil Campaign continues
    After a short break, during the Normandy landing in June, USAAF con-
    tinued attacking the reneries and factories producing the synthetic
    fuel, railroad infrastructure and other targets. In July also 15th AF
    operating out of Italy joined the attacks on Germany. Between 19 and
    31 July 15th AF conducted seven large operations, 8th AF conducted
    ve, at 2% average loss of the deployed aircraft. That was quite some
    dierence compared to 1943! Wilde Sau units also joined the attacks
    against the 15th AF formations, for example on July 25, during the
    raid on Linz, these units were attacking the Americans together with
    II./JG 27, I./JG 300, II./JG 300 and I./JG 302. On August 3 during the
    15th AF raid on Friedrichshafen, the I./JG 300 shot down 8 Liberators
    at the loss of 11 own aircraft.
    The already mentioned II.(Sturm)/JG 300 was ocially established on
    August 9. Quite exemplary deployment of the Gefechtverband com-
    posed of Stab/JG 300, I./JG 300, II. (Sturm)/JG 300 and IV. (Sturm)/
    JG 3 took place on August 15 during the raid on Wiesbaden. I./JG 300
    ying the top cover, kept Mustangs far from the Focke-Wulfs resulting
    in 8 B-17s shot down at the loss of 10 own ghters and 5 pilots killed.
    The second Gefechtverband composed of II./JG 5 and III./JG 53 attac-
    ked without the top cover and reported the same results, 8 B-24s shot
    down at the loss of 10 own aircraft. Walter Dahl rather optimistically
    reported 83 B-17s and 18 ghters shot down. The actually losses o-
    cially recorded by USAAF were 13 B-17s, 5 B-24s and 5 Mustangs. On
    August 19 the 15th AF ew the last attack against Ploiesti, Romania
    and further concentrated on the raids on Germany. From 20 to 29
    August it performed the raid on Germany every single day. For the
    rst ten days of September there was a lull in ghting. There was
    an inclement weather in the West and 15th AF was conducting the
    repatriation ights in Romania and the operation in support of the
    attacking Russians and new allies, the Romanians. On August 23 Roma-
    nians surrendered and after a rather injudicious German bombing of
    the Royal Palace, on August 24 Romania declared the war on Germany.
    On September 11 the lull on the Western front was over when the 8th
    AF deployed 1131 bombers and 715 ghters in the operation against
    Germany. RLV managed to muster the opposition of 355 ghters from
    12 ghter groups (Gruppen) concentrated into three Gefechtverbände
    led by three Sturmgruppen. The strongest Gefechtsverband was led
    by Walter Dahl. His pilots attacked 92nd BG above Merseburg and
    shot down eight B-17s (further four B-17s crashed behind the Allied
    lines) at the loss of 7 aircraft. However during the repeated attack,
    II.(Sturm)/JG300 was scattered by Mustangs and lost 13 Fw 190A-8.
    The second Gefechtsverband, composed of II.(Sturm)/JG4, III./JG4
    and Stab/JG1, led by Major Specht (JG11), attacked 100th BG box
    without the ghter cover above Kovářská (Schmiedeberg) in Krušné
    Hory (Ore Mountains or Erzgebirge) and shot down 11 B-17s, later
    three more crashed behind the Allied lines.
    The September 11 operations demonstrate the typical combat condi-
    tions above Germany in fall and a rather disproportionate losses sue-
    Walther Dahl
    (1916 – 1985)
    Walther Dahl joined the army in 1935 and was accepted into the
    Luftwae in the autumn of 1938. In 1939 he became a ight in-
    structor and in May 1941 was assigned to Stab JG 3. On the rst
    day of the attack against the Soviet Union he achieved his rst
    victory and in July 1941 was transferred to II./JG 3. In April 1942
    he became commander of the operational training 1. Stael Er-
    gänzungsgruppe Süd. In August 1942 he returned to the Eastern
    Front as Adjutant of Kommodore of JG 3 „Udet“ and in Decem-
    ber he received the German Cross in Gold and also the Honor
    Goblet „For Special Achievement in the Air War“. In April 1943,
    he achieved his 51st victory and was transferred to the Stab of
    the General der Jagdieger, who at that time was Adolf Galland.
    In July 1943 he became commander of III./JG 3 „Udet“, which
    at that time was nishing its deployment on the Eastern Front
    and moving to Germany to join the Defense of the Reich. At its
    head, Dahl became one of the most famous commanders in the
    ght against the American four-engine bombers. In March 1944,
    he was awarded the Knight‘s Cross at the rank of Major. Two
    months later he was appointed commander of Jagdgeschwader
    z.b.V. and in June 1944 he took command of JG 300. By the end
    of 1944 he had achieved his 92nd victory, was awarded the Oak
    Leaf Cluster and promoted to the rank of Oberstleutnant. But
    due to disputes with Göring, he was removed from his post as
    commander of JG 300 and in January became inspector of ghter
    units. Even in this capacity he continued to y combat sorties and
    in the last weeks of the war he achieved several victories in the
    Me 262 with III./EJG 2. The authors dier on the number of his
    victories. According to E. Obermaier, Dahl achieved 129 victories
    in 678 combat sorties, 30 of which were four-engined bombers.
    After the war, he had close ties to organizations and media with
    a far-right orientation.
    eduard
    24
    INFO Eduard - July 2021
  • Page 25

    Restructuring of RLV ghter units
    In July 1944 it became clear that deployment of the twin-engine hea-
    vy ghters in day attacks against the bomber formations protected by
    ghter escorts is ineective and the units equipped with twin-engine
    ghters started to restructure and re-equip with single-engine gh-
    ters.
    For example ZG 26 became JG 6. Since August 1, the number of
    aircraft forming a Stael was increased to 16 and number of Staels
    in the Gruppe increased from three to four. During the summer 1944
    RLV managed to establish 8 new Gruppen, mostly based on twin-en-
    gine ghter units personnel but also bomber and transport aircraft
    crews and of course, pilot schools graduates. Restructuring also en-
    tailed disbanding of some units. In June the majority of JG 302 was
    disbanded including Stab/JG 302. The only surviving JG 302 unit,
    I./JG 302, which operated independently, from February to May 1944
    out of Helsinki as Einsatzkommando Helsinki for example, was in
    October 1944 integrated into JG 301 as III./JG 301. It was equipped
    with Fw 190A-8 and operated as a heavy Gruppe but lacking the armo-
    red Fw 190A-8/R2. Its aircraft were standard A-8 carrying four 20 mm
    cannons and two 12.7 mm machine guns lacking the armor. In the fall,
    the armored Fw 190A-8/R2 were being phased out of the heavy Grup-
    pen and replaced by standard Fw 190A-8s or had the weight reduced
    by removing the outer applique armor and sometimes 30 mm cannos
    as well. In its initial conguration these cannons were quite eective
    weapons against the bombers. A single 30 mm round was sucient
    to destroy B-24 (three were needed to destroy a sturdier B-17) but
    in case of a dogght with Mustangs, Focke Wulfs were cumbersome,
    clumsy and almost defenseless. As we can see further, such combats
    did occur and Fw 190A-8/R2 losses were extremely high.
    Oil Campaign continues
    After a short break, during the Normandy landing in June, USAAF con-
    tinued attacking the reneries and factories producing the synthetic
    fuel, railroad infrastructure and other targets. In July also 15th AF
    operating out of Italy joined the attacks on Germany. Between 19 and
    31 July 15th AF conducted seven large operations, 8th AF conducted
    ve, at 2% average loss of the deployed aircraft. That was quite some
    dierence compared to 1943! Wilde Sau units also joined the attacks
    against the 15th AF formations, for example on July 25, during the
    raid on Linz, these units were attacking the Americans together with
    II./JG 27, I./JG 300, II./JG 300 and I./JG 302. On August 3 during the
    15th AF raid on Friedrichshafen, the I./JG 300 shot down 8 Liberators
    at the loss of 11 own aircraft.
    The already mentioned II.(Sturm)/JG 300 was ocially established on
    August 9. Quite exemplary deployment of the Gefechtverband com-
    posed of Stab/JG 300, I./JG 300, II. (Sturm)/JG 300 and IV. (Sturm)/
    JG 3 took place on August 15 during the raid on Wiesbaden. I./JG 300
    ying the top cover, kept Mustangs far from the Focke-Wulfs resulting
    in 8 B-17s shot down at the loss of 10 own ghters and 5 pilots killed.
    The second Gefechtverband composed of II./JG 5 and III./JG 53 attac-
    ked without the top cover and reported the same results, 8 B-24s shot
    down at the loss of 10 own aircraft. Walter Dahl rather optimistically
    reported 83 B-17s and 18 ghters shot down. The actually losses o-
    cially recorded by USAAF were 13 B-17s, 5 B-24s and 5 Mustangs. On
    August 19 the 15th AF ew the last attack against Ploiesti, Romania
    and further concentrated on the raids on Germany. From 20 to 29
    August it performed the raid on Germany every single day. For the
    rst ten days of September there was a lull in ghting. There was
    an inclement weather in the West and 15th AF was conducting the
    repatriation ights in Romania and the operation in support of the
    attacking Russians and new allies, the Romanians. On August 23 Roma-
    nians surrendered and after a rather injudicious German bombing of
    the Royal Palace, on August 24 Romania declared the war on Germany.
    On September 11 the lull on the Western front was over when the 8th
    AF deployed 1131 bombers and 715 ghters in the operation against
    Germany. RLV managed to muster the opposition of 355 ghters from
    12 ghter groups (Gruppen) concentrated into three Gefechtverbände
    led by three Sturmgruppen. The strongest Gefechtsverband was led
    by Walter Dahl. His pilots attacked 92nd BG above Merseburg and
    shot down eight B-17s (further four B-17s crashed behind the Allied
    lines) at the loss of 7 aircraft. However during the repeated attack,
    II.(Sturm)/JG300 was scattered by Mustangs and lost 13 Fw 190A-8.
    The second Gefechtsverband, composed of II.(Sturm)/JG4, III./JG4
    and Stab/JG1, led by Major Specht (JG11), attacked 100th BG box
    without the ghter cover above Kovářská (Schmiedeberg) in Krušné
    Hory (Ore Mountains or Erzgebirge) and shot down 11 B-17s, later
    three more crashed behind the Allied lines.
    The September 11 operations demonstrate the typical combat condi-
    tions above Germany in fall and a rather disproportionate losses sue-
    Walther Dahl
    (1916 1985)
    Walther Dahl joined the army in 1935 and was accepted into the
    Luftwae in the autumn of 1938. In 1939 he became a ight in-
    structor and in May 1941 was assigned to Stab JG 3. On the rst
    day of the attack against the Soviet Union he achieved his rst
    victory and in July 1941 was transferred to II./JG 3. In April 1942
    he became commander of the operational training 1. Stael Er-
    gänzungsgruppe Süd. In August 1942 he returned to the Eastern
    Front as Adjutant of Kommodore of JG 3 „Udet“ and in Decem-
    ber he received the German Cross in Gold and also the Honor
    Goblet „For Special Achievement in the Air War“. In April 1943,
    he achieved his 51st victory and was transferred to the Stab of
    the General der Jagdieger, who at that time was Adolf Galland.
    In July 1943 he became commander of III./JG 3 „Udet“, which
    at that time was nishing its deployment on the Eastern Front
    and moving to Germany to join the Defense of the Reich. At its
    head, Dahl became one of the most famous commanders in the
    ght against the American four-engine bombers. In March 1944,
    he was awarded the Knight‘s Cross at the rank of Major. Two
    months later he was appointed commander of Jagdgeschwader
    z.b.V. and in June 1944 he took command of JG 300. By the end
    of 1944 he had achieved his 92nd victory, was awarded the Oak
    Leaf Cluster and promoted to the rank of Oberstleutnant. But
    due to disputes with Göring, he was removed from his post as
    commander of JG 300 and in January became inspector of ghter
    units. Even in this capacity he continued to y combat sorties and
    in the last weeks of the war he achieved several victories in the
    Me 262 with III./EJG 2. The authors dier on the number of his
    victories. According to E. Obermaier, Dahl achieved 129 victories
    in 678 combat sorties, 30 of which were four-engined bombers.
    After the war, he had close ties to organizations and media with
    a far-right orientation.
    red by both sides. 8th AF lost 46 bombers and 25 ghters. RLV lost 110
    out of 305 attacking ghters i.e. 36% loss ratio. 60 pilots were killed,
    25 survived with injuries. On September 12 the 8th AF attacked again,
    the outcome for RLV was even worse. 147 ghters entered combat, 76
    were shot down, 42 pilots killed i.e. 52% loss ratio! On September 13
    15th AF arrived at the scene raiding plants in Odertal (Oder valley)
    and Blechhammer (Blachownia Śląska) in Silesia. It comes as a sur-
    prise that RLV still managed to throw 137 ghters into combat, 63 of
    them got close enough to attack the enemy formation. In the middle
    of October the German fuel supplies have reached the lowest level
    since the beginning of war. On August 1 the Warsaw Uprising started.
    On September 17 the operation Market Garden commenced which cal-
    med down the situation above Germany a little bit. 8th AF operated
    above the Dutch combat area and together with 15th AF conducted
    the supply ights in Warsaw area and smaller scale operations above
    the central Germany.
    Night operations Wilde Sau in 1944
    Let‘s take advantage of the relative combat ina-
    ctivity and talk about the night operations Wilde
    Sau. They did not cease even though their restric-
    tions and transfer of the Wilde Sau ghters to the
    day operations were caused by dierent factors,
    besides the arrival of USAAF arrival in the thea-
    ter. Among others it was strengthening the night
    ghter units equipped with twin-engine aircraft
    featuring the airborne radar and improvement of
    their armament and other equipment. The tech-
    nical conditions of the ground radar network have
    improved as well. New devices, such as Mammut,
    have arrived with the eective range 300km,
    Freya went through the modernization, the very
    advanced and sophisticated Jagdschloss system appeared and in ge-
    neral the system of the search and vector radars was being developed
    and expanded. The radars with short range Wurzburg A, C and D were
    being developed with eective range 40 km. In the system of moni-
    toring the combat situation, night ghter and anti-aircraft artillery
    vectoring, the radio communication interception and passive moni-
    toring of H2X airborne radars transmission played the important role.
    This translated into the higher eciency of both the night ghters
    deployment and anti-aircraft artillery which, as the war progressed,
    played more important role and losses it inicted on the attacking
    bombers were heavier than those caused by ghters. The single-engi-
    ne ghters hanging out in the airspace without radar presented more
    of the burden to the system than the benet. The concept of such
    deployment visioned by Hajo Hermann in 1944 was no longer feasible.
    It did not mean though these ghters could not be useful. As opposed
    to the heavy twin-engine ghters they possessed one valuable advan-
    tage - the speed.
    Formation of the 92nd BG during a raid on September 11, 1944 minutes before they were attacked by JG 300 led by Walther Dahl.
    Photo: Museum of Air Battle Over the Ore Mountains Archives
    Feldwebel Konrad ‘Pitt’ Bauer and his Fw 190A-8
    ‘Kornjark’ with the fuselage „Red 3“ and W.Nr.
    171 641 of 5.(Sturm)/JG 300. Reportedly,
    he was shot down seven times, but destroyed
    57 enemy aircraft, 32 of which were reported
    as four engined heavy bombers. Today, some
    forty of his kills have been documented.
    For his success, he was awarded the Knight’s
    Cross, and nominated for the Oak Leaf.
    eduard
    25
    INFO Eduard - July 2021
  • Page 26

    Serious challenge to the current air defense system were Allied fast
    reconnaissance and bomber aircraft, British Mosquitos in the rst
    place. Since 1943 RAF deployed them in the small scale disruptive
    but annoying attacks and Luftwae lacked the means to stop them.
    The reconnaissance Mosquitos and Spitres ying during daylight
    at the high speed and altitude presented another problem. In August
    1944 the special anti-Mosquito ight was established to counter the
    disruptive raids of the De Haviland Mosquito squadrons commanded
    by RAF Light Night Strike Force.
    At the end of summer, 1944, as a reaction to destructive raids
    conducted by De Havilland Mosquito light bombers of the Light Ni-
    ght Strike Force RAF, a specialized anti-Mosquito unit was formed,
    10./JG 300, also called ‘Mosquito Stael’, under the leadership of Karl
    Mitterdorfer. The unit ew out of Jüterbog and was tasked with inter-
    cepting lone Mosquitos bombing Berlin and other fast enemy aircraft
    attacking by night. Mosquito Stael was equipped with the new high-
    -performance Bf 109G-14/AS, built by Messerschmitt at Regensburg.
    Its high-performance characteristics came from its power plant, the
    DB 605D, coupled with the MW50 water injection system, boosting
    power output for temporary emergency situations. Thanks to its high
    maximum speed at high altitude, around 10,000m, the Bf 109G-14/AS
    had at the very least, a theoretical chance of intercepting successfu-
    lly the fast Mosquito, ying at these heights. Vectoring to the target
    was done through a modication to the Wilde Sau method, utilizing
    a hybrid of ground control, guidance using directional beams and
    ground-based searchlights, which brought some success, despite not
    stopping or even limiting these attacks.
    Using 10./JG300 as the foundation, the II./NJG11 was formed in No-
    vember still equipped with Bf 109. in January 1944, based on the ex-
    perienced personnel of I./JG300, the night ghter 1./Nachtjagdgrup-
    pe 10 (NJGr.10) was established ying Fw 190A, Bf 109G, Bf 110 and
    other types. in August 1944 2./NJG 11 was formed from the section of
    1./NJGr. 10 and in October 3./NJG 11 from the remainder. And on Au-
    gust 28, to complete this process, 1./NJG 11 emerged from 6./JG300.
    A number of NJG 11 operational single-engine ghters were equipped
    with radar but a portion was without it and continued ying Wilde
    Sau missions. And then we have Sonderkommando Stamp established
    in November 1944, shortly renamed Sonderkommando Welter after
    a new commander. This experimental unit operated Me 262A-1a in
    the night ghter role without the airborne radar i.e. in Wilde Sau
    style. On January 28, 1945 the unit was renamed as 10./NJG 11. Until
    April 1945 it was ying out of Burg airport at Magdeburg, then on April
    24 it ew over to Reinfeld and on May 7 to Schleswig-Jagel where on
    May 8 the unit surrendered to the British.
    8th AF Grand Finale
    Let’s go back to fall 1944 when the Oil Campaign was at its peak.
    In November the 8th AF conducted 13 raids, 15th AF 12. In November
    the fuel production in Germany dropped to 31% of the June producti-
    on. November 2 the 8th AF deployed 1174 bombers and 968 ghters in
    the raid on Merseburg/Leuna. All 15 ghter groups of the 8th AF ew
    the mission. During the raid RLV lost 133 out of 305 deployed aircraft
    which represents 44%. This repeated itself on almost every raid. On
    November 6 RLV command conference took place at Hitler’s den. An-
    gry Hitler expressed the opinion that further aircraft supplies to RLV
    was only a waste of material. A day after, Göring delivered his famous
    address at Wannsee. In in 3 and half hours long emotional speech he
    humiliated the whole Luftwae command.
    On November 27 the 8th AF conducted an interesting operation.
    10 ghter groups ew a mock raid on Merseburg. Half of the ghter
    groups ew at the altitude typical for the bombers in order to lure
    RLV ghters into the combat. The other half ew the top cover. JG 3
    and JG 3 did not take the bait and disappeared from the area. Howe-
    ver JG 300 and JG 301 were ambushed and lost 39 aircraft destroyed
    and 27 pilots killed. 8th AF bombers in the meantime bombed the
    marshalling yards in the southern Germany without any interference
    from Luftwae ghters.
    In December the 8th AF refocused on Berlin. On December 5 the am-
    munition factory in Tegel was attacked. 1st and 3rd Bombing Divisi-
    on sortied on Berlin while 2nd BD on Munich. RAF Bomber Command
    dispatched its bombers escorted by Spitres to Soest, a historic town
    between Paderborn and Dortmund, with large marshalling yards. This
    well planned operation completely disintegrated the RLV defense
    as they literally did not know what to do rst. JG1 was engaged by
    Mustangs even before it commenced the attack. It lost 37 aircraft
    and 25 pilots and was eectively out of the action. JG 301 and JG 27
    above Soest shared the same fate. In total RLV lost 77 aircraft and 44
    pilots, the Americans and British did not loose a single bomber. 8th
    AF lost 11 Mustangs and RAF one Spitre. RLV commanders were going
    insane at that time. The American yers were duly fullling the task
    Gen. Arnolds had given them and were close to nish it.
    On December 16 the German counter oensive in Ardennes was laun-
    ched and the weather was bad. 8th AF operated above Ardennes, as
    conditions permitted, while 15th AF ew missions over Germany al-
    most without any RLV ghters opposition. Nevertheless, on Christmas
    Eve, December 24, 8th AF conducted its largest raid deploying 2700
    aircraft. Then it returned to Ardennes. On December 31 and New Ye-
    ar’s 1945 It continued the strategic bombing. The ill-fated German
    Operation Bodenplatte, which practically nished the hard-tested
    Günther Rall
    (1918 – 2009)
    Günther Rall was, with his 275 victories, the third most successful gh-
    ter ace in history. In August, 1939, he was attached to III./JG 52, and
    remained there until the spring of 1944. His rst kill came in the Battle
    of France, and then (as CO of 8. Stael) took part in the Battle of Britain,
    and also the battle over Crete. His second victory didn’t come until the
    conict began with the Soviets. By the end of November, 1941, he gained
    another 34 victories, but was himself shot down and suered spinal in-
    juries that took him some eight months to recuperate from. During this
    period he met a doctor that eventually became his wife. In July, 1942,
    he returned to the Eastern Front, and for his one hundredth victory was
    awarded the Oak Leaf to go with the Knight’s Cross he received not even
    two months previous. In April, 1943, he was credited with JG 52’s 5000th
    kill, and at the end of August, he attained the two hundred mark. From
    the beginning of June, 1943, he was named CO of III./JG 52, which was
    the most successful component of JG 52. This unit amassed over 10,000
    kills, and Rall’s III. Gruppe was credited at least with 4,000 of them. His
    personal best month came in October, 1943, over the course of which he
    destroyed forty Soviet ghters. In the spring of 1944, JG 52 needed to
    pick ve commanders with signi cant enough combat experience against
    ghters to be recalled back to Germany, to take part in the planning of
    the ‘Defense of the Reich’. Günther Rall became the commanding o-
    cer of II./JG 11 on April 19th, and less than a month later, on May 12th,
    he was shot down during combat with 56th FG Thunderbolts and sue-
    red a hand injury. In the fall of 1944, he became CO of Verbandsführer-
    schule des Generals der Jagdieger, and in the nal weeks of the war he
    took over command of JG 300. After the war, he returned to ying, not
    avoiding the military, and progressively built a second career. He trained
    in the United States, and became a pioneer in the use of the F-104 in
    Germany. In the sixties, he was Kommodore of Jagdbombergeschwader
    34, and later commanded the 3rd and 1st Luftwaendivision, and at the
    start of the seventies, he became Inspekteur der Luftwae. Up to 1975,
    he was Germany’s attaché to NATO.
    eduard
    26
    INFO Eduard - July 2021
  • Page 27

    Serious challenge to the current air defense system were Allied fast
    reconnaissance and bomber aircraft, British Mosquitos in the rst
    place. Since 1943 RAF deployed them in the small scale disruptive
    but annoying attacks and Luftwae lacked the means to stop them.
    The reconnaissance Mosquitos and Spitres ying during daylight
    at the high speed and altitude presented another problem. In August
    1944 the special anti-Mosquito ight was established to counter the
    disruptive raids of the De Haviland Mosquito squadrons commanded
    by RAF Light Night Strike Force.
    At the end of summer, 1944, as a reaction to destructive raids
    conducted by De Havilland Mosquito light bombers of the Light Ni-
    ght Strike Force RAF, a specialized anti-Mosquito unit was formed,
    10./JG 300, also called ‘Mosquito Stael’, under the leadership of Karl
    Mitterdorfer. The unit ew out of Jüterbog and was tasked with inter-
    cepting lone Mosquitos bombing Berlin and other fast enemy aircraft
    attacking by night. Mosquito Stael was equipped with the new high-
    -performance Bf 109G-14/AS, built by Messerschmitt at Regensburg.
    Its high-performance characteristics came from its power plant, the
    DB 605D, coupled with the MW50 water injection system, boosting
    power output for temporary emergency situations. Thanks to its high
    maximum speed at high altitude, around 10,000m, the Bf 109G-14/AS
    had at the very least, a theoretical chance of intercepting successfu-
    lly the fast Mosquito, ying at these heights. Vectoring to the target
    was done through a modication to the Wilde Sau method, utilizing
    a hybrid of ground control, guidance using directional beams and
    ground-based searchlights, which brought some success, despite not
    stopping or even limiting these attacks.
    Using 10./JG300 as the foundation, the II./NJG11 was formed in No-
    vember still equipped with Bf 109. in January 1944, based on the ex-
    perienced personnel of I./JG300, the night ghter 1./Nachtjagdgrup-
    pe 10 (NJGr.10) was established ying Fw 190A, Bf 109G, Bf 110 and
    other types. in August 1944 2./NJG 11 was formed from the section of
    1./NJGr. 10 and in October 3./NJG 11 from the remainder. And on Au-
    gust 28, to complete this process, 1./NJG 11 emerged from 6./JG300.
    A number of NJG 11 operational single-engine ghters were equipped
    with radar but a portion was without it and continued ying Wilde
    Sau missions. And then we have Sonderkommando Stamp established
    in November 1944, shortly renamed Sonderkommando Welter after
    a new commander. This experimental unit operated Me 262A-1a in
    the night ghter role without the airborne radar i.e. in Wilde Sau
    style. On January 28, 1945 the unit was renamed as 10./NJG 11. Until
    April 1945 it was ying out of Burg airport at Magdeburg, then on April
    24 it ew over to Reinfeld and on May 7 to Schleswig-Jagel where on
    May 8 the unit surrendered to the British.
    8th AF Grand Finale
    Let’s go back to fall 1944 when the Oil Campaign was at its peak.
    In November the 8th AF conducted 13 raids, 15th AF 12. In November
    the fuel production in Germany dropped to 31% of the June producti-
    on. November 2 the 8th AF deployed 1174 bombers and 968 ghters in
    the raid on Merseburg/Leuna. All 15 ghter groups of the 8th AF ew
    the mission. During the raid RLV lost 133 out of 305 deployed aircraft
    which represents 44%. This repeated itself on almost every raid. On
    November 6 RLV command conference took place at Hitlers den. An-
    gry Hitler expressed the opinion that further aircraft supplies to RLV
    was only a waste of material. A day after, Göring delivered his famous
    address at Wannsee. In in 3 and half hours long emotional speech he
    humiliated the whole Luftwae command.
    On November 27 the 8th AF conducted an interesting operation.
    10 ghter groups ew a mock raid on Merseburg. Half of the ghter
    groups ew at the altitude typical for the bombers in order to lure
    RLV ghters into the combat. The other half ew the top cover. JG 3
    and JG 3 did not take the bait and disappeared from the area. Howe-
    ver JG 300 and JG 301 were ambushed and lost 39 aircraft destroyed
    and 27 pilots killed. 8th AF bombers in the meantime bombed the
    marshalling yards in the southern Germany without any interference
    from Luftwae ghters.
    In December the 8th AF refocused on Berlin. On December 5 the am-
    munition factory in Tegel was attacked. 1st and 3rd Bombing Divisi-
    on sortied on Berlin while 2nd BD on Munich. RAF Bomber Command
    dispatched its bombers escorted by Spitres to Soest, a historic town
    between Paderborn and Dortmund, with large marshalling yards. This
    well planned operation completely disintegrated the RLV defense
    as they literally did not know what to do rst. JG1 was engaged by
    Mustangs even before it commenced the attack. It lost 37 aircraft
    and 25 pilots and was eectively out of the action. JG 301 and JG 27
    above Soest shared the same fate. In total RLV lost 77 aircraft and 44
    pilots, the Americans and British did not loose a single bomber. 8th
    AF lost 11 Mustangs and RAF one Spitre. RLV commanders were going
    insane at that time. The American yers were duly fullling the task
    Gen. Arnolds had given them and were close to nish it.
    On December 16 the German counter oensive in Ardennes was laun-
    ched and the weather was bad. 8th AF operated above Ardennes, as
    conditions permitted, while 15th AF ew missions over Germany al-
    most without any RLV ghters opposition. Nevertheless, on Christmas
    Eve, December 24, 8th AF conducted its largest raid deploying 2700
    aircraft. Then it returned to Ardennes. On December 31 and New Ye-
    ars 1945 It continued the strategic bombing. The ill-fated German
    Operation Bodenplatte, which practically nished the hard-tested
    Günther Rall
    (1918 – 2009)
    Günther Rall was, with his 275 victories, the third most successful gh-
    ter ace in history. In August, 1939, he was attached to III./JG 52, and
    remained there until the spring of 1944. His rst kill came in the Battle
    of France, and then (as CO of 8. Stael) took part in the Battle of Britain,
    and also the battle over Crete. His second victory didn’t come until the
    conict began with the Soviets. By the end of November, 1941, he gained
    another 34 victories, but was himself shot down and suered spinal in-
    juries that took him some eight months to recuperate from. During this
    period he met a doctor that eventually became his wife. In July, 1942,
    he returned to the Eastern Front, and for his one hundredth victory was
    awarded the Oak Leaf to go with the Knight’s Cross he received not even
    two months previous. In April, 1943, he was credited with JG 52’s 5000th
    kill, and at the end of August, he attained the two hundred mark. From
    the beginning of June, 1943, he was named CO of III./JG 52, which was
    the most successful component of JG 52. This unit amassed over 10,000
    kills, and Rall’s III. Gruppe was credited at least with 4,000 of them. His
    personal best month came in October, 1943, over the course of which he
    destroyed forty Soviet ghters. In the spring of 1944, JG 52 needed to
    pick ve commanders with signi cant enough combat experience against
    ghters to be recalled back to Germany, to take part in the planning of
    the ‘Defense of the Reich’. Günther Rall became the commanding o-
    cer of II./JG 11 on April 19th, and less than a month later, on May 12th,
    he was shot down during combat with 56th FG Thunderbolts and sue-
    red a hand injury. In the fall of 1944, he became CO of Verbandsführer-
    schule des Generals der Jagdieger, and in the nal weeks of the war he
    took over command of JG 300. After the war, he returned to ying, not
    avoiding the military, and progressively built a second career. He trained
    in the United States, and became a pioneer in the use of the F-104 in
    Germany. In the sixties, he was Kommodore of Jagdbombergeschwader
    34, and later commanded the 3rd and 1st Luftwaendivision, and at the
    start of the seventies, he became Inspekteur der Luftwae. Up to 1975,
    he was Germany’s attaché to NATO.
    Luftwae, had to make do without JG 300 and JG 301 as they faced
    their own challenges. It did not mean these units were spared of hea-
    vy losses though. In January 1945 the losses mounted, for example on
    January 14 JG 300 lost half of its combat aircraft. The total losses of
    JG 300 and JG 301 on that day were 57 aircraft and 32 pilots killed.
    Final countdown
    To top it o, the Soviet oensive began at the same time, on January
    12, with the Vistula-Oder operation, during which Soviet forces advan-
    ced quickly through Silesia, on the right banks of the Oder. By the
    January 27, the Oder was crossed at Küstrin (today Kostrzyn, Poland),
    and a bridge was established to the left bank. In an eort to halt the
    Soviet advance, elements of JG 300 and JG 301 were committed to
    the area, engaging ground attack aircraft and ghters of the VVS from
    the end of January and into February. They performed ground attack
    missions against the Soviet units, a mission much dierent from the
    one Wilde Sau units were originally formed for. In March, heavy losses
    caused the disbandment of I. Gruppe JG 300, which at the time was
    down to fteen combat-capable aircraft.
    Some pilots of the unit were invited by the founder of Wilde Sau, Hajo
    Herrmann, to join Sonderkommando Elbe, that was developing taran
    tactics that were nothing short of suicide, involving the ramming of
    incoming heavy bombers. The only operation Sonderkommando Elbe
    conducted took place on April 7, 1945. It also yielded an insignicant
    success - 3rd Air Division of the 8th AF lost 9 bombers. Herrmann´s
    task force sent to combat 213 ghters, 45 of them were shot down,
    24 killed, 8 remained missing and 13 survived with injuries.
    A portion of the pilots were converted onto the jet powered Me 262
    Schwalbe and were later integrated into units ying the type, such as
    JG 7. The rest of the pilots and aircraft were integrated into III. and
    IV./JG 300, that were transferred to the Western Front in the area
    of southern Germany and from where they were gradually retreating
    eastwards. By the beginning of May, they found themselves on their
    former home eld of Reichenhall-Berchtesgaden in Ainring, on the
    German side of the German-Austrian border, some three kilometers
    west of Salzburg. Here, they received an order on May 3 to form
    an operational unit designated Jagdgruppe 300 Ainring, and to move
    through České Budějovice (Budweis) to Prague. At least a section of
    Jagdgruppe 300 managed to reach Prague immediately prior to the
    Prague Uprising, and with that, somewhat paradoxically, went from
    the relative safe of Ainring and the American area of operations to
    the extremely dangerous trap of the insurgent Prague and the Soviet
    sphere of inuence. Some of the pilots attempted to evade capture
    by the Soviets by eeing to the west, but a large number perished in
    the trap. Mass of aircraft wrecks of Jagdgruppe 300 have been docu-
    mented in photographs obtained after the end of the war scattered
    around Prague airelds. Photographs taken around the same time on
    west German airelds show wrecks of JG 301 aircraft.
    The last JGr. 300 base was the new airport in Žatec (Saatz) west
    of Prague where all remaining combat-ready aircraft ew over on
    May 7. Me 262A from JG 7 took o from Žatec for an ground attack on
    the Soviet columns advancing from Dresden to Most (Brüx). The last
    kill and apparently the very last JGr. 300, respectively JG 300, sortie
    out of Žatec is attributed to Uz. Eugen Mayer. On May 8 at 10am he
    was scrambled against the solitary Soviet Pe-2 bomber which he duly
    shot down in the vicinity of Žatec airport. In the early afternoon the
    remaining aircraft were destroyed and pilots and ground personnel
    set on the march to Cheb where the unit‘s torso surrendered to the
    Americans.
    Sources:
    CALDWELL D.: Luftwae Over Germany: Defense of the Reich
    CALDWELL D.: Day Fighters in Defence of the Reich: A War Diary, 1942–45
    LORANT J.-Y., GOYAT R.: Jagdgeschwader 300 Wilde Sau, A Chronicle of
    a Fighter Geschwader in the Battle for Germany, Vol 1 & 2
    OBERMAIER E.: DIE RITTERKREUZTRÃGER DER LUFT-
    WAFFE 1939 – 1945, BAND 2, JAGDFLIEGER
    www.ww2.dk
    www.ww2.dk/lwairelds.html
    https://en.wikipedia.org/wiki/Battle_of_Berlin_(RAF_campaign)
    https://en.wikipedia.org/wiki/Pointblank_directive
    https://en.wikipedia.org/wiki/Oil_campaign_of_World_War_II
    https://en.wikipedia.org/wiki/Schweinfurt%E2%80%93Regensburg_mission
    https://en.wikipedia.org/wiki/Second_Raid_on_Schweinfurt
    Archiv Muzea letecké bitvy nad Krušnohořím 11. 9.1944 v Kovářské
    Photo taken after the war at Bad Aibling aireld in Bavaria. The Fw 190A-8 „White 5“ probably belonged to 7./JG 300. On the right is
    a Bf 110G-4 (W.Nr. 180 837), the „2Z+NU“ of 10./NJG 6. The Fw 190A-8 with light blue paint carries the Stammkennzeichen VS+BX and
    the fuselage designation „yellow 10“.
    Photo: Fold3
    eduard
    27
    INFO Eduard - July 2021
  • Page 28

    KITS 07/2021
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    1/48 Cat. No. 11148
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    Brassin wheels
    eduard
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  • Page 29

    KITS 07/2021
    Bf 109G-10 Erla, WNr. 490249, Uffz. Hans Dahmen, 2./JG 300, Borkheide, Germany, December 1944
    Bf 109G-10 Erla, WNr. 151965 (not confirmed), I. or III./JG 300, Germany, early 1945
    Bf 109G-10 Erla, Jagdgruppe 300, Ainring, Germany, early May 1945
    This aircraft with the Gisela inscription was flown by Uffz. Hanz Dahmen in December 1944 from the airfield in Borkheide,
    southwest of Potsdam. The designation was later changed to red 12. In December 1944 the marking of the JG 300 aircraft was
    changed to blue-white-blue fuselage band. In the second half of January 1945 was JG 300 deployed on the eastern front to fight
    on the Oder River, conducting ground attacks and strafing advancing Soviet troops. By this time, Hans Dahmen had already seen
    heavy fights in the fall of 1944, in which he shot down a B-17 on September 13, as well as the bloodbath of JG 300 pilots during
    the USAAF raid on Berlin on January 14, 1945.
    WNr. 151965 is an example of a Bf 109G-10 produced by the Erla factory, series 151. These machines were characterized by
    a wing with large bulges over the undercarriage well and camouflage in a dark green overpaint on the upper and side surfaces,
    including the lower fuselage except of the center wing. This color would be green version of the RLM 81, or even older RLM 70
    or 71 or another green paint. The bottom of the wing including the center section were left in bare metal, but the bottom surfaces
    of the ailerons and flaps were painted in light blue RLM 76. The lower surfaces of the wingtips and the horizontal tail were also
    painted in the same color. The underwing crosses were painted in form of black angles.
    During March 1945 the I./JG 300 was disbanded and between April 1 and April 12, some 15 of the remaining airworthy aircraft
    were handed over to the III. and IV./JG 300. Both units were shuttling around various airfields in southern Germany. As American
    forces advanced further southwards these aircraft were ordered to move to Ainring near Salzburg and then to Prague. Luftwa-
    ffekommando 6 ordered II. and III./JG 300 to be integrated into Jagdgruppe 300 Ainring on May 3, 1945. A short black horizontal
    stripe was then added to the blue-white-blue Reichsverteidigung stripes of the Jagdgruppe 300 aircraft. Ainring airfield was
    located on German side of German-Austrian border, also known as Reichenhall-Berchtesgaden airport. It was one of two
    Salzburg area military airfields during wartime.
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  • Page 30

    Bf 109G-10 Erla, Jagdgruppe 300, Prague-Gbel, Protectorate Böhmen und Mähren, May 8, 1945
    Bf 109G-14/AS, Fw. Eberhard Gzik, 2./JG 300, Borkheide, Germany, October 1944
    Bf 109G-14/AS, Fw. Wolfgang Hundsdörfer, 2./JG 300, Esperstedt, Germany, September 1944
    This aircraft, originally belonging to 16./JG 300, is an Erla build 150 or 151 series machine with large bulges over the undercarri-
    age wells. This machine was flown from Prague-Gbel airfield on May 8, 1945 by Fw. Josef Unminger, a pilot of Flugzeugüber-
    führungsgeschwader 1. He had to make a belly-landing due to the lack of fuel near the city of Bochov near Karlsbad in Western
    Bohemia and the aircraft was destroyed by retreating German soldiers by several shots of Panzerfaust. Unminger was captured
    by the Russians but managed to escape from captivity and returned home to Bavaria after long way through Saxony and
    Thuringia.
    This Bf 109G-14/AS belonging to I./JG 300 was either a Series 780 machine produced by the Messerschmitt factory in Augsburg,
    or a Series 413 or 460, produced by the Erla factory in Leipzig. During the fall of the 1944, the I./JG 300 led by Hptm. Gerhard
    Stamp conducted fighter cover for the Fw 190A-8/R2 Sturmbock heavy fighters. The unit suffered serious losses during tough
    combats with USAAF fighters in September and October. On October 2, I./JG 300 lost 19 aircraft destroyed and 13 damaged by
    Mustangs of the 355th FG which strafed the Borkheide airfield. Fw. Eberhard Gzik was posted to 9./EJG 2 in November 1944 and
    flew the Me 262 in Kommando Stamp. He achieved three aerial victories during the war.
    There was the emblem of a dog cartoon with a B-17 in its mouth and the inscription Lumpi on the fuselage side below the cockpit
    of this aircraft. Lumpi was the pilot´s, Wolfgang Hunsdörfer's, nickname. On the fuselage, in front of the tail surfaces was a red
    stripe, the designation of JG 300 aircraft within the Reichsverteidigung system. In December 1944 was this marking changed to
    blue-white-blue stripes.
    KITS 07/2021
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    KITS 07/2021
    Bf 109G-14/AS, Ofhr. Klaus Grothues, CO of 9./ JG 300, Mark Zwuschen, Germany, December 1944
    Bf 109G-14/AS, Ofhr. Bruno Klostermann, 11./JG 300, Jüterbog-Waldlager, Germany, December 1944
    Bf 109G-14/AS, Lt. Karl Mitterdorfer, CO of 10./JG 300, Jüterbog, Germany, September 1944
    This Yellow 1 was damaged when the landing gear dug into the soft ground and the propeller hit the runway surface of the Mark
    Zwuschen airfield. The aircraft had the undercarriage legs painted red. Klaus Grothues was the last ace of III./JG 300 with 17
    confirmed kills. He was killed in action during an attack against the formation of the American bombers during USAAF raid on
    Berlin on January 14, 1945. Grothues was shot down near Rathenow, west of Berlin when at controls of the Bf 109G-14 Yellow 2.
    Ofhr. Bruno Klostermann was a cousin of the French fighter ace Pierre Clostermann. Unlike his more famous relative, he did
    not live to see the end of the war, as he was killed in action during the USAAF's big raid on Berlin on January 14, 1945. That date
    was a black day for the Wilde Sau units, with JG 300 and JG 301 losing nearly 90 aircraft and 68 pilots in thirty minutes. Jagd-
    geschwader 300 alone lost 50 % of all its aircraft. Klostermann's Green 12 had the undercarriage legs painted red.
    In the late summer and early autumn of 1944, the JG 300 established a special Mosquito-Jagdstaffel to combat the night incur-
    sions over Berlin conducted by de Havilland Mosquito bombers of the RAF's Light Night Strike Force. The 10.(N)/JG 300 operated
    out of Jüterbog under Staffelkapitän Karl Mitterdorfer. His White 1 featured the unit's comet emblem on both sides of the cowling
    and a narrower-than-usual red band around the rear fuselage. The aircraft´s lower starboard wing surfaces were black.
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  • Page 32

    Bf 109G-10 Erla, WNr. 151556, JG 301, Germany, May 1945
    Bf 109G-10 Erla, WNr. 151035, Stab IV./JG 301, Stendal-Borstel, Germany, early 1945
    WNr. 151556 was an example of a Bf 109G-10 series 151 manufactured by the Erla factory. These machines were typical in having
    a wing with large bulge over the undercarriage well. It would be possible this aircraft was camouflaged in RLM 81 and RLM 82
    colors on the upper surfaces and RLM 76-painted lower and side surfaces. Further details about this aircraft are not known.
    WNr. 151035 was an example of an early Bf 109G-10 series 151 produced by the Erla factory. These machines were characterized
    by a wing with large bulge over the undercarriage well. It is believed this aircraft served with the staff Staffel of the IV. Gruppe
    JG 301 at the Stendal-Borstel air base in Saxony-Anhalt. Further details about this aircraft are unknown.
    KITS 07/2021
    48942 Bf 109G-14 (PE
    -
    Set)
    481006 Bf 109G-10 Erla (PE
    -
    Set)
    FE910 Bf 109G seatbelts STEEL (PE
    -
    Set)
    FE1191 Bf 109G-10 ERLA Weekend (PE
    -
    Set)
    644004 Bf 109G-10 LööK (Brassin)
    644045 Bf 109G-10 w/ early wheels LööKplus (Brassin)
    644046 Bf 109G-10 w/ late wheels LööKplus (Brassin)
    648158 Bf 109G-10 wheels (Brassin)
    648239 Bf 109G-6 radio compartment (Brassin)
    648247 Bf 109G exhaust stacks (Brassin)
    648261 Bf 109G-6 wheels (Brassin)
    648265 Bf 109G external fuel tanks (Brassin)
    648309 Bf 109G undercarriage legs BRONZE (Brassin)
    648310 Bf 109G control surfaces (Brassin)
    648422 Bf 109G-10 cockpit (Brassin)
    648441 Bf 109G-10 engine (Brassin)
    D48025 Bf 109G stencils (Decal set)
    D48027 Bf 109G Balkenkreuze (Decal set)
    D48028 Bf 109G svastikas (Decal set)
    D48042 Bf 109G-10 Erla national insignia (Decal set)
    3DL48014 Bf 109G-6 SPACE (3D Decal set)
    EX512 Bf 109G spinner spirals (Mask)
    EX524 Bf 109G-6 Erla canopy (Mask)
    EX581 Bf 109G Erla canopy TFace (Mask)
    EX608 Bf 109G-10 (Mask)
    EX609 Bf 109G-10 TFace (Mask)
    Recommended for WILDE SAU
    Cat. No. 648422
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    INFO Eduard - July 2021
  • Page 33

    EX512 Bf 109G spinner spirals (Mask)
    EX524 Bf 109G-6 Erla canopy (Mask)
    EX581 Bf 109G Erla canopy TFace (Mask)
    EX608 Bf 109G-10 (Mask)
    EX609 Bf 109G-10 TFace (Mask)
    KITS 07/2021
    OVERTREES
    Bf 109G-10
    Cat. No. 82164X
    1/48
    Product page
    Product page
    Cat. No. 82164-LEPT1
    OVERTREES
    Bf 109G-14/AS
    Cat. No. 82162X
    1/48
    Product page
    Product page
    Cat. No. 82162-LEPT1
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    INFO Eduard - July 2021
  • Page 34

    KITS 07/2021
    Product page
    1/72 Cat. No 2136
    Special Hobby plastic parts
    Photo-etched set
    Paiting mask
    13 marking options
    Brassin wheels and pilot figure
    eduard
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    INFO Eduard - July 2021
  • Page 35

    KITS 07/2021
    Bf 109E-3, WNr. 5102, Lt. Herbert Kunze, Stab I./JG 77, Döberitz, Germany, June 1940
    Bf 109E-4, WNr. 5274, Lt. Werner Machold, 1./JG 2, Marigny, France, June 1940
    Bf 109E-1, WNr. 3413, Lt. Hans Krug, 5./JG 26, Marquise, France, July 1940
    This aircraft was manufactured by WNF in early autumn 1939 and assigned to I./JG 77 led by Hptm. Johannes Janke. This unit
    was frequently relocated prior to World War II outbreak so it was no wonder the members of I./JG 77 ironically dubbed themsel-
    ves “Wanderzirkus Janke” (Jankes Wandering Circus) and expressed their feelings about the constant relocation with a scuffed
    boot as the unit's emblem. Janke's adjutant Lt. Kunze was born in Berlin in 1918. He achieved two victories in September 1940 and
    lived to see his promotion to the rank of Oberleutnant. He was killed in combat with Spitfires of No. 603 Squadron on September
    14, 1940 while at the controls of Bf 109E-4 WNr. 3759. He crashed near Lympne and was buried two days later in Hawkinge Ce-
    metery. Kunze originally used a Bf 109E-1 with the name “Sepp” under the cockpit, but for this Bf 109E-3 he chose to paint a small
    rabbit with a spear between its ears and the inscription “Kieki”.
    Machold was serving with 1./JG 2 at the beginning of World War II. He was very successful in Battle of France, gaining 10 victo-
    ries including three Hurricanes and one Spitfire. His 11th victory was a “Tomahawk” claimed on August 11 at about midday near
    Portland. Oberfeldwebel Machold continued to gain victories during the Battle of Britain and became eighth German fighter
    pilot to reach 20-victories mark. On September 5, 1940, he was awarded the Knight Cross for 21 victories. On September 7,
    Machold was transferred to 9./JG 2. He recorded his 24th through 26th victories on September 30, shooting down three Spitfires.
    Oberleutnant Machold was appointed Staffelkapitän of 7./JG 2 in spring 1941. On June 9, 1941 during a low-level Jabo attack on
    a shipping convoy off Portland was his Bf 109 E-7/Z (WNr. 5983) “White 15” hit by anti-aircraft fire from a Royal Navy destroyer.
    Machold belly-landed near Swanage, Dorset and became prisoner of war. Werner Machold claimed 32 victories in more than
    250 combat missions. He achieved all his victories over the Western front.
    Hans Krug was born in 1899 and served in various Bavarian aviation units during the Great War. He was flying combat missions
    from March till May 1918. Considered rather old for fighter pilot in Germany during mid-thirties he joined the Spanish nationalist
    air force instead of Legion Condor like other German “volunteers”. Krug often flew alongside Spanish ace Joaquin Garcia Morato,
    whose Fiat CR.32 carried bullfighting motto “VISTA SUERTE Y AL TORO” (The look, good fortune and lets´s go for the bull!). Krug
    adopted this inscription on his “Emil”, as he was finally accepted to Luftwaffe and entered successful service with II./JG 26
    “Schlageter” with rank of Leutnant. He scored with 5./JG 26 five victories during French campaign including one unconfirmed. All
    were depicted on his tail with kill marks. Krug scored additional five victories during Battle of Britain and took over leadership of
    4./JG 26. He was shot down by RAF fighters over England and performed belly landing near Pluckley in the evening of Septem-
    ber 7. His name is sometimes confused with bomber pilot Lt. Peter Krug who escaped from prison camp in Canada to the United
    States.
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  • Page 36

    Bf 109E-4, WNr. 3709, Oblt. Josef Fözö, CO of 4./JG 51, Desvres, France, July 1940
    Bf 109E-3, Maj. Adolf Galland, CO of III./JG 26, Caffiers, France, August 1940
    Bf 109E-3, Maj. Adolf Galland, CO of III./JG 26, Caffiers, France, late August 1940
    Raven with running nose and umbrella was badge of II./JG 51 and was later adopted by some of unit´s Staffeln with different
    background colors. Mickey Mouse is personal emblem of Josef Fözö who was a Vienna-born Austrian. As a pre-war pilot of
    Austrian Air Force Fözö joined Luftwaffe in 1938 and volunteered for service in Spain where he scored three victories. He was
    already commander of 4./JG 51 at the beginning of World War II and downed one balloon during Sitzkrieg and two RAF fighters
    during “Kanalkampf” in July. His second and third victory were scored west of Cap Griz-Nez against Hurricanes of No. 56 Sqn.
    During Battle of Britain he scored nine victories against RAF and one more in April 1941. Fözö was appointed commander of II./JG
    51 and was seriously injured on Russian front in July 1941. He was awarded Knight Cross during the same month. After recovery
    he became commander of I./JG 51 in May 1942. However, he was injured again the same month. After lengthy recovery Fözö took
    over commanding position on operational training unit JG 108. His total score was 27 victories including service in Spain. Fözö
    passed away in Vienna in 1979, at the age of 67 years.
    Major Adolf Galland was the highest scoring Luftwaffe fighter pilot of Battle of Britain. In the period from August 8 to October 31,
    1940, he scored 32 victories including 15 Spitfires. After service with Legion Condor, 4.(S)/LG 2 and JG 27 he became comman-
    der of III./JG 26 on June 11, 1940. This unit was the second-most successful Jagdgruppe of Battle of Britain with 105 victories
    achieved. Galland´s last victories (19th to 22nd) with III./JG 26 were scored on August 15. He claimed one Spitfire possibly flown
    by RAF ace F/Lt A.C. Deere of No. 54 Sqn. and later added two Spitfires of No. 64 Sqn. On August 22 Galland became Kommodore
    of JG 26 “Schlageter”. He took position of General der Jagdflieger later, becoming the youngest Luftwaffe General. He did not get
    along with Göring very well and lost his position in 1944. During the last months of the war, he was allowed to organize elite unit
    Jagdverband 44 equipped with Me 262 Schwalbe jet fighters. Adolf Galland achieved 104 aerial victories during 705 missions,
    all on the Western front. Included in his score are at least seven victories achieved when he was flying the Me 262. Galland also
    downed four four-engined bombers. He was himself shot down four times.
    This is Galland´s aircraft as it appeared at the end of August 1940, i.e., with yellow identification markings introduced by Luftwaffe
    command at the beginning of August 1940. Some authors believe that this is aircraft WNr. 4820 flown by Galland during August
    1940 as his last personal mount when at command of III./JG 26. But… The 4820 was manufactured by Arado in July 1940 as
    E-1/B and Galland´s logbook states E-1 version as well, but photographs reveal his aircraft sported cannons in the wing. There is
    another aircraft of Galland known from this period, and it is also attributed to WNr. 4820. But again, this “Emil” shows cannons in
    the wings and earlier style of the canopy. After the war, Adolf Galland took part in development of Argentine Air Force and was
    also active in German fighter pilot association. He also became one of the advisers during the filming of Battle of Britain movie.
    Fellow adviser RAF ace Robert S. Tuck became Galland´s very close friend and godfather of his son.
    KITS 07/2021
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  • Page 37

    Bf 109E-1, WNr. 3771, flown by Fw. Ernst Arnold, 3./JG 27, Peuplingues, France, August 1940
    Bf 109E-1, WNr. 3417, Gefr. Erich Mummert, 4./JG 52, Peuplingues, France, September 1940
    Bf 109E-4, WNr. 5375, Hptm. Wilhelm Meyerweissflog, Stab JG 53, Etaples, France, September 1940
    Fw. Arnold was shot down in the late afternoon on August 30 during free hunt sortie over England. The I./JG 27 formation was
    attacked by RAF fighters and Arnold´s “Emil” was hit in radiator, possibly by F/O B. J. G. Carbury of No. 603 Squadron. He had
    performed belly-landing at Westwood Court, near Faversham, Kent and his Aircraft was placed on display in Exeter as the
    fundraising motivation element. Africa emblem of I./JG 27 was introduced in late spring 1940 as reminder of German African
    colonies lost after Great War. The scissors (in German language “Schere”) and the “r” letter are play on the name of former
    Schwarmführer and within the 3. Staffel popular Lt. Ulrich Scherer. He was declared missing after combat with Hurricanes of
    No. 615 Sqn. near Cherbourg on July 20. The unit lost Gruppenkommandeur Hptm. Helmut Riegel during the same combat. Sta-
    ffelkapitän of 3./JG 27 was future Knight Cross recipient Oblt. Gerhard Homuth who was later successfully leading I./JG 27 in Af-
    rica. Homuth scored 15 victories during 1940 and his final score resulting from 450 combat missions counted 63 aerial victories.
    Homuth was engaged in a 20-minutes dogfight with Russian fighters on August 2, 1943, and remains missing from that time on…
    This Messerschmitt saw very long career, being manufactured by Arado company in the late summer or early autumn 1939. Its
    camouflage consists of RLM 71, 02 and 65 and probably went through several changes. It cannot be ruled out the aircraft was
    finished in the RLM 70/71 scheme on upper surfaces originally. Probably due to error, the JG 52 kept this aircraft in books as the
    E-4 variant. Red cat emblem was introduced as unit badge in 1939 when the Staffel carried designation 1./JG 71. Erich Mummert
    was shot down with this “Emil” on September 30 in the afternoon during bomber escort mission. Six JG 52 fighters had been
    attacked by Spitfires and tried to form a defensive circle. But Germans were running out of fuel and had to abandon the combat
    soon. Being pursued by Spitfires the combat got slightly chaotic for Germans and Mummert´s aircraft was hit in radiator by the
    “friendly” fire of another Bf 109. Mummert performed belly-landing on the edge of Detling airfield. Another II./JG 52 pilot was also
    shot down and bailed out, being captured near Detling as well. Commander of 4./JG 52 was the legendary Johannes Steinhoff,
    the man, who acted as Kommodore of the Jagdgeschwader 7 flying with Me 262s and later joined Adolf Galland and his elite
    Jagdverband 44.
    Wilhelm Meyerweissflog was born in 1889 and served in military during Great War. It is assumed he lived in Switzerland after the
    war and travelled to USA as businessman regularly. In the ranks of the JG 53 “Pik As” he was acting as an administrative officer
    of Geschwaderstab. His aircraft was photographed during refueling at former British airbase La Villiaze, Guernsey, part of occu-
    pied Channel Islands. Meyerweissflog was captured on September 5, 1940. During interrogation he said: “Saw the boys going
    off and thought he would like a flip too. He jumped into his aircraft, flew vaguely in the direction of England and was neatly shot
    through the petrol tank by a British fighter," probably by F/Lt. P. C. Hughes flying Spitfire of No. 234 Sqn. Hptm. Meyerweissflog
    made a forced landing at Monkton farm near St. Nicholas-at-Wade at 15.45 hrs “from which more by luck than good judgement
    he came out safely and, when apprehended, had not the slightest idea where he was”. To further quote the interrogation report,
    his start and mission were described as a “Very freelance patrol”, and his morale as “Good under trying circumstances”.
    KITS 07/2021
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    INFO Eduard - July 2021
  • Page 38

    Bf 109E-4, WNr. 3709, Oblt. Josef Fözö, CO of 4./JG 51, Desvres, France, second half of September 1940
    WNr. 1480, Oblt. Franz von Werra, Gruppenadjutant of II./JG 3, Wierre-au-Bois, France, September 1940
    Bf 109E-4, WNr. 5153, Oblt. Egon Troha, CO of 9./JG 3, Desvres, France, October 1940
    This is Fözö´s aircraft after he scored his 14th victory on October 15 in the morning near London when escorting fighter bom-
    bers. Yellow cowling and rudder were identification markings introduced at beginning of September to identify Bf 109s assigned
    to fighter bomber missions.
    Franz von Werra became the first German fighter ace to fall into British hands. It happened on the morning of September 5, 1940,
    when he was shot down with this “Emil” over the county of Kent. Von Werra then became famous for his escape from
    a Canadian prison camp. He was able to return halfway around the world to German territory, where he rejoined the Luftwaffe
    and continued his combat flights. He served on both the eastern and western fronts but was strictly ordered to avoid the shores
    of England. This proved fatal when he failed to return from a flight over the English Channel as CO of I./JG 53 on October 25, 1941.
    The WNr. 1480 carried the standard camouflage of RLM 02/71/65 with white identification markings. These included the rudder
    and wingtips. It is also often depicted with a white engine cowling, but a careful study of photographs and archival documents
    prove contrary to it and the supposed white paint was in fact a newer and lighter coat of RLM 65 paint. It is possible that the
    cover came from another aircraft. The vertical tail area bears the symbols of von Werra's achievements, i.e. eight aerial victories
    and five aircraft destroyed on the ground. They are depicted on each side in a slightly different form. The RLM65 color extended
    to the upper surfaces of the leading-edge wing.
    Egon Troha was born in Austria in 1916 and after finishing his pilot and fighter training, he started to serve in the ranks of the JG
    26 in 1939. Later he joined the JG 27 before being finally assigned to III./JG 3. Troha scored five victories during 1940 including one
    Dutch Fokker C.V and on October 1 he became commander of 9./JG 3. His last kill, probably a Hurricane of No. 605 Sqn., was sco-
    red on October 26 just after midday west of Boulogne. On October 29 Oblt. Troha was attacked by Spitfires of No. 74 Sqn. during
    mission over England. He believed his wingman was covering him, but instead he got a burst of fire which damaged radiator of
    his Messerschmitt. He force-landed near Shepherdswell. During his stay in Canadian prison camp, Troha lost an eye in a pris-
    oner´s riot and was repatriated. After return to Germany he was promoted to Hauptmann and served with operational training
    unit JG 108 till the end of war. Troha´s plane was manufactured by WNF in autumn 1939 as Bf 109E-3. In 1940 it was not upgraded
    only with new canopy but probably also with new MG FF/M cannons, so unit kept the airplane in records as E-4. The sea horse
    emblem was created by the core of original unit´s pilots who were supposed to form fighter squadron of German aircraft carrier
    Graf Zeppelin.
    KITS 07/2021
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    INFO Eduard - July 2021
  • Page 39

    Bf 109E-4, WNr. 4869, flown by Lt. Bernhard Malischewski, Stab II./JG 54, Campagne-les-Guines, France, October 1940
    This “Emil” was personal mount of Stab II./JG 54 officer Lt. Bernhard Malischewski who was already long serving member at the
    time, as his presence was dating back to the times, when the unit had original designation I./JG 76. He scored one victory during
    Sitzkrieg and three more during French campaign and the Battle of Britain. His last victory dates to the September 29 when he
    shot down a Spitfire near London. Malischewski was captured on October 12 after forced landing south of Tenterden, Kent. It is
    believed he was shot down by S/Ldr R. S. Tuck, however Malischewski stated the engine failure was his real defeater in the do-
    gfight. Indeed, his airplane did not have any hits from enemy fire. In the UK he was kept as prisoner of war at Camp 13, the Hayes
    Camp, Swanwick, Derbyshire. He joined the group of prisoners, who were planning escape through a tunnel. One of the group
    members was Franz von Werra. They nicknamed themselves as “Swanwick Tiefbau A. G.” meaning Swanwick Engineering Co.
    Three prisoners including von Werra escaped, but Malischewski gave up the effort earlier during digging process. In February
    1945 he was sentenced to 28 days detention for attempting to escape from the train bringing him from one Canadian camp to
    another. He was promoted to rank of Oberleutnant during his captivity and passed away in 1975.
    KITS 07/2021
    73736 Bf 109E-4 (PE
    -
    Set)
    73739 Bf 109E-3 (PE
    -
    Set)
    Sprue - A
    -
    E-1
    Sprue - A
    -
    E-3/4
    Sprue - A
    -
    E-3/4
    Sprue - B
    Sprue - B
    Sprue - B
    Sprue - C - malý
    Sprue - C - malý
    Sprue - C - velký
    Recommended for ADLERANGRIFF
    OVERTREES OVERTREES OVERTREES
    Bf 109E-1 Bf 109E-3 Bf 109E-4/7
    Cat. No. 7031X Cat. No. 7032X Cat. No. 7033X
    1/72 1/72 1/72
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    INFO Eduard - July 2021
  • Page 40

    KITS 07/2021
    1/48 Cat. No. 84114
    Eduard plastic parts
    4 marking options
    Product page
    eduard
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    INFO Eduard - July 2021
  • Page 41

    KITS 07/2021
    Hptm. W. Moritz, CO of IV.(Sturm)/JG 3, Memmingen, Germany, July 1944
    WNr. 682181, Fw. Hubert Engst, 6.(Sturm)/ JG 300, Löbnitz, Germany, early 1945
    Wilhelm Moritz joined German army service in 1933 and was assigned to the Luftwaffe afterwards. The outbreak of WWII found
    Moritz flying Bf 110 with II./ZG 1. In the summer of 1940, he was reassigned to 6./JG 77 and served as CO of 11./JG 1 in April 1942.
    He was transferred to JG 51 on the Eastern Front in September 1942, there he shot down 25 aircraft. On October 19, 1943, he was
    appointed Staffelkapitan of 6./JG 3. The JG 3 was a component of the fighter network tasked with the defense of the Reich (Re-
    ichsverteidigung). Moritz became the CO of its IV. Gruppe on April 18, 1944. This Gruppe specialized in the use of heavily armed
    and armored single-engine fighters against Allied four-engined bombers. He was relieved of his command of IV. Gruppe on
    December 5, 1944, following a nervous breakdown and after recuperation he took over command of the Luftwaffe replacement
    training unit IV./EJG 1. Moritz found his way back to a combat unit before the war ended, as he became CO of II./JG 4 on April 18,
    1945. He held this post till the end of the war. He was credited with 44 victories and was awarded the Knight's Cross on July 18,
    1944. Moritz's aircraft carried the standard Luftwaffe fighter camouflage scheme. Aircraft of IV./JG 3 had black engine cowls. The
    double chevron identifies the Gruppe leader's aircraft and the wave marking on the rear fuselage was carried by aircraft of the
    IV. Gruppe. Fuselage protective armor plates were light gray or unpainted. Most of the JG 3 aircraft carried the unit marking on
    the engine cowl, but available photographs cannot confirm whether this was the case with this aircraft.
    A native of Krauschwitz, Hubert Engst was born on November 10, 1921 and on completion of flight training in July 1943, he was
    assigned to JG Hermann (later redesignated as JG 300), specialists in the use of Wilde Sau tactics (night attacks against bom-
    bers using single-engine fighters). Here, on his first combat flight and only three hours after his arrival he would shoot down
    a Stirling bomber. Hubert Engst flew with the 5. and later 6. Staffel of JG 300, the unit integrated from the beginning of its exi-
    stence into the structure of the Defense of the Reich. According to the sources Engst shot down some 20 aircraft. He was shot
    down twice himself. Remains of his Fw 190A-8/R2 WNr. 681361 “Yellow 7” were discovered in 2011 near Otin close to Jindrichuv
    Hradec. They are part of the collection of the local museum there nowadays. Hubert Engst lived in the former East Germany
    after the WWII and died in 1981. The standard RLM74/75/76 scheme was complemented by JG 300 colors and markings from the
    end of the war in the shape of a blue-white-blue band of prescribed 900 mm overall width. A horizontal strip designating aircraft
    of the II. Gruppe was painted over the band, its yellow color was specific to the planes of the 6. Staffel.
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  • Page 42

    KITS 07/2021
    WNr. 681343, Obgefr. Karl Kleemann, 7.(Sturm)/JG 4, Welzow, Germany, September 1944
    WNr. 739431, Ltn. Norbert Graziadei, 5.(Sturm)/JG 300, Löbnitz, Germany, October 1944
    Karl Kleemann became a member of 7. Staffel II.(Sturm)/JG 4 in August 1944. The newly formed unit was to fight with Allied
    four-engine bomber formations. Its first combat occurred on September 11, 1944, and its pilots achieved considerable success
    in combat with aircraft from the 3rd Bomb Division. With the support of Messerschmitts from the III. Gruppe, they managed to
    shoot down fourteen B-17s, mostly from the 100th Bomb Group. The Sturmgruppe paid for this with the loss of at least 20 Sturm-
    bocks and 12 pilots killed. Karl Kleemann in the aircraft designated “Yellow 1” was one of them. To escape the battle area, many
    Sturmbock pilots got into dogfights with American fighters. Kleemann's machine appeared shortly after 12:10 at an altitude of 160
    ft (50 m) over the town of Thum, pursued by several P-51s. After a sharp turn over the center of town, the aircraft crashed in
    a field just next to the town hospital and exploded. In September 2018 a monument was unveiled near the crash site, designed as
    a memorial to all the victims of the Battle of the Erzgebirge. Kleemann's Sturmbock bore the standard livery used by II.(Sturm)/
    JG 4. The RLM 74/75/76 color scheme was supplemented by the fuselage markings of JG 4 according to the Reich Defense Sys-
    tem (black and white band). The horizontal stripe of the II. Gruppe was not used on JG 4 aircraft during this period. The emblem
    on the engine cowling could have had the crest of the knight's helmet painted yellow, or it could have remained unpainted. During
    the period in question, JG 4 still used side armor windows on its Fw 190s. The fuselage machine guns were often removed.
    A native of Vienna, Norbert Graziadei was born on February 20, 1920. He joined the Luftwaffe in 1941 and completed pilot training,
    after which he flew with a transport squadron. In April 1944, he joined the fighters, underwent night fighter training, and on
    June 14 he was sent to II./JG 300, which was at the time conducting Wilde Sau night flights using single seaters to fight British
    bomber raids. Later on the unit was transferred to the Defence of the Reich system, which necessitated change in its activities,
    as it became a day combat unit. Graziadei was chosen by the commander of 6./JG 300 as his deputy and technical officer. In Sep-
    tember, the change occurred again and II. Gruppe became Sturmgruppe, i.e. a special group for fighting daylight bombers. On 25
    September 1944, Ltn. Graziadei, nicknamed Naggi, was transferred to the 5. Staffel, where he also acted as the technical officer
    and CO´ s deputy, now to Ltn. Bretschneider. Norbert Graziadei survived deployment during World War II, shooting down a total
    of ten enemy aircraft. He died in 1999. During his time with the 5. (Sturm)/JG 300, he flew at least two Fw 190A-8/R2s, designated
    “Red 2”, which bore the inscription “Moidl”, the Tyrolean dialect term for girl (Mädchen), on the armour under the front plate.
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    INFO Eduard - July 2021
  • Page 43

    KITS 07/2021
    48973 Fw 190A-8/R2 (PE
    -
    Set)
    48974 Fw 190A-8/R2 landing flaps (PE
    -
    Set)
    FE863 Fw 190A seatbelts STEEL (PE
    -
    Set)
    644005 Fw 190A-8/R2 LööK (Brassin)
    648356 Fw 190A wingroot gun bays (Brassin)
    648366 Fw 190A propeller (Brassin)
    648381 Fw 190A exhaust stacks (Brassin)
    648426 Fw 190A-8/R2 cockpit (Brassin)
    648482 Fw 190A-8/R2 engine (Brassin)
    SIN64852 Fw 190A-8/R2 ESSENTIAL (Brassin)
    D48036 Fw 190A-8/R2 national insignia (Decal set)
    3DL48027 Fw 190A-8/R2 SPACE (3D Decal set)
    EX587 Fw 190A TFace (Mask)
    Recommended for Fw 190A-8/R2
    Cat. No. 644005
    Cat. No. 648426
    Cat. No. 648482
    Cat. No. 648366
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    INFO Eduard - July 2021
  • Page 44

    KITS 07/2021
    Product page
    1/48 Cat. No. 84130
    Eduard plastic parts
    4 marking options
    Brassin Anthenas
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    INFO Eduard - July 2021
  • Page 45

    KITS 07/2021
    MiG-21bisD, Eskadrila borbenih aviona, HRZ i PZO, Zagreb – Pleso, Croatia, December 2016
    MiG-21bis, 115th GIAP, Soviet VVS, Bagram Air Base, Afghanistan, 1980
    The Croatian Air Force purchased forty MiG-21bis fighters and MiG-21UM trainers from Ukraine in 1995. In 2003, eight MiG-21bis
    aircraft were modernized to bisD standard in Romania. The modernization program included upgrade of the navigation, com-
    munication and IFF equipment. In 2014, another modernization took place involving seven Croat MiG-21bisD/UMD aircraft, along
    with a purchase of another five aircraft from repair facility in Odessa. The modernized aircraft received an all-grey camouflage
    scheme. Aircraft coded 116 received a stylized “25” on the left side of the fin to commemorate 25th anniversary of the Croatian
    Air Force.
    Fighter cover duties during the Soviet invasion of Afghanistan were conducted by the 115th Guards' Regiment at the end of 1979.
    The unit was equipped with the MiG-21bis and was based at Kokaity in Uzbekistan, a Soviet Socialist State at the time. Three days
    after the invasion beginning, the 1st Squadron moved to Bagram Air Base, followed by a second Squadron on January 23, 1980.
    Due to the lack of any enemy fighters, the 115th GIAP became involved in ground support duties together with the 136th APIB.
    MiG-21bis aircraft of the 115th GIAP used in Afghanistan were painted in green and brown on the upper surfaces at the beginning
    of the war, with lower surfaces in a blue-grey tone.
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  • Page 46

    KITS 07/2021
    MiG-21bis, C2283, No.3 Squadron „Cobras“, Pathankot AB, India, early ´90s
    The newest version of the MiG-21, the “bis”, was purchased to the tune of twenty-six pieces by the Finnish Air Force in the latter
    half of the seventies. The first aircraft were delivered in 1978, and at the beginning of the eighties, these aircraft began to be
    westernized. The process included a new instrument panel and radio equipment compatible with those of west European air-
    craft. The aircraft coded MG-130 was delivered to Finland on July 17th, 1980, and its westernization was conducted during 1982.
    It made its last flight on March 7th, 1998, and it can currently be seen on the roof terrace of the Verkkokauppa Oy Shopping Cen-
    ter in Helsinki. At the beginning of the eighties, MG-130 carried the camouflage scheme in which it was delivered from the Soviet
    Union, i.e. brown and green on the upper and side surfaces, while the lower surfaces in light grey.
    C2283 displays a unique combination of camouflage scheme and colorful ID markings. The unit personnel named their aircraft
    after snakes, among which “Rattler”, “Mamba” and “Cobra” are known. The dorsal section of the fuselage was taken from another
    MiG-21bis, probably from a “Mamba”. The history of No.3 Squadron goes back to October 1941, when the unit was activated in
    Peshawar, equipped with the Hawker Audax. During the second half of the Twentieth Century, the unit took part in every conflict
    that India was involved in with neighboring states. The No.3 Squadron used the MiG-21bis from July 1980 to 2002, when it was
    re-equipped with the modernized MiG-21 “Bison”.
    MiG-21bis, HävLLv 31, Suomen ilmavoimat, Kuopio-Rissala AB, Finland, 1980
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    INFO Eduard - July 2021
  • Page 47

    Recommended for MiG-21bis
    KITS 07/2021
    48704 MiG-21 ladder 1/48 (PE
    -
    Set)
    48994 MiG-21 surface panels 1/48 (PE
    -
    Set)
    48999 MiG-21bis exterior 1/48 (PE
    -
    Set)
    49065 MiG-21 KM-1 seatbelts FABRIC (PE
    -
    Set)
    49110 MiG-21 seatbelts STEEL 1/48 (PE
    -
    Set)
    491036 MiG-21bis interior 1/48 (PE
    -
    Set)
    FE1149 MiG-21bis Weekend 1/48 (PE
    -
    Set)
    644033 MiG-21bis LööK 1/48 (Brassin)
    648025 Rocket launcher UB-16 and UB-32 1/48 (Brassin)
    648026 MiG-21 wheels 1/48 (Brassin)
    648030 MiG-21 seat late 1/48 (Brassin)
    648049 MiG-21 wheel wells 1/48 (Brassin)
    648050 MiG-21BIS interior (Brassin)
    648051 MiG-21BIS exhaust nozzle (Brassin)
    648064 MiG-21 late airbrakes 1/48 (Brassin)
    648080 MiG-21 undercarriage legs BRONZE 1/48 (Brassin)
    648082 R-60 / AA-8 Aphid 1/48 (Brassin)
    648125 R-3S / AA-2 Atoll-A 1/48 (Brassin)
    648126 OFAB-100 Soviet bombs 1/48 (Brassin)
    648127 OFAB-250 Soviet bombs 1/48 (Brassin)
    648136 S-24 rocket 1/48 (Brassin)
    648173 UB-16 rocket launcher (2 pcs) 1/48 (Brassin)
    648424 FAB-500 M54 bombs 1/48 (Brassin)
    648445 R-13M missiles 1/48 (Brassin)
    648490 MiG-21 F.O.D 1/48 (Brassin)
    3DL48026 MiG-21bis SPACE (3D Decal set)
    EX751 MiG-21bis Weekend 1/48 (Mask)
    Cat. No. 644033
    Cat. No. 648050
    Cat. No. 648080
    Cat. No. 648490
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    INFO Eduard - July 2021
  • Page 48

    KITS 07/2021
    Re-release
    1/48 Cat. No. 82114
    Eduard plastic parts
    Photo-etched set
    Paiting mask
    6 marking options
    Product page
    eduard
    48
    INFO Eduard - July 2021
  • Page 49

    KITS 07/2021
    Bf 109F-4, WNr. 7183, Hptm. Hans Hahn, III./JG 2, St. Pol, France, October 13, 1941
    Bf 109F-4, WNr. 7243, Oblt. Otto Kath, Stab/JG 54, Staraya Russa, Soviet Union, early December 1941
    Bf 109F-4, Uffz. Hans Döbrich, 6./JG 5, Petsamo, Finland, September 2, 1942
    Hans „Assi“ Hahn, a fighter ace and recipient of the Knight's Cross with oak leaves was in command of 4./JG 2 from December,
    1939 and starting from October 1940 he overtook the lead of III./JG 2. Fifty kill marks on the rudder related to his service on the
    Western Front. Hahn added the fiftieth kill to his tally on October 13, 1941, shooting down a Spitfire near Boulogne-sur-Mer. Alto-
    gether he destroyed 66 enemy aircraft in the West. In late 1942 “Assi” Hahn moved to the East and commanded II./JG 54 from No-
    vember 1, 1942. On February 21, 1943, he was downed and captured. He spent seven years in captivity, returning back to Germany
    in 1950. He wrote a book about his life in prison Prisoner of War in Russia (Ich spreche die Wahrheit – I Speak the Truth). Hahn´s
    total score stands at 108 kills. The rooster head was the crest of III./JG 2, based on Hahn´s family name (“der Hahn” means “the
    rooster” in English).
    Otto Kath served as Geschwaderadjutant for Hannes Trautloft, the famous fighter ace and CO of JG 54 from March, 1941 till Sep-
    tember, 1943. Trautloft retained Kath when moving from I./JG 20 to JG 54. Kath is credited with 6 kills. The standard camouflage
    of RLM 74/75/76 was oversprayed with washable white paint on the upper sides as the temporary winter camouflage. The only
    exception was the framing of the canopy. The non-standard Geschwader Stab marking is green, which was the color reserved
    for aircraft of the HQ members. The green heart was the symbol of the JG 54 “Grünherz”. Note the yellow Eastern Front mar-
    kings on the wings, rudder, and fuselage.
    This aircraft was flown by Hans Döbrich, a fighter ace credited with 65 victories. He was downed three times and seriously
    wounded during the last incident. He never flew a combat sortie again. During the second half of 1942, II./JG 5 was equipped with
    “Friedrichs” manufactured for service in a tropical environment. The desert camouflage colors consisting of RLM 79 and RLM
    78 were applied at the factory. Feldflugpark (Repair Field Unit) in Pori added segments of RLM 74/70 (some sources state RLM
    75/71) which helped to camouflage effect over the northern territory. The green shamrock on the cowling was a crest of 6./JG 5.
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  • Page 50

    KITS 07/2021
    Bf 109F-4/trop, WNr. 8693, Lt. Hans-Joachim Marseille, 3./JG 27, North Africa, February 1942
    Bf 109F-4, WNr. 13325, Oblt. Viktor Bauer, 9./JG 3, Shchigry, Soviet Union, June 1942
    Bf 109F-4/B, W. Nr. 7629, Oblt. Frank Liesendahl, 10. (Jabo)/JG 2, France, June 1942
    This aircraft was flown by Lt. Hans-Joachim Marseille, a fighter ace with 158 kills to his credit. Marseille was awarded the Kni-
    ght´s Cross with Swords, Oak Leaves and Diamonds as the recognition of his remarkable success. He was shooting down ene-
    my aircraft at rapid rate with many multiple one-day victories. The German propaganda made use of it to make Marseille a star.
    The tale ended with Marseille´s death. He was killed in accident on September 30, 1942. The camouflage of his aircraft consisted
    of RLM 79 “Sandgelb” on the upper surfaces and RLM 78 “Himmelblau” on the lower ones. The rudder was adorned with fifty kill
    marks (Abschussmarken) and appears to be oversprayed with a red-brown primer. Marseille achieved his 49th and 50th kills
    on February 21, 1942. His victims were two Kittyhawks. The white-painted wingtips and fuselage band were Luftwaffe markings
    used on the aircraft flown in the Mediterranean theatre.
    This aircraft was flown by Viktor Bauer, holder of the Knight's Cross with an oak leaves and ace with 106 kills. He achieved most
    of them in combats with Soviet pilots. Bauer flew this particular aircraft in the summer of 1942, when German Group of Armies
    A advanced on Stalingrad. The unit received Messerschmitts originally intended for service in North Africa, thus camouflaged in
    RLM 78/79 colors. The segments of RLM 74/70 (some sources state RLM 75/71) were added to the desert camouflage scheme to
    better the camouflage effect in the Eastern Front environment. The yellow wingtips, fuselage band and lower cowling were typi-
    cal for airplanes flown in the east. Note the III./JG 3 badge on the nose. The name Ellen referred to Bauer´s wife. Bauer achieved
    his 106th and last kill on August 9, 1942, northwest of Stalingrad. The very next day he was hit by enemy fire, wounded, and had to
    belly land his crippled plane. After rescue, Bauer served in various posts of Ergänzungs (replacement) units.
    During late 1941, the Luftwaffe considered renewing bombing of Great Britain and coastal shipping. Each fighter unit fighting
    against the Great Britain was ordered to single out one Staffel for this purpose. The 10. (Jabo) Staffel played this role within
    JG 2. Under command of Oblt. Frank Liesendahl this Staffel sank 20 vessels (total tonnage 630.000 BRT) over a four-month
    period. Liesendahl was killed when attacking cargo vessels near Brixham on July 17, 1942. Posthumously he was promoted
    to Hauptmann rank and was awarded the Knight´s Cross as well. Liesendahl´s personal mount wore a standard day fighter
    camouflage consisting of RLM 74/75/76. The ship-munching fox was a 10. (Jabo) Staffel badge. Note the symbols of vessels da-
    maged or sunk by Liesendahl on the rudder.
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    INFO Eduard - July 2021
  • Page 51

    KITS 07/2021
    OVERTREES
    Bf 109F-4
    Cat. No. 82114X
    1/48
    Product page
    Product page
    Cat. No. 82114-LEPT1
    Recommended for Bf 109F-4
    48899 Bf 109F-4 (PE
    -
    Set)
    FE844 Bf 109F-4 Weekend (PE
    -
    Set)
    644010 Bf 109F LööK (Brassin)
    648279 Bf 109F cockpit (Brassin)
    648282 Bf 109F wheels (Brassin)
    648288 Bf 109F propeller LATE (Brassin)
    648291 Bf 109F landing flaps (Brassin)
    648300 Bf 109F engine & fuselage guns (Brassin)
    648308 Bf 109F undercarriage legs BRONZE (Brassin)
    648365 Bf 109F radio compartment (Brassin)
    SIN64829 Bf 109F ESSENTIAL (Brassin)
    SIN64830 Bf 109F ADVANCED (Brassin)
    D48026 Bf 109F stencils (Decal set)
    3DL48028 Bf 109F-4 SPACE (3D Decal set)
    EX535 Bf 109F-4 (Mask)
    EX588 Bf 109F TFace (Mask)
    Cat. No. 644010
    Cat. No. 648365
    Cat. No. 648300
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    INFO Eduard - July 2021
  • Page 52

    KITS 07/2021
    Re-release
    Product page
    1/48 Cat. No. 8281
    Eduard plastic parts
    Photo-etched set
    Paiting mask
    6 marking options
    eduard
    52
    INFO Eduard - July 2021
  • Page 53

    KITS 07/2021
    Spitfire LF Mk.IXc, MH712, W/O Henryk Dygala, No. 302 (Polish) Sqn., ALG G10 Plumetot, France, August 1944
    Spitfire HF Mk.IXc, MJ296, F/Lt Otto Smik, No. 312 (Czechoslovak) Sqn., RAF North Weald, United Kingdom, August 1944
    Spitfire LF Mk.IXc, MJ586, S/Lt. Pierre Clostermann, No. 602 Sqn., Longues-sur-Mer, France, July 1944
    The No. 302 (Polish) Squadron was one of the units that participated in the invasion of Normandy in June 1944. The D
    -
    Day „In-
    vasion Stripes“ painted on the bottom of the fuselage and wings indicate that fact as well. This aircraft was equipped with wing
    racks for 250Ib bombs. The pointed rudder was freshly painted and so the colors appeared darker than the rest of the aircraft.
    Nose art paintings were not common within the RAF, so this one, the girl sitting on the bomb, is one of exceptions. The Polish
    stencil right of the cockpit door “Wycierac obuwie” means “Wipe your shoes“.
    This Spitfire was flown by F/Lt Otto Smik, the CO of B Flight of No. 312 (Czechoslovak) Squadron. On the cockpit door 8,5 confir-
    med kill marks plus three V-1s destroyed were painted as his personal score of that time. Smik was flying this Spitfire during
    July and August on strafing missions over occupied Europe. He was shot down by AA fire during an attack on Gilze-Rijen Air
    Base but survived and with the help of the Dutch resistance, he returned to Great Britain. Smik met his fate on November 28,
    1944, when he was killed during attack on the Zwolle railway station. The camouflage and marking of this Spitfire were typical for
    No. 312 (Czechoslovak) Sqn. with the unit badge painted on both sides of the cowling. Available photos do not reveal the type of
    the rudder. The MJ296 could have had either the rounded or pointed type.
    Pierre Clostermann, a famous French fighter ace, became known worldwide thanks to his book “Le Grand Cirque” (The Big
    Show) as well. One of the aircraft he was flying during the war was Spitfire MJ586. Clostermann´s score of seven confirmed,
    three probable and seven damaged enemy aircraft is painted below windshield. French sources credit Clostermann with 20
    kills, but it has been a topic of debate for many years. The post war French numbers are inconsistent with those of wartime
    documentation in British archives due to different methodology of these two Air Forces. At the end of WWII, Clostermann flew
    Tempests with No. 3 Squadron RAF. Note the squadron badge on both sides of the engine cowling.
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    INFO Eduard - July 2021
  • Page 54

    KITS 07/2021
    Spitfire LF Mk.lXc, MJ250, F/O Desmond Ibbotson, No. 601 Sqn., Italy, Summer, 1944
    Spitfire LF Mk.lXc, ML135, P/O Jerry Billing, No. 401 Sqn., RAF Tangmere, United Kingdom, June 7, 1944
    Spitfire LF Mk.lXc, ML 135, flown by Jerry Billing, No. 401 Sqn., France, July 1, 1944
    MJ250 was flown by No. 601 "County of London" Squadron from July 1944. The unit was operating from the airfields at Perugia,
    Loreto and Fano at that time. The aircraft was used primarily for dive-bombing operations. MJ250 survived the war but was
    scrapped shortly afterward. The MJ250 was regularly flown by F/O Desmond Ibbotson, DFC & Bar. This fighter ace is credited
    with 11 confirmed and four probable kills plus five damaged aircraft. He died on November 19, 1944 at the controls of Spitfire
    MH614. The camouflage colors of MJ250 were removed except for the upper engine and fuel tank cowling. These parts seem to
    be taken from another aircraft which retained the camouflage colors. Note the unit badge on the fin tip.
    Jerry Billing was one of many Canadians serving with RAF. He volunteered in October 1942 to help the Malta defense. After
    joining No. 185 Squadron, he fought over the island until March 1943, when he was downed by a Bf 109. Billing was transferred to
    No. 401 Squadron in 1944. He downed a Ju 88 bomber and damaged two Fw 190s on June 7, 1944, the second day of the invasion
    of Normandy. On July 1, 1944, his Spitfire ML135 was hit by AA fire and Billing belly-landed in no-man's land in France. He man-
    aged to get back to the UK with the help of a French family. After WWII, Jerry Billing re-enlisted in the Royal Canadian Air Force
    and became an instructor. In 1951 he joined the Blue Devils, a Canadian aerobatics team flying Vampire jets. Billing left the RCAF
    in 1964, becoming DeHavilland test pilot.
    Jerry Billing was shot down at the controls of ML135 on July 1, 1944, belly-landing seven miles south of Carentan, France.
    The D
    -
    Day stripes were left on the undersides only and the female name „Dorothy“ appeared under the windscreen.
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    INFO Eduard - July 2021
  • Page 55

    KITS 07/2021
    OVERTREES
    Spitfire Mk.IXc late version
    Cat. No. 8289X
    1/48
    Product page
    Product page
    Cat. No. 8281-LEPT1
    Recommended for Spitfire Mk.IXc late
    48765 Spitfire Mk.IXc landing flaps (PE
    -
    Set)
    48766 Spitfire Mk.IX surface panels (PE
    -
    Set)
    49639 Spitfire Mk.IXc (PE
    -
    Set)
    FE840 Spitfire Mk.IX seatbelts STEEL (PE
    -
    Set)
    644008 Spitfire Mk.IX late LööK (Brassin)
    644067 Spitfire Mk.I late LööKplus (Brassin)
    648099 Spitfire exhaust stacks fishtail (Brassin)
    648100 Spitfire Mk.IX cockpit (Brassin)
    648109 Spitfire 500lb bomb set (Brassin)
    648112 Spitfire Mk.IX engine (Brassin)
    648113 Spitfire Mk.IX gun bay (Brassin)
    648119 Spitfire wheels - 5 spoke, smooth tire (Brassin)
    648120 Spitfire - radio compartment (Brassin)
    648124 Spitfire undercarriage legs BRONZE (Brassin)
    648306 Spitfire Mk.IX top cowl late (Brassin)
    3DL48029 Spitfire Mk.IXc late version SPACE (3D Decal set)
    Cat. No. 644008
    Cat. No. 648100
    Cat. No. 6481112
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    INFO Eduard - July 2021
  • Page 56

    KITS 07/2021
    Product page
    1/48 Cat. No. 84169 REEDICE
    Eduard plastic parts
    4 markings options
    eduard
    56
    INFO Eduard - July 2021
  • Page 57

    KITS 07/2021
    9./JG 1, Paderborn, Germany, May 1944
    WNr. 412179, flown by Uffz. Horst Petzschler, 2./JG 3, Burg near Magdeburg, Germany, May 1944
    The Bf 109G-6/AS was developed to intercept enemy aircraft at higher altitudes. This accounts for the camouflage paint con-
    sisting of just RLM 76. At unit level, these aircraft often received additional coats of then standard colours consisting of RLM 74
    and RLM 75 over the side and upper surfaces. The JG 1 unit emblem was applied to the nose, and this was a winged numeral
    '1' inside of a square, rotated to sit on one of its corners. On period photographs of Yellow '14', the red fuselage band is clearly
    visible, signifying the fact that this aircraft served within the Defense of the Reich system. The vertical bar located within it was
    a designator for III. Gruppe planes, and was always rendered in the Staffel colour. This was, in the case of the 9. Staffel, yellow.
    Some sources conclude that the fuselage code of Yellow '14' covered the earlier applied numeral '3', while others suggest that
    the covered designation was either the factory applied 'TO' or 'TQ'. We are offering both possibilities.
    Horst Petzschler was born in Berlin on September 1st, 1921 and joined the Luftwaffe on April 1st, 1941. After undergoing fighter
    pilot training, he was assigned to JG 51 on August 23rd, 1943, and it was there he would gain his first three kills. On April 13th,
    1944, he was transferred to 2./JG 3 which was a component of the Defence of the Reich structure, but by June 1944, he would
    return to JG 51 on the Eastern Front. On May 4th, 1945, III./JG 51 was relocated to Schleswig-Holstein from eastern Prussia.
    Horst Petzschler did not reach that location due to a navigation error and landed at Bulltofta in Sweden, where he was interned
    and in January 1946, the Swedes handed him over to the Soviets. He was released from captivity on September 22nd, 1949. On
    his return, he worked for the Berlin Police Department and in 1953, he emigrated to Canada and then the United States, where he
    worked in the aviation industry. He retired in 1988. Over the course of the Second World War, he downed 26 enemy aircraft.
    During his service with 2./JG 3, Uffz. Petzschler flew an aircraft coded Black '14'. The aircraft was painted RLM 76 overall at the
    plant and carried the JG 3 insignia on the nose. On May 30th, 1944, Fw. Otto Bülsow was shot down during combat in this airplane
    over Belzig.
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    INFO Eduard - July 2021
  • Page 58

    KITS 07/2021
    MT-463, flown by ylikersanti (Staff Sergeant) Tapio Järvi, 2/HLeLv 24, Lappeenranta, Finland, July/August 1944
    The future Knight’s Cross recipient, the ace with 30 night victories over the enemy aircraft, was born on December 4th, 1912 in
    Sulzbach in Saarland. In 1934 he completed his pilot training and got the job with Lufthansa. After the outbreak of World War Two
    he was ordered to the Luftwaffe. Initially he was flying as a transport pilot, later as an instrument flying instructor. In December
    1942 he was assigned to KG 50 operating He 177 aircraft, in the summer of the following year he responded to Hajo Herrmann
    call and requested the reassignment to JG 300 famous for its Wilde Sau (single-engine fighter night interception deployment)
    tactics. While serving with this unit he was credited with 19 kills and in January 1944 he was ordered to form 1./NJGr. 10. In Au-
    gust 1944 he was promoted to command I./NJG 11 and lead this unit until the end of World War II. He passed away on November
    2nd, 1987. The lower and partially side surfaces were painted black for the better night camouflage. The red stripe surrounding
    the rear fuselage indicated the original owner of this aircraft within Reich Defense, JG 300. The pilot’s “score” was painted on the
    both sides of the rudder in the form of the 23 stripes with the enemy nationality and date of the victory.
    Among the deliveries of Bf 109G-2 and G-6 fighters to Germany’s ally Finland were two G-6/AS version aircraft. In the Finnish Air
    Force, these were coded MT-463 and MT-471. MT-463 was delivered on June 28th, 1944 and was assigned to HLeLv 24, where it
    was flown by, among other pilots, ylikersanti Järvi, who used to down two of his total 27 kills. A further five kills in this aircraft
    were claimed by another four pilots. The Bf 109G-6/AS did not represent any major advantage for the Finnish Air Force, because
    the majority of air combat with the Soviets took place at altitudes below 3,000m. The DB 605AS, which powered the type, was
    designed to offer advantages at high altitudes.
    The camouflage scheme of this aircraft consisted of sprayed RLM 74/75/76 with the blue swastikas on discs on the fuselage and
    wing positions. The code MT-463 appeared on the fuselage ahead of the tail surfaces. The yellow number of the aircraft within
    the unit was applied between the fuselage code and the cockpit. There are no available photographs of this aircraft during its
    combat career with HLeLv 24, but from other period photographs of other such aircraft, the list of aircraft numbers for this spe-
    cific plane has been reduced to 2, 4 or 6.
    Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10, Werneuchen, Germany, July 1944
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    INFO Eduard - July 2021
  • Page 59

    KITS 07/2021
    Recommended for Bf 109G-6/AS
    48885 Bf 109G-6 1/48 (PE
    -
    Set)
    FE1142 Bf 109G-6/AS Weekend 1/48 (PE
    -
    Set)
    644003 Bf 109G-6 LööK 1/48 (Brassin)
    648261 Bf 109G-6 wheels 1/48 (Brassin)
    648239 Bf 109G-6 radio compartment 1/48 (Brassin)
    648240 Bf 109G-6 cockpit 1/48 (Brassin)
    648247 Bf 109G exhaust stacks 1/48 (Brassin)
    648309 Bf 109G undercarriage legs BRONZE 1/48 (Brassin)
    648265 Bf 109G external fuel tanks (Brassin)
    EX512 Bf 109G spinner spirals 1/48 (Mask)
    EX524 Bf 109G-6 Erla canopy 1/48 (Mask)
    EX581 Bf 109G Erla canopy TFace 1/48 (Mask)
    Cat. No. 644003
    Cat. No. 648240
    MT-463, HLeLv 31, Utti, Finland, Summer 1948
    The end of the fights with the Soviet Union brought a ceasefire from September 5th, 1944. One of the conditions of the ceasefire
    was a change in the marking of the Finnish aircraft – the blue swastika was substituted by cockade bearing Finnish national co-
    lours, i.e. blue and white. Lentolaivue 24, whose pilots of Messerschmitts Bf 109G reached the total of 304 victories in air fights,
    kept these fighters also during the period of peace duty. From December 4th, 1944 the planes served with HLeLv 31, which is still
    active today. The pilots of this squadron fly F-18C Hornets at present time.
    The aircraft concerned is the same as the one portrayed in the previous paint, though, used in the post-war service – this is pro-
    ved by the national insignia in Finnish national colours introduced from April 1st, 1945. The marking of the aircraft is accompanied
    by the painting of the bat placed on the blue cloud and the moon – marking of the HLeLv 31 night fighters. The moon used to be
    white or yellow; MT-463 has white moon. The rudder was repainted most likely with the Finnish olive green colour.
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    INFO Eduard - July 2021
  • Page 60

    07/2021
    LööK set - Brassin pre-painted dashboard and
    STEEL seatbelts for Tempest Mk.II in 1/48 scale.
    Easy to assemble, replaces plasc parts. Reco-
    mmended kit: Eduard / Special Hobby
    Set contains:
    - resin: 1 part
    - decals: no
    - photo-etched details: yes, pre-painted
    - painng mask: no
    LööK set - Brassin pre-painted dashboard and
    STEEL seatbelts for B-17F in 1/48 scale. Easy to
    assemble, replaces plasc parts. Recommended
    kit: HKM
    Set contains:
    - resin: 4 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painng mask: no
    644104
    Tempest Mk.II LööK
    1/48 Eduard/Special Hobby
    644103
    B-17F LööK
    1/48 HKM
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 61

    Brassin set - the Brish primary laser
    designator for laser-guided bombs in 1/32
    scale. The set consists of 1 laser designator.
    Compable with Tornado GR.1/4.
    Set contains:
    - resin: 4 parts
    - decals: yes
    - photo-etched details: yes
    - painng mask: no
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for Blenheim Mk.I
    in 1/48 scale. Easy to assemble, replaces
    plasc parts. Recommended kit: Airx
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painng mask: no
    632178
    TIALD pod
    1/32
    644105
    Blenheim Mk.I LööK
    1/48 Airx
    BRASSIN 07/2021
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 62

    BRASSIN 07/2021
    Brassin set - the superchargers for B-17F
    in 1/48 scale. The set consists of 4 super-
    chargers. Recommended kit: HKM
    Set contains:
    - resin: 6 parts
    - decals: no
    - photo-etched details: no
    - painng mask: no
    Brassin set - the guns for B-17F in 1/48
    scale. The set consists of 14 guns.
    Recommended kit: HKM
    Set contains:
    - resin: 32 parts
    - decals: no
    - photo-etched details: yes
    - painng mask: no
    648635
    B-17F superchargers
    1/48 HKM
    648634
    B-17F guns
    1/48 HKM
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 63

    Brassin set - the undercarriage legs for Tempest
    Mk.II in 1/48 scale. The set consists of the main
    wheels legs and wheel bay doors. Easy to assem-
    ble, replaces plasc parts.
    Recommended kit: Eduard / Special Hobby
    Set contains:
    - resin: 6 parts
    - decals: no
    - photo-etched details: no
    - painng mask: no
    - bronze: 2 parts
    Brassin set - the undercarriage wheels for
    Tempest Mk.II in 1/48 scale. The set consists
    of the main wheels and a tail wheel. Easy to
    assemble, replaces plasc parts.
    Recommended kit: Eduard / Special Hobby
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painng mask: yes
    648637
    Tempest Mk.II undercarriage legs BRONZE
    1/48 Eduard/Special Hobby
    648636
    Tempest Mk.II wheels
    1/48 Eduard/Special Hobby
    BRASSIN 07/2021
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 64

    BRASSIN 07/2021
    Brassin set - the undercarriage wheels for P-51D
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plasc
    parts. Recommended kit: Eduard
    Set contains:
    - resin: 5 parts
    - decals: no
    - photo-etched details: no
    - painng mask: yes
    Brassin set - the undercarriage wheels for B-17
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plasc
    parts. Recommended kit: HKM
    Set contains:
    - resin: 7 parts
    - decals: no
    - photo-etched details: no
    - painng mask: yes
    648647
    P-51D wheels block tread 2
    1/48 Eduard
    648642
    B-17 wheels cross tread
    1/48 HKM
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 65

    Brassin set - the engine for Fw 190F-8 in
    1/48 scale. Cowlings included.
    Recommended kit: Eduard
    Set contains:
    - resin: 23 parts
    - decals: no
    - photo-etched details: yes
    - painng mask: no
    Brassin set - the fuselage guns for
    Fw 190F-8 in 1/48 scale.
    Recommended kit: Eduard
    Set contains:
    - resin: 17 parts
    - decals: no
    - photo-etched details: yes
    - painng mask: no
    648648
    Fw 190F-8 engine
    1/48 Eduard
    648649
    Fw 190F-8 fuselage guns
    1/48 Eduard
    BRASSIN 07/2021
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 66

    BRASSIN 07/2021
    Brassin set - the Brish radar jamming
    Sky Shadow pod for Tornado in 1/72 scale.
    Set consists of 1 pod.
    Set contains:
    - resin: 4 parts
    - decals: yes
    - photo-etched details: no
    - painng mask: no
    Brassin set - the engine and fuselage
    guns for Fw 190F-8 in 1/48 scale.
    Recommended kit: Eduard
    Set contains:
    - resin: 31 parts
    - decals: no
    - photo-etched details: yes
    - painng mask: no
    672265
    Sky Shadow ECM pod
    1/72
    648650
    Fw 190F-8 engine & fuselage guns
    1/48 Eduard
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 67

    Brassin set - - the GPS/laser guided weapon
    CPU-123 Paveway II in 1/72 scale. Set consists
    of 2 bombs. Compable with Brish Tornado
    GR.1/4.
    Set contains:
    - resin: 14 parts
    - decals: yes
    - photo-etched details: yes
    - painng mask: no
    Brassin set - the BOZ-EC missile
    countermeassure pod in 1/72 scale.
    Compable with Tornado.
    Set contains:
    - resin: 2 parts
    - decals: yes
    - photo-etched details: yes
    - painng mask: no
    672268
    CPU-123 Paveway II
    1/72
    672269
    BOZ-107 pod
    1/72
    BRASSIN 07/2021
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 68

    BRASSIN 07/2021
    Brassin set - the exhaust nozzles for
    Tornado GR.1 in 1/72 scale.
    Recommended kit: Eduard / Revell
    Set contains:
    - resin: 6 parts
    - decals: no
    - photo-etched details: yes
    - painng mask: no
    672270
    Tornado GR.1 exhaust nozzles
    1/72 Eduard/Revell
    Product page
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    INFO Eduard - July 2021
  • Page 69

  • Page 70

    BRASSIN 07/2021
    Collection of 4 sets for MiG-21PF in 1/48 scale by Eduard.
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - airbrakes
    - undercarriage wheels
    644108
    MiG-21PF grey LööKplus
    1/48 Eduard
    Product page
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    INFO Eduard - July 2021
  • Page 71

    Collection of 4 sets for MiG-21PFM in 1/48 scale by Eduard.
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - airbrakes
    - undercarriage wheels
    644109
    MiG-21PFM grey LööKplus
    1/48 Bronco / Hobby 2000
    BRASSIN 07/2021
    Product page
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    INFO Eduard - July 2021
  • Page 72

    SPACE 07/2021
    #3DL48024
    #3DL48025
    #3DL48026
    for 1/48 kit HKM
    for 1/48 kit Tamiya
    for 1/48 kit Eduard
    B-17F/G radio compartment SPACE
    F-14D SPACE
    MiG-21bis SPACE
    Product page
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 73

    SPACE 07/2021
    #3DL48027
    #3DL48028
    #3DL48029
    for 1/48 kit Eduard
    for 1/48 kit Eduard
    for 1/48 kit Eduard
    Fw 190A-8/R2 SPACE
    Bf 109F-4
    Spitfire Mk.IXc late version
    Product page
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 74

    PHOTO-ETCHED JULY 2021
    T-60 1/35 Hobby Boss (36464)
    T-60
    1/35 Hobby Boss
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    INFO Eduard - July 2021
  • Page 75

    PHOTO-ETCHED 07/2021
    Jackal 1 1/35 Hobby Boss (36465)
    Jackal 1
    1/35 Hobby Boss
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    INFO Eduard - July 2021
  • Page 76

    PHOTO-ETCHED 07/2021
    F/A-18E 1/48 Meng (491194)
    F/A-18E 1/48 Meng (FE1194) (Zoom)
    F/A-18E seatbelts STEEL 1/48 Meng (FE1195) (Zoom)
    F/A-18E 1/48 Meng (EX786) (Mask)
    F/A-18E TFace 1/48 Meng (EX786) (Mask)
    F/A-18E
    1/48 Meng
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    INFO Eduard - July 2021
  • Page 77

    PHOTO-ETCHED 07/2021
    IA-58A Pucara 1/48 Kinec (491196)
    IA-58A Pucara 1/48 Kinec (FE1196) (Zoom)
    IA-58A Pucara seatbelts STEEL 1/48 Kinec (FE1197) (Zoom)
    IA-58A Pucara 1/48 Kinec (EX778) (Mask)
    IA-58A Pucara TFace 1/48 Kinec (EX779) (Mask)
    IA-58A Pucara
    1/48 Kinetic
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    INFO Eduard - July 2021
  • Page 78

    Cat. No. D32010
    P-51D-5 "15th AF"
    1/32 Tamiya Revell
    Product page
    44-13264, Maj. Robert C. Curtis, 2nd FS,
    52nd FG, 15th AF, Madna, Italy, August 1944
    44-13483, Lt.Col. Robert L. Baseler,
    CO of 325th FG, 15th AF, Lesina, Italy,
    autumn 1944
    44-13160, Maj. Ralph Watson, 5th FS, 52nd FG,
    15th AF, Madna, Italy, summer 1944
    44-13263, Lt. Robert McCampbell, 4th FS,
    52nd FG, 15th AF, Madna, Italy, August 1944
    44-13500, Capt. Robert J. Goebel, 308th FS,
    31th FG, 15th AF, San Severo, Italy, late 1944
    DECAL SET 07/2021
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    INFO Eduard - July 2021
  • Page 79

    44-13264, Maj. Robert C. Curtis, 2nd FS,
    52nd FG, 15th AF, Madna, Italy, August 1944
    44-13483, Lt.Col. Robert L. Baseler,
    CO of 325th FG, 15th AF, Lesina, Italy,
    autumn 1944
    44-13160, Maj. Ralph Watson, 5th FS, 52nd FG,
    15th AF, Madna, Italy, summer 1944
    Cat. No. D32011
    P-51D-5 „357th FG“
    1/32 Tamiya/Revell
    Product page
    44-13517, Capt. Robert Becker, 362nd FS,
    357th FG, 8th AF, Leiston, Great Britain,
    July 1944
    44-13714, Capt. Herschel T. Pascoe,
    363rd FS, 357th FG, 8th AF, Leiston,
    Great Britain, August 1944
    44-13586, Capt. Richard Peterson, 364th FS,
    357th FG, 8th AF, Leiston, Great Britain, autumn 1944
    44-13691, Maj. Arval J. Roberson, 362nd FS,
    357th FG, 8th AF, Leiston, Great Britain,
    August 1944
    44-13897, Capt. Charles Peters, 363rd FS,
    357th FG, 8th AF, Leiston, Great Britain, July 1944
    DECAL SET 07/2021
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    INFO Eduard - July 2021
  • Page 80

    Cat. No. D48085
    P-51D-5 "8th AF"
    1/48 Eduard
    Product page
    44-13660, Lt. Kenneth A. Skinner, 79th FS, 20th FG, 8th AF, King´s Cliffe,
    Northamptonshire, Great Britain, Autumn 1944
    44-13760, Capt. Glenn M. Webb, 79th FS, 20th FG, 8th AF, Northamptonshire,
    King´s Cliffe, Great Britain, October 1944
    44-13619, Lt. Robert W. Graham, 487th FS, 352nd FG, 8th AF, Bodney,
    Norfolk, Great Britain, July 1944
    44-13471, Capt. Evan M. Johnson, 505th FS, 339th FG, 8th AF, Fowlmere, Cambridgeshire,
    Great Britain, May 1944
    44-13410, Col. Thomas J. J. Christian, 375th FS, 361st FG, 8th AF, Bottisham,
    Cambridgeshire, Great Britain, July 1944
    DECAL SET 07/2021
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    INFO Eduard - July 2021
  • Page 81

    Cat. No. D72033
    Italian smoke rings camouage
    1/72
    Product page
    DECAL SET 07/2021
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    INFO Eduard - July 2021
  • Page 82

    32988 P-40M interior 1/32
    33283 P-40M seatbelts STEEL 1/32
    JX275 P-40M 1/32
    32465 P-40M exterior 1/32
    32466 P-40Mlandingaps1/32
    32467 P-40M gun bays 1/32
    32987 PT-13 Kaydet 1/32
    33281 PT-13 Kaydet seatbelts STEEL 1/32
    JX274 PT-13 Kaydet 1/32
    BIG33133 P-40M part I 1/32 Trumpeter
    BIG33134 P-40M part II 1/32 Trumpeter
    BIG33135 PT-13 Kaydet 1/32 Roden
    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30%.
    Product page
    Product page
    Product page
    eduard
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    INFO Eduard - July 2021
  • Page 83

    481046 MiG-15bislandingaps1/48
    491178 MiG-15bis 1/48
    FE1179 MiG-15bis seatbelts STEEL 1/48
    EX775 MiG-15bis 1/48
    49051 RemovebeforeightUK
    491172 Harrier GR.1 1/48
    FE1174 Harrier GR.1/3 seatbelts STEEL 1/48
    EX770 Harrier GR.1/3 1/48
    49051 RemovebeforeightUK
    491173 Harrier GR.3 1/48
    FE1174 Harrier GR.1/3 seatbelts STEEL 1/48
    EX770 Harrier GR.1/3 1/48
    BIG49291 MiG-15bis 1/48 Bronco/Hobby 2000
    BIG49292 Harrier GR.1 1/48 Kinetic
    BIG49293 Harrier GR.3 1/48 Kinetic
    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30%.
    Product page
    Product page
    Product page
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    INFO Eduard - July 2021
  • Page 84

    MASK 07/2021
    EDUARD MASK IT FITS!
    JX277 F-100C 1/32 Trumpeter
    JX278 F-100C TFace 1/32 Trumpeter
    EX785 Ju 87D TFace 1/48 Hasegawa
    EX786 F/A-18E 1/48 Meng
    EX787 F/A-18E TFace 1/48 Meng
    EX788 IA-58A Pucara 1/48 Kinec
    EX789 IA-58A Pucara TFace 1/48 Kinec
    EX790 F-84F 1/48 Kinec
    EX791 F-84F TFace 1/48 Kinec
    EX792 Lancaster B Mk.I 1/48 HKM
    EX793 Lancaster B Mk.I TFace 1/48 HKM
    EX786
    JX277
    EX787
    JX278
    EX788
    EX788
    EX789
    EX789
    EX790 EX791
    EX791
    EX793EX793
    EX792
    EX787
    JX278
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    INFO Eduard - July 2021
  • Page 85

    KITS
    11148 WILDE SAU Episode two Saudämmerung 1/48 Limited edition
    2136 ANGLERANGRIFF 1/72 Limited edition
    84114 Fw 190A-8/R2 1/48 Weekend edition
    84130 MiG-21bis 1/48 Weekend edition
    82114 Bf109F-4(reedice) 1/48 ProPACK
    8281 SpitreMk.IXc(reedice) 1/48 ProPACK
    84169 Bf 109G-6 (reedice) 1/48 Weekend edition
    PE-SETS
    36464 T-60 1/35 Hobby Boss
    36465 Jackal 1 1/35 Hobby Boss
    32468 F-100C exterior 1/32 Trumpeter
    32469 F-100C slats 1/32 Trumpeter
    32470 F-100C air brake 1/32 Trumpeter
    32471 F-100C undercarriage 1/32 Trumpeter
    32472 F-100C gun bay 1/32 Trumpeter
    32989 F-100C interior 1/32 Trumpeter
    481056 B-17F ammo feed chutes 1/48 HKM
    491192 Ju 87D 1/48 Hasegawa
    491194 F/A-18E 1/48 Meng
    491196 IA-58A Pucara 1/48 Kinetic
    491198 F-84F 1/48 Kinetic
    491201 B-17Fwoodenoors&ammoboxes 1/48 HKM
    73744 F-111D 1/72 Hasegawa
    73745 F-111F 1/72 Hasegawa
    ZOOMS
    33284 F-100C 1/32 Trumpeter
    33285 F-100C seatbelts STEEL 1/32 Trumpeter
    FE1192 Ju 87D 1/48 Hasegawa
    FE1193 Ju 87D seatbelts STEEL 1/48 Hasegawa
    FE1194 F/A-18E 1/48 Meng
    FE1195 F/A-18E seatbelts STEEL 1/48 Meng
    FE1196 IA-58A Pucara 1/48 Kinetic
    FE1197 IA-58A Pucara seatbelts STEEL 1/48 Kinetic
    FE1198 F-84F 1/48 Kinetic
    FE1199 F-84F seatbelts STEEL 1/48 Kinetic
    FE1200 Fw 190A-8/R2 Weekend 1/48 Eduard
    FE1202 Lancaster B Mk.I seatbelts STEEL 1/48 HKM
    SS744 F-111D 1/72 Hasegawa
    SS745 F-111F 1/72 Hasegawa
    MASKS
    JX277 F-100C 1/32 Trumpeter
    JX278 F-100C TFace 1/32 Trumpeter
    EX785 Ju 87D TFace 1/48 Hasegawa
    EX786 F/A-18E 1/48 Meng
    EX787 F/A-18E TFace 1/48 Meng
    EX788 IA-58A Pucara 1/48 Kinetic
    EX789 IA-58A Pucara TFace 1/48 Kinetic
    EX790 F-84F 1/48 Kinetic
    EX791 F-84F TFace 1/48 Kinetic
    EX792 Lancaster B Mk.I 1/48 HKM
    EX793 Lancaster B Mk.I TFace 1/48 HKM
    BIGED SETS
    BIG33133 P-40M part I 1/32 Trumpeter
    BIG33134 P-40M part II 1/32 Trumpeter
    BIG33135 PT-13 Kaydet 1/32 Roden
    BIG49291 MiG-15bis 1/48 Bronco/Hobby 2000
    BIG49292 Harrier GR.1 1/48 Kinetic
    BIG49293 Harrier GR.3 1/48 Kinetic
    BRASSIN
    632178 TIALD pod 1/32
    644103 B-17F LööK 1/48 HKM
    644104 Tempest Mk.II LööK 1/48 Eduard/Special Hobby
    644105 BlenheimMk.ILööK 1/48 Airx
    648634 B-17F guns 1/48 HKM
    648635 B-17F superchargers 1/48 HKM
    648636 Tempest Mk.II wheels 1/48 Eduard/Special Hobby
    648637 Tempest Mk.II undercarriage legs BRONZE 1/48 Eduard/Special Hobby
    648642 B-17 wheels cross tread 1/48 HKM
    648647 P-51D wheels block tread 2 1/48 Eduard
    648648 Fw 190F-8 engine 1/48 Eduard
    648649 Fw 190F-8 fuselage guns 1/48 Eduard
    648650 Fw 190F-8 engine & fuselage guns 1/48 Eduard
    672265 Sky Shadow ECM pod 1/72
    672268 CPU-123 Paveway II 1/72
    672269 BOZ-107 pod 1/72
    672270 Tornado GR.1 exhaust nozzles 1/72 Eduard/Revell
    LookPLUS
    644108 MiG-21PF grey LööKplus 1/48 Eduard
    644109 MiG-21PFM grey LööKplus 1/48 Eduard
    DECAL SET
    D32010 P-51D-5 "15th AF" 1/32 Tamiya/Revell
    D32011 P-51D-5 "357th FG" 1/32 Tamiya/Revell
    D48085 P-51D-5 "8th AF" 1/48 Eduard
    D72033 Italiansmokeringscamouage 1/72
    SPACE
    3DL48024 B-17F/G radio compartment SPACE 1/48 HKM
    3DL48025 F-14D SPACE 1/48 Tamiya
    3DL48026 MiG-21bis SPACE 1/48 Eduard
    3DL48027 Fw 190A-8/R2 SPACE 1/48 Eduard
    3DL48028 Bf 109F-4 SPACE 1/48 Eduard
    3DL48029SpitreMk.IXclateversionSPACE 1/48 Eduard
    July 2021
    Release
  • Page 86

    BUILT
    Built by Robert Szwarc
    Cat. No. 11146
    Kamo B
    1/48
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  • Page 87

    BUILT
    P7666, flown by S/Ldr Donald O. Finlay, CO of No. 41 Squadron,
    RAF Hornchurch, Great Britain, November 1940
    Donald Finlay was a famous British athlete. He was the European champion in the 110 metre hurdle in 1938. He won the bronze medal at the
    1932 Summer Olympic Games in Los Angeles, and the silver medal at the 1936 Summer Olympic Games in Berlin, both in the 110m hurdle event.
    After the war, he was British team captain at the 1948 Summer Olympics in London, where he was chosen to take the Olympic Oath. He joined
    the RAF in 1935. He led No. 54 Squadron in the Battle of Britain, and he was shot down over Ramsgate on August 28th and was wounded.
    After recovering, he took command of No. 41 Squadron and he achieved four kills during the BoB. His aircraft here illustrates the camouflage
    scheme and markings of Fighter Command aircraft in late 1940 and early 1941. The black painted (Night) left wing, Sky fuselage band and Sky
    spinner were ordered by the Air Ministry on November 27th, 1940.
    Product page
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  • Page 88

    BUILT
    Tempest Mk.V
    1/48
    Series 2
    Built by Carlo Beltramini
    Cat. No. 82122
    IPMS Italia - Verona
    JN803, No. 486 (RNZAF) Squadron, No. 122 Wing, B.80 Volkel, the Netherlands, October 1944
    One of the earliest Tempest Mk.V Series 2 aircraft was delivered to No. 486 (RNZAF) Squadron at RAF Newchurch on May 17th, 1944. It was
    flown throughout the campaign against the V-1 flying bombs, by many different pilots. It is believed that the 26 kill markings relate to claims
    made by pilots flying the aircraft rather than claims by any one pilot. This total makes JN803 one of the most successful Tempests against the
    V-1. At the end of September 1944 the Newchurch Tempests left No. 150 Wing and flew to join No. 122 Wing at B.60 Grimbergen in Belgium and
    month later to the newly captured B.80 Volkel in the Netherlands. JN803 was often flown by F/O ‘Jack’ Stafford, who had shot down 4 of the
    V-1s on its scoreboard. In December 1944 it was issued to No. 3 Squadron. However, the aircraft was lost in combat on December 30th, 1944,
    when shot down by Bf 109s of IV./JG 27, its pilot captured and murdered by a security officer at Rheine airfield.
    Tempest in the standard camouflage, so called Day Fighter Scheme, sports only partial recognition markings in the form of black and white
    “invasion” stripes. Their application on the wing and fuselage upper surfaces was discontinued by the order dated September 10th, 1944.
    The V-1 kill markings are painted under the windshield on the fuselage starboard.
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  • Page 89

    BUILT
    Bf 109G-6 early version
    1/48
    Built by Václav Vopalecký
    Cat. No. 82113
    Kamo A
    W.Nr. 15919, Flown by Maj. Hermann Graf, CO of JG 50, Wiesbaden – Erbenheim, September 1943
    Hermann Graf was credited with 212 kills, 202 of them over the Eastern Front. He was awarded the Knight Cross with Oak Leaves, Swords
    and Diamonds on September 16, 1942 for 172 kills. Graf flew this colorful aircraft in the fall of 1943 when he served as the CO of JG 50. Jagd-
    geschwader 50 wa sofficially created on August 15, 1943 out of Jagdgruppe Süd der ObdL that was formed as a highaltitude fighter unit to com-
    bat recce Mosquitos from July 21, 1943. JG 50 was led by Hermann Graf who gave birth to the unit´s crest painted under the canopy. The Red
    Hunter symbolized the German Luftwaffe soccer team known under thenick name 'Die roten Jäger'. Graf was a member of this team, along
    with then German national team members. The unit existed for only a few months, and in October 1943 was incorporated into I./JG 301.
    Product page
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  • Page 90

    BIG49294 Su-33 1/48 Minibase
    BIG49295 Sabre F.4 1/48 Airx
    BIG49296 MV-22 1/48 1/48 Hobby Boss
    BIG49297 Blenheim Mk.I 1/48 Airx
    BIG49298 B-17F part I 1/48 HKM
    BIG49299 B-17F part II 1/48 HKM
    632176 CPU-123 Paveway II 1/32
    632177 AIM-9J Sidewinder 1/32
    632179 DH.82A Tiger Moth wheels 1/32 ICM
    644112 Sabre F.4 LööK 1/48 Airx
    644113 Spiire Mk.V LööK 1/48 Eduard
    648624 GBU-15(V)1/B 1/48
    648630 Lutorpedo F5w 1/48
    648639 Tempest Mk.II cockpit 1/48 Eduard/Special Hobby
    648640 Spiire Mk.V engine 1/48 Eduard
    648641 RP-3 60lb rockets for Tempest Mk.II 1/48
    Eduard/Special Hobby
    648643 B-17 wheels block tread 1/48 HKM
    648651 AGM-142 Popeye 1 1/48
    648653 Su-27 wheels 1/48 GHW
    648654 Tempest Mk.II exhaust stacks 1/48 Eduard/Special Hobby
    648655 Su-27UB ejecon seats 1/48 GHW
    672267 TIALD pod 1/72
    672271 JP233 dispenser 1/72
    644110 P-39Q LööKplus 1/48 Eduard
    644111 Mustang Mk.IV LööKplus 1/48 Eduard
    SIN64873 B-17F 1/48 HKM
    BIG ED (August)
    BRASSIN (August)
    BIGSIN (August)
    LöökPlus (August)
    BIG49296
    BIG49294
    BIG49298
    ON APPROACHON APPROACHON APPROACHON APPROACH
    AUGUST 2021
    BRASSIN
    644112 Sabre F.4 LööK 1/48 Airx
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  • Page 91

    644113 Spitre Mk.V LööK 1/48 Eduard
    BIG49294 Su-33 1/48 Minibase
    BIG49295 Sabre F.4 1/48 Airx
    BIG49296 MV-22 1/48 1/48 Hobby Boss
    BIG49297 Blenheim Mk.I 1/48 Airx
    BIG49298 B-17F part I 1/48 HKM
    BIG49299 B-17F part II 1/48 HKM
    632176 CPU-123 Paveway II 1/32
    BRASSIN
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
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  • Page 92

    632177 AIM-9J Sidewinder 1/32
    632179 DH.82A Tiger Moth wheels 1/32 ICM
    ON APPROACHON APPROACHON APPROACHON APPROACH
    AUGUST 2021
    BRASSIN
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  • Page 93

    648624 GBU-15(V)1/B 1/48
    648630 Lufttorpedo F5w 1/48
    BRASSIN
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
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  • Page 94

    648639 Tempest Mk.II cockpit 1/48 Eduard/Special Hobby
    648640 Spitre Mk.V engine 1/48 Eduard
    ON APPROACHON APPROACHON APPROACHON APPROACH
    AUGUST 2021
    BRASSIN
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  • Page 95

    648643 B-17 wheels block tread 1/48 HKM
    648641 RP-3 60lb rockets for Tempest Mk.II 1/48 Eduard/Special Hobby
    BRASSIN
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
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  • Page 96

    648651 AGM-142 Popeye 1 1/48
    648653 Su-27 wheels 1/48 GHW
    ON APPROACHON APPROACHON APPROACHON APPROACH
    AUGUST 2021
    BRASSIN
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  • Page 97

    648655 Su-27UB ejection seats 1/48 GHW
    648654 Tempest Mk.II exhaust stacks 1/48 Eduard/Special Hobby
    BRASSIN
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
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  • Page 98

    672267 TIALD pod 1/72
    672271 JP233 dispenser 1/72
    ON APPROACHON APPROACHON APPROACHON APPROACH
    AUGUST 2021
    BRASSIN
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  • Page 99

    644110 P-39Q LööKplus 1/48 Eduard
    Collection of 3 sets for P-39Q in 1/48 scale by Eduard.
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    ON APPROACHON APPROACHON APPROACHON APPROACH
    AUGUST 2021
    BRASSIN
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  • Page 100

    644111 Mustang Mk.IV LööKplus 1/48 Eduard
    Collection of 4 sets for Mustang Mk.IV (Dash 20 and higher subversions)
    in 1/48 scale by Eduard.
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - exhaust stacks
    - undercarriage wheels
    BRASSIN
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
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    INFO Eduard - July 2021
  • Page 101

    SIN64873 B-17F 1/48 HKM
    Collection of 4 sets for B-17F in 1/48 scale by HK Models
    - undercarriage legs BRONZE
    - guns
    - superchargers
    - undecarriage wheels
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30%.
    ON APPROACHON APPROACHON APPROACHON APPROACH
    AUGUST 2021
    BRASSIN
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  • Page 102

    PE-SETS
    53267 USS Langley AV-3 1/350 Trumpeter
    53268 USS Langley AV-3 safety nets 1/350 Trumpeter
    32473 F-100C interior pt.2 1/32 Trumpeter
    32990 AH-1G 1/32 ICM
    36466 Cromwell Mk.IV 1/35 Airx
    481057 Mi-24P cargo interior 1/48 Zvezda
    481058 Mi-24P exterior 1/48 Zvezda
    481059 Lancaster B Mk.I radiators 1/48 HKM
    481060 Lancaster B Mk.I bomb bay 1/48 HKM
    481063 Lancaster B Mk.I landing aps 1/48 HKM
    481064 Tempest Mk.II landing aps 1/48 Eduard/Special Hobby
    481065 Spiire Mk.V landing aps 1/48 Eduard
    491203 Lancaster B Mk.I cockpit 1/48 HKM
    491204 Me 163B 1/48 Gaspatch Model
    491205 Mi-24P interior 1/48 Zvezda
    73746 A-4B 1/72 Fujimi / Hobby 2000
    ZOOMS
    33286 AH-1G 1/32 ICM
    33287 AH-1G seatbelts STEEL 1/32 ICM
    FE1203 Lancaster B Mk.I 1/48 HKM
    FE1204 Me 163B seatbelts STEEL 1/48 Gaspatch Model
    FE1205 Mi-24P 1/48 Zvezda
    FE1206 Mi-24P seatbelts STEEL 1/48 Zvezda
    FE1207 Spiire Mk.V seatbelts STEEL 1/48 Eduard
    FE1208 Tempest Mk.II seatbelts STEEL 1/48 Eduard/Special Hobby
    FE1209 Fw 190D-9 Weekend 1/48 Eduard
    FE1210 Spiire F Mk.IXc Weekend 1/48 Eduard
    FE1211 Fw 190D-9 seatbelts STEEL 1/48 Eduard
    SS746 A-4B 1/72 Fujimi / Hobby 2000
    MASKS
    JX279 AH-1G 1/32 ICM
    JX280 AH-1G TFace 1/32 ICM
    EX794 Me 163B 1/48 Gaspatch Model
    EX795 Me 163B TFace 1/48 Gaspatch Model
    EX796 Tempest Mk.II TFace 1/48 Eduard/Special Hobby
    EX797 Spiire Mk.V TFace 1/48 Eduard
    EX798 Mi-24P 1/48 Zvezda
    EX799 Mi-24P TFace 1/48 Zvezda
    CX602 A-4B 1/72 Fujimi/Hobby 2000
    CX603 F-4E 1/72 Fine Molds
    DECAL SETS
    D32012 Tempest Mk.V stencils 1/32 Special Hobby/Revell
    D48086 Tempest Mk.II stencils 1/48 Eduard/Special Hobby
    D48087 Tempest Mk.II roundels 1/48 Eduard/Special Hobby
    D48088 Spiire Mk.V stencils 1/48 Eduard
    D48089 Su-7 stencils 1/48 OEZ/Směr
    D48090 Su-27 1/48 GWH
    SPACE
    3DL48030 Tempest Mk.II SPACE 1/48 Eduard/Special Hobby
    3DL48031 Spiire Mk.V SPACE 1/48 Eduard
    3DL48032 Me 163B SPACE 1/48 Gaspatch Model
    3DL48033 Lancaster B Mk.I SPACE 1/48 HKM
    AUGUST 2021
    PE-Sets, Masks and Decal sets
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  • Page 103

    STAVEBNICE
    ČERVENEC 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
    Tempest Mk.II early version
    Kat. č. 82124
    1/48
    KITS
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
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    INFO Eduard - July 2021
  • Page 104

    EAGLE´S CALL
    KITS
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
    Cat. No. 11149
    1/48
    Spitfire Mk.Vb, AB875, P/O Joseph M. Kelly,
    No. 71 (Eagle) Squadron, RAF Martlesham Heath,
    Suffolk, United Kingdom, February 1942
    Spitfire Mk.Vb, BM581, P/O William P. Kelly, No. 121 (Eagle) Squadron, RAF Southend, Essex, United Kingdom, July 1942
    Spitfire Mk.Vb, BL753, P/O Donald J. M. Blakeslee,
    No. 401 Squadron RCAF, RAF Gravesend, Kent,
    United Kingdom, April - May 1942
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  • Page 105

    EAGLE´S CALL
    KITS
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
    Spitfire Mk.Vb, BL255, Lt. Dominic S. Gentile, 336th FS,
    4th FG, 8th AF, Debden, Essex, United Kingdom,
    August 1942
    Spitfire Mk.Vb Trop, ER200 (probably),
    Lt. Col. Fred M. Dean, CO of 31st FG, Korba,
    Tunisia, May 1943
    Spitfire Mk.Vb Trop, ER570, Maj. Robert Levine, 4th FS,
    52nd FG, Mediterranean Alied Coastal Air Force (MACAF),
    La Sers, Tunisia, August 1943
    Spitfire Mk.Vc Trop, Lt. George G. Loving, 309th FS, 31st FG,
    12th AF, Pommigliano, Italy, December 1943
    Spitfire Mk.Vb, EN851, Lt. Roland F. Wooten, 307th FS,
    31st FG, 8th AF, RAF Merston, West Sussex,
    United Kingdom, late August 1942
    Spitfire Mk.Vc Trop, BR112, Sgt. Claude Weaver,
    No. 185 Squadron RAF, Hal Far, Malta, September 1942
    Spitfire Mk.Vc Trop, ES353, Capt. Jerome S. McCabe, 5th FS,
    52nd FG, Mediterranean Alied Coastal Air Force (MACAF),
    La Sebala, Tunisia, June 1943
    Spitfire Mk.Vc Trop, 307th FS, 31st FG, 12th AF, La Senia,
    Algier, end of 1942
    Spitfire Mk.Vc Trop, Lt. Richard Alexander, 2nd FS, 52nd FG, 12th AF, Borgo, Corsica, early 1944
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  • Page 106

    Fw 190D-9
    1/48
    Cat. No. 84102
    KITS
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
    WNr. 600424, Lt. Heinz Sachsenberg, München-Riem,
    Germany, April-May 1945
    WNr. 210194, Fw. Werner Hohenberg, Stab I./JG 2,
    Merzhausen, Germany, January 1, 1945
    WNr. 210003, Oblt. Hans Dortenmann,
    12./JG 26, Germany, 1945
    WNr. 210909, Maj. Gerhard Barkhorn, Stab JG 6, Welzow,
    Germany, February 1945
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  • Page 107

    WNr. 210194, Fw. Werner Hohenberg, Stab I./JG 2,
    Merzhausen, Germany, January 1, 1945
    WNr. 210003, Oblt. Hans Dortenmann,
    12./JG 26, Germany, 1945
    Spitfire F Mk.IX
    1/48
    Cat. No.84175
    KITS
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
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  • Page 108

    STAVEBNICE
    ČERVENEC 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
    MiG-21MF
    Cat. No. 8231
    Re-release
    1/48
    KITS
    AUGUST 2021
    ON APPROACHON APPROACHON APPROACHON APPROACH
    MiG-21MF, No. 7628, Egyptian Air Force, Tanta AB,
    Arab Republic of Egypt, 1988
    MiG-21MF, 4th Squadron, 31st Fighter Wing, Sliač AB,
    Slovakia, July 1997
    MiG-21SM, 812th UAP, Kharkov Higher Military Academy,
    Kupyansk AB, Soviet Union, August 1991
    MiG-21MF, 9th Fighter Air Regiment, Bechyně AB,
    Czechoslovakia, 1989–1993
    MiG-21MF, 10th Tactical Squadron, Lask AB,
    Poland, 2001–2003
    MiG-21MF, Jagdfliegergeschwader 3, Preschen AB,
    German Democratic Republic, 1990
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  • Page 109

    HISTORY
    I met Zdeněk Sekyrka through the advertisement. It happened
    on March 11, 1986. I realised that my kit collection has over-
    grown and I will never build so many models-as if it were the
    point in scale modeling, right? I judged that I need to reduce it
    and somehow focus on a certain theme. I decided to concen-
    trate on the WWII aircraft and right at the beginning of 1986
    published and ad in Letectví a kosmonautika magazine that
    I trade kits of the post war era for the models of the WWII air-
    craft. On that day, when the advertisement was published, on
    afore mentioned March 11, my life was changed significant-
    ly and forever, even though I was not aware of it yet at that
    moment. Since the morning my home phone kept ringing, but
    it was manageable. In the evening, after seven, the doorbell
    rang. A shorter guy with moustache was standing in front of
    the door, he was smiling, a rolled copy of Letectví in one hand,
    a bag with models in the other and announced that he is re-
    sponding to the ad. I invited him inside and no sooner did I make
    coffee for him the doorbell rang the second time. There was
    a guy in front of the door who resembled Alice Cooper without
    make-up, looked angry, a rolled copy of Letectví in one hand,
    a bag with models in another a said he was responding to an
    ad. Before got him a bat (infamous event at A. Cooper’s concert)
    and made coffee for him both gentlemen were already engaged
    in a friendly chat which did not finish late until after midnight.
    Well, gentlemen left for home but in fact we never parted and
    our fates have been connected for the next 35 years, and still
    are nowadays. The first visitor was Zdeněk Sekyrka and the
    second ones name was Zdeněk Flégl.
    It all started pretty innocently. We used to meet in my kitchen
    or in Flégl’s kitchen, discussed the kits, how to obtain them,
    when can be sourced what because at that time more then bu-
    ying the kits we had to „obtain“ them. In Flégl’s kitchen I saw the
    photoetched parts for the first time. Both Zdeněks talked about
    them with great deal of knowledge, as if they had used them for
    years. Truth is that one of them bought the Airwaves photoched
    set at Hannant’s. It can be said that this was the initial impulse,
    technological beginning of the future Eduard. The next impulse
    came couple of months later. It turned out, that Zdeněk, besides
    the classical scale modeling and collecting the kits and litera-
    ture, also makes resin models. So called „epoxids“. He had had
    a disagreement with his businnes partner and came up with
    the offer one cannot refuse. Neither did I and started to make
    „epoxids“ with Zdeněk. Soon I realized that he had worked out
    the technological details of the molds making long time ago.
    Unlike other groups who made similar models, and there were
    quite a number of those in Czechoslovakia, Zdeněk poured mo-
    dels into the hard epoxide molds. So, not like nowadays, when
    the resin kits and detailed sets are cast from polyurethane,
    cure within tens of seconds and the productivity in compari-
    son with the „old times“ is exponential. Everything was much
    slower then, one set of castings, which was basically one com-
    plete kit, would take 24 hours to make. That was the time du-
    ring which the mixture of the epoxide resin ChS Epoxy 1200
    hardened and could be removed from the molds. Zdeněk was
    an expert in this. I had no clue, I was a beginner that had a lot
    to learn. I started with making a master. Nigel Hannant, who
    in 80s was engaged in lively barter business with Czech and
    other Eastern European modelers, asked for resin kits of the
    WWI aircraft in 1/72 scale and paid 6 pounds per piece. That
    was a large sum of money for a small model! So I duly made
    a masters for Fokker D.VIII in 1/72 scale. I was so excited by this
    achievement that before leaving to meet Zdeněk I put the box
    with the masters on the roof of my Škoda 105L and just took off.
    Only when I parked the car in front of Zdeněk’s house I found
    out that the box is missing.
    I rushed back home and my suspicion was unfortunately con-
    firmed. The box was lying in the middle of the street, the parts
    scattered all around it because the garbage truck had just run
    over it. To my big surprise the damage was not serious and in a
    couple of days I was able to repair the masters. Zdeněk made
    the molds, brought it over to my place and trained me in casting.
    How to mix the resin, how to get rid of the bubbles, how to treat
    the molds so as the castings would not get stuck to them, how
    to apply resin with brush into the molds, how to close them,
    apply clamps... and wait. Next day he came to show me how
    to open the molds, pull our the castings, clean them and apply
    resin again. Then I performed this daily. Pour, close, open next
    day, pull out, clean, treat the surfaces, pour the resin, close...
    again and again, like a robot. In the meantime I made another
    masters, Fokker D.VI. Zdeněk was micro-managing me so as
    my masters were better, taught me the right procedures and I,
    to pay something back, came up with the proposal that the real
    model had to have the assembly instructions and a box.
    To my surprise Zdeněk agreed. So as you can understand be-
    tter, the Czech „epoxids“ have never featured anything like that.
    They were packaged in poly bags without a box or instructions.
    A skilled modeler can help himself, right? Zdeněk came up with
    HOW I MET
    ZDENĚK SEKYRKA
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    the idea that we will make the boxes ourselves, out of the bo-
    xes designed for desserts. He made a pattern and I bought all
    available dessert boxes in the whole North Bohemian region,
    from Klášterec nad Ohří to Dečín. And we started to make bo-
    xes. We printed the box art on the plain office paper on Xerox
    which was available in Autodrom, the motor racinf circuit in
    Most, and on the boxes we glued the labels with the descrip-
    tion. We also printed the instruction sheets on that Xerox in
    Autodrom. And we christened the new product, Eduard. At that
    time it was my nickname, which had been given to me several
    years earlier while I worked at Chemical Factory in Litvínov,
    and which I truly hated. So I said to myself that I will ellegantly
    get rid of it by passing it on the new line of „epoxids“. I speak of
    a new line of products because there was no company yet. On
    the contrary, it was an illegal enterprise. To make models lega-
    lly was not really possible even though there were some gifted
    individuals, for example one Jiří Šilhánek, who were able to
    legalize this type of business even under the rule of socialism.
    However, I did not know Jiří Šilhánek personally at that time, he
    was a mysterious person, something between Karel Gott and
    Fidel Castro. I had my doubts that such a person exists at all,
    and if he does I will never meet him anyway.
    And moreover, it turned out, that creating the masters, making
    molds, cutting and gluing the boxes, running among stationari-
    es to buy the desert boxes, printing the instructions, packaging
    the models and bringing them to the post office and in addition
    casting and cleaning parts it’s just too much work for two pe-
    ople. I decided to hire the employees, illegally of course. The
    majority were recruited from friends or their family members,
    our family members... we put together the network of some ten
    people, distributed the molds and I set on the path of a scale
    model manufacturing manager by checking on coworkers, dis-
    tributing the molds and resin which in the meantime we bought
    out in the whole region, including Louny, Kladno and Slaný. At
    the same time I was collecting the finished castings. Other pe-
    ople were packaging them and our illegal business flourished.
    And skyrocketed and that was too much for Zdeněk to handle.
    He always came in the evening, we sat in the kitchen and Zde-
    něk was convincing me that we had to let go because if not they
    find us, arrest us and put us in jail. Truth is that this kind of acti-
    vity resembled a little bit marijuana growing and dealing with
    it and police could have arrested us for this had not they had
    other problems. They did not have time. Before an arrested for
    illegal business came, the revolution started, regime collapsed
    and private enterprise was no longer illegal.
    However, we did not legalize our business but parted our ways,
    in a good manner. Reason was the photoetched parts (PE),
    Zdeněk in fact. He should not have shown them to me. I could
    not get them out of my head. After some time not only I organi-
    zed resin castings in the whole town of Most but together with
    another friend and coworker from Chemical Factory, Ctirad
    Kuřák, we developed the technology for PE production. In 1989
    it seemed that we have achieved tangible results. Accidentally,
    Zdeněk’s brother, Mig-21 pilot and captain of the Czechoslo-
    vak Peoples Army, in the middle of 1989, having tried to leave
    army for some time, finally left, matter of fact was let go and
    was looking for the job. He got an idea to seek a position as
    a designer in Směr Cooperative in Prague. He secured a mee-
    ting with Oto Jartim and Karel Mišák, company’s designers at
    that time, and he took me along. My intention was to offer Směr
    Cooperative to implement the production of our invention, PE
    for plastic models. The result was that I returned with the pro-
    posal to establish the company, or cooperative, to manufacture
    the photoetched parts for Směr. Ctirad Kuřák was excited by
    this idea, we started to put the business plan together but soon
    enough the dilemma was apparent, the product can either be
    PE or models. We could not wear two hats at the same time.
    We decided in favour of PE, Zdeněk wanted to stick with models
    so we parted our ways. We split the assets so as Zdeněk kept
    the molds and production of our models and I kept the name,
    Eduard. The reason was that Ctirad was really fond of that
    name, after all he was one of those who liked my nickname
    and enjoyed using it. Zdeněk was joined by his brother and Ivan
    Víšek, another modeling friend of ours, and started to work on
    launching the company to produce „epoxids“. After two years
    they gave up and shortly afterwards Zdeněk joined Eduard.
    During the interim period we of course saw each other and
    Zdeněk decidedly helped develop our company. At that time he
    worked in the computing center of The Mining Constructions
    Most company.
    In their building in the city center, Mining Constructions owned
    the computing center with a huge computer. I would say that
    this monster occupying two floors of the large building repre-
    sented the computing power of today’s smart phone. Regar-
    dless, the company bought, at that time an advanced desktop
    with Intel 286 processor and a plotting machine. Soon enough
    Zdeněk recognized that the computer is an ideal device for PE
    design and negotiated a PC lease. So I started to draw PE in Mi-
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    ning Constructions‘ cubicle. I created the line drawings on the
    plotting machine and the areas had to be filled with ink. For this
    task I again hired already experienced coworkers who used to
    cast resin models before. I have to mention that quite a number
    of these people still work for Eduard.
    In 1992 two things happened. First it turned out that „epoxids
    will not be such a profitable business as initially anticipated
    and second PE surprisingly caught up and were selling like
    hot cakes. And in the meantime I met Jiří Šilhánek and offered
    him PE for MPM kits. To my surprise Jiří agreed to meet me and
    listened to my proposal even though he has long been the big
    business star, MPM owner, driving BMW and wearing the brand
    name clothing. I was a weird guy from a region in the north
    who was driving Škoda 105 and wearing cheesy sweaters. Jiří
    got interested in PE, he did want them for his models, however
    he sought a barter instead of monetary compensation. We met
    several times, MPM bought some PE, the first set was for 1/48
    scale Bücker 181. However, in order for business to continue
    Jiří wanted to ballance the accounts. I got an idea that he could
    make molds and produce models for us. We met in Prostějov
    at an modeling contest, sat somewhere on the lawn or playg-
    round and “Jerry” Špaček was flying Mi-24 overhead. When he
    flew away a little we could talk, negotiate and finally agreed
    that Eduard will supply MPM with PE for their kits and MPM will
    manufacture for Eduard short run molds and produce models
    from them. Coincidentally, Mining Constructions were going up
    the belly so Zdeněk agreed to join Eduard to make masters. He
    brought Zdeněk Flégl along and together they formed the first
    design duo at Eduard. They settled in the basement, where we
    initially had PE etching line, and begun to create despite the
    fact that mice destroyed their design drawings.
    Zdeněk Sekyrka created the first masters using the old „epo-
    xide“ based on our original design, seventy second scale So-
    pwith Baby. The second masters was a quarter scale Fokker
    E.III designed by Zdeněk Flégl. From the start both PE and mo-
    dels were not an easy products to sell. In summer 1992, Chuck
    Harransky and Jerry Campbell, owners and managers of the
    famous Squadron Signal/MMD company, paid us a visit. It was
    a great event and we proudly presented them with our new
    product, a model. We expected the praise and excitement but
    received a cold shower instead. Jerry told us that making the
    models is waste of time. There is enough companies making
    models out there, the market is saturated with models and no
    one wants more of them. And if we insist on making models
    why in the world some stupid biplanes? No one else is doing it!
    When we objected that this is exactly the reason why we want
    to make them we were rewarded with an amused smile. Both
    these gentlemen were big personalities of our industry, Squad-
    ron Signal founders, and I liked them, Chuck especially. He was
    really a nice guy while Jerry was a tough businessman. They
    both conducted business within their roles and understood the
    market in depth, no doubt about it. However in regards to our
    models they were wrong, thanks God!
    We introduced our Sopwith Baby at Model Hobby 1992 show
    in Hyberns Palace. We were offered a space at Víťa Klímeks
    booth. Víťa was the owner and director of the famous Propag-
    team, and an old gun from Slušovice Agricultural Cooperative.
    We had Fokker E.III ready sometime in the fall and I remember
    the sprues were available for the first time at the scale model
    gathering in Křivonoska Camp at Hluboká nad Vltavou.
    The cooperation with MPM in model making lasted appro-
    ximately three years and then started to slow down. At the
    same time Vandělík father and son appeared on the industry
    scene, both highly trained tool makers and real experts. Pa-
    vel Vandělík improved the short run molds technology and
    I dare to say he brought it to perfection. In the second half of
    90s Zdeněk Flégl left Eduard and was replaced by Jindra Balon
    in the designers‘ duet. He got along with Zdeněk Sekyrka just
    perfectly, they understood each other and once they aligned
    with Mr. Vandělík miracles happened. It was a nice example of
    congeniality, talents supplementing each other and a synergy.
    The models created by this collaboration significantly impro-
    ved quality of our production and our market share. It came at
    some cost. When the strong personalities get together there is
    a tension and all of them were strong personalities with strong
    opinions indeed. In addition they were joined by Jiří Menzel,
    originally a professor at the Faculty of Mathematics and Phy-
    sics. He introduced the galvanic molds technology to Eduard.
    He was the strong personality as well and to make things even
    more challenging Ota Janečka assumed the leadership of our
    newly emerging tool making shop. Ota started his career at
    the Academy of Sciences, he participated in the development of
    Magion artificial satellite and later worked for the ill-fated Po-
    seidon/Bismarck model company. When it went up the belly he
    went to Tespon Kolin where he designed ship models and then
    he joined Eduard. Ota was a strong personality too. So I had
    four strong personalities in one department and Mr. Vandělík in
    addition and believe me, this star constellation had incredible
    potential but a dark side too. From time to time a hell on earth
    broke loose. But once it blew over the results were worthwhile.
    Zdeněk and Jindra were experts. Their masters were excellent
    and the models that followed are competitive even today, after
    almost a quarter of century. If you want the proof of their skills
    look at their designs such as Yak-3, Bell X-1, Airacobra, Alba-
    tros D.V and the whole family of Albatroses: D.II, D.III, D.V in 1/48
    scale, D.V in 1/72 scale, Fokker Dr.I and E.III in 1/72 scale, Pfalz
    D.IIIa, Roland C.II, DH-2, basically all our WWI aircraft models.
    As I indicated earlier they were not easy to work with. Also the-
    re was a trouble that they smoked. At that time smoking was
    allowed at the workplace and they retained that privilege even
    after smoking was forbidden throughout the company.
    I never dared to forbid them to smoke even though situation
    was really horrible. They puffed all the time, Jindra lit one ciga-
    rette after another and sometimes he had two lit at the same
    time. You could not see the other side of their office, and it was
    mere six meters. Talking to them nicely did not work and I did
    not dare to take some disciplinary measures neither. I did not
    want any conflict with them.
    There were plenty of those regardless. Both designers were
    perfectionists, able to go great lengths to improve the model
    details and in the process they did not mind the time. For me
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    of course the time mattered. Zdeněk in particular tried to prove
    to me that quality is always in the first place and things were
    sometimes on the edge. Once he called me saying he had to
    show me something. At that time they were finishing the ma-
    sters for Fokker E.III in 1/72 scale and naturally were behind.
    We all waited for masters to advance to the next stage because
    without it we did not have work for people in molding and also
    we needed to start selling the kit as soon as possible. In this
    situation Zdeněk announced that we had a problem. It was his
    favourite magic script which drove people crazy. This time it
    was an issue with the wing. Having asked what the essence of
    the problem was he put a serious face on and stated that the
    wing’s profile is by 1.5 mm thicker as it’s supposed to. And it ne-
    eds to be redone and in a better way. I was staring at him with
    a dropped jaw, this was too much even for me. When I came
    to senses I told him to let the wing be that it did not matter.
    He started a lengthy reasoning why redoing it was absolute-
    ly necessary due to the irreversible harm to our reputation if
    not redone. When I insisted on my decision we stopped talking
    for several days. Then I left for US for two weeks and upon
    my return smiling Sekosh(Zdeněk‘s nickname) awaited me.
    It raised the red flag, smiling Sekyrka meant trouble. Zdeněk
    was that character who infuriated people around him. To tell
    the truth he smiled at the end of the shift if earlier that day he
    angered a lot of people, ideally all of them. Then his face was
    glowing like a full moon. At that moment his face was glowing
    so you can understand it made me nervous. The explanation
    could be expected. He had redone the wing to make it thinner
    by 0.15 mm. If I ever had an urge, really serious urge, to punch
    any of my coworkers, it was him in that situation.
    At the end of the century, in 1999-2000, our kits were already
    pretty competitive, our confidence grew and we were looking
    for better and more profitable theme than our traditional bipla-
    nes. Earlier we had tried something different, we had worked
    with Jules Bringuier on the Classic Airframes project where
    we were replaced by Jiří Šilhánek and his MPM and we had
    made Tempest, Yak-3 and Bell X-1 short run molds in collabo-
    ration with Mr. Vandělík. We learned one fundamental lesson,
    WWII fighters sell much much better than majority of the WWI
    aircraft. We learned how to work with bevels, tolerances, ma-
    terial shrinking, achieved the stability of rather tricky galva-
    nic process, we learned to mill and tweek the molds, we ta-
    med the injection molding machines. We also learned how to
    make the easy-to-understand assembly instructions, trained
    the specialists in many professions and created an able and
    knowledgeable team around Zdeněk. Our confidence grew
    again and we started to think about the next step, how to push
    the envelope. The logical step were WWII fighters and other
    aircraft so we launched the Airacobra project. And we disco-
    vered the limitations. It turned out that we could create nice
    details but WWII planes featured higher number of them, they
    were more complicated, there were more surface details and
    masters preparations took longer time, and was more expen-
    sive. In this situation Zdeněk initiated the intense lobbying to
    introduce computer design and CNC milling. It was successful,
    there were more employees who shared the same opinion and
    Dalibor Kuřák, our IT guy, brain and leader of the technological
    progress not only in the computers, jumped the wagon with ex-
    citement. We chose the software, machinery, bought it all and
    in the meantime trained the new machines operators and first
    designers. First two, Standa Archman and Venca Pospíšil con-
    verted from resin casters to designers and Láďa Jonáš came
    from the outside of the company so we started. It was not easy
    but we learned it as well. The first computer designed project,
    milled on CNC machines, was an engine for the otherwise still
    hand-made Bf 108. When we went through all that hassle and
    things started to look competitive Zdeněk announced he will be
    leaving. He said it was clear to him that the future of the indu-
    stry is in the computers and CNC machines and that is not his
    cup of tea. He loved his hand work and resin in the first place.
    He quit and left for Aires. Jindra Balon left with him. Zdeněk
    was right. The future of the Eduard‘s model production is in the
    computer design and machinery. The role of the technological
    development leader after Zdeněk was taken over by Standa
    Archman and Franta Toman, an experienced tool maker, who
    return from his travels around the world. Thanks to them, and
    other experts from our team, today we occupy significant place
    in the industry.
    Of course we continued to meet with Zdeněk afterwards to dis-
    cuss the news. He followed our production, from time to time
    he reviewed some of our models. He did not witness the Aira-
    cobra debut, when we released the kit he was already at Aires.
    It does not change the fact that Airacobra was his and Jindra’s
    masterpiece and will remain associated with him forever. In
    Aires Zdeněk was a chief technological officer and production
    manager. Well that’s how we would have called his position
    had he done the same job in Eduard. All in all, he was doing
    there what he has always wanted, resin detailed sets. In 20
    years working for Aires he most likely handled any and all pro-
    ducts the company ever produced. Occasionally he took part
    in other projects, for example on masters for car and bus mo-
    dels for Mr. Večerník. The last year he participated in the AB+K
    company’s project, a Japanese biplane model in quarter scale
    including resin sets for it. In the past couple of years Zdeněk’s
    health deteriorated. On May 9, having spent several weeks in
    the hospital, he passed away. For many years the modelers will
    benefit from the tremendous work he left behind.
    His contribution to the technological progress in our industry is
    mostly obscure to majority of the modelers. It is however enor-
    mous and invaluable. I hope that my personal remembering
    this Czech and international modelling personality will highli-
    ght his life and achievements for you.
    Rest in Peace!
    Vladimír Šulc
    HISTORY
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    IT'S NOT ENOUGH JUST TO SHAKE
    The "Shake and bake" expression probably
    doesn't need much explanation to any mode-
    ler despite his native language. In our plastic
    models world, it generally refers to kits that
    could be compared to James Bond's favou-
    rite drink. Just shake, don't stir and the re-
    sult is there. But that´s just a myth... We all
    know that unlike the Martini cocktail, even
    the most precisely designed and manufactu-
    red kits (the ones that reviewers rate as “no
    putty needed) really need a “human´s touch
    as they can´t build themselves.
    And just as someone can build a great mo-
    del from an average kit with a few basic tools
    that all fit in one school pencil case, another
    one keeps looking for something that would
    make building a model easier. Do you know
    such people? I personally know at least one,
    namely myself. On my workbench, there are
    tools everywhere, filling many cases and
    holders. And more are still coming.
    It actually gives me some kind of pleasure
    when I discover a contraption I didn't know
    before. For example, the year before last
    I succumbed to the lure of a design-orien-
    ted and also kind of pricey DSPIAE tool at a
    competition in Houten, the Netherlands. My
    already varied assortment of hand tools has
    thus grown by several more interchangeable
    bits with different chisels, mini-grinders and
    engravers. And as I subsequently found out,
    it's a kind of Chinese generic product, so the-
    re are several marks of the same product of
    different colors and brandings. But there is
    nothing wrong about it.
    Years ago, I ordered John Vojtech´s multi-
    -purpose tool from the USA, which I would
    sort of compared to a "Swiss Army Knife"
    for modeler. I've brought a lot of stuff back
    from the Telford Scale Model World contest.
    Year by year something new… For example,
    a set of "Berna Clamps" (cleverly designed
    clamps for both small and large parts), va-
    rious micro-cutters, chisels, files, colored
    wires of various diameters, a table lamp with
    a magnifying glass and a special polarizing
    light, of course lots of chemistry, scalpel bla-
    des, and so on, and so on... And because we
    modelers like to create I made a lot of diffe-
    rent tools myself. Sometimes due to a genui-
    ne need for "something like this", other times
    for “just in case” use.
    For example, I modify my scalpels (the so-
    lid one-piece ones) to fit completely diffe-
    rent using than they were originally made
    for. For example, I didn't buy a sharp poin-
    ted eye scalpel to poke someone's eye with,
    I just sharpened it even more so that it could
    be used for scrapping of delicate details and
    hollowing ventrals and louvres on the engi-
    ne covers. Another modification was made to
    the curved cutting edge one. I sharpened it all
    around, so it can be used to work in hollows
    or scrape out various depressions, including
    what I call „3D weathering“ (indication of the
    small damages of the metal covers, so typi-
    cal for wartime aircraft).
    Sanders are a special chapter of my home-
    made tool assortment. I am using many va-
    rious stuffs to make different sanding sticks
    or pads. For example, small alluminium pro-
    files, to which I glue sandpaper by super glue
    and when the sanding surface gets "tired",
    I cut it off with a straight edged scalpel and
    glue on a new one. I use plain profile, L-sha-
    ped profile or round profile cut to various
    lengths. In the case of the L profile, I someti-
    mes glue the sandpaper to both arms, some-
    times just to one, so as to use the slick side
    as a support when sanding. Various flexible
    materials are then suitable for making grin-
    ding pads, that can be used to work on convex
    surfaces. My favorite is self-adhesive felt in-
    tended to be used as a pad on the bottom of
    the table or chair legs. They never last long
    there, but if you stick a sanding paper on
    them, you have a nicely flexible sanding pad.
    If You can find uncut one-piece of it, it is the
    best one. You can cut the sizes and shapes to
    your liking than. This works particularly well
    on slightly concave surfaces.
    The "vertical sanders" are again a great help
    in sanding off the ejector pin marks positio-
    ned craftily in between the delicate surface
    details sometimes. The “vertical” or “head
    on” sander is simply a small piece of the
    sanding paper glued to the cut of the stick of
    suitable size and cross section. The risk of
    damage to the surrounding detail is minimal,
    as is the cost of making the sander. I norma-
    lly use pieces of the sprues for this purpo-
    se. Occasionally, I also break a classic razor
    blade using cutters to create ultra-sharp and
    ultra-thin mini scalpels.
    We all also know here are another sources
    for the special tools, except the model shops.
    For example, the range of dental supplies is
    literally a playground for plastic modeler.
    Their long and thin „torture tools“ can be su-
    ccessfully used as various chisels, scribers
    or cutters after various modifications on
    small grinding machine and grinding stone.
    Also, special shops for jewelers are worth a
    note. It is no wonder as they are also kind of
    modelers, although working with more pri-
    cey „stuff“ usually…
    And I did not even mention the "chemistry" so
    far! There is always something happening on
    the market with new colors, glues, putties
    But even in this area there is always some-
    thing to try and even here you can experi-
    ment a little, even if it is not as easy as shar-
    pening a scalpel or a file into a blade. Not all
    of us have had chemistry for an A, right? I am
    not undertaking any major ventures, but for
    example I haven't bought the “welding” glue
    for a long time. Thas the one that works so
    well with those great "Shake and bake" kits.
    I bought pure ethyl acetate at the lab supply
    store a few years ago, which is perfect for
    gluing models. It bonds reliably and most im-
    portantly the joint cures quickly. You could
    find this matter even in pears and it even kind
    of smells like it a little, but I wouldn't bother
    getting it by extraction… One little bottle of
    ethyl acetate does not cost a fortune, it is in
    fact quite cheap and such a volume makes
    You happy for many years of plastic mode-
    ling. There is also one small “secret” there:
    You can thin the ethyl acetate with alcohol
    to suppress its gluing ability. Why? Then You
    can use it as a special agent to clean up the
    scribed or deepened panel lines. Weakened
    ethyl acetate dissolves the small residua in
    the line but does not make any damage to the
    surroundings. It just needs some trying to
    get the right degree of “aggressivity” of the
    thinned ethyl acetate. And don´t worry it will
    not explode…
    Many modelers also devote considerable
    effort to finding substitutes for the original
    thinners for their favorite paints, but I per-
    sonally gave up this pastime after a certain
    modelling disaster. Trust me, one of the
    advantages of original thinners is that they
    also have the original markings on the pac-
    kaging...
    This could go on and on, everyone has their
    own gadgets and contraptions. But the truth
    is that no one has invented such a device that
    would build the model itself. Not even the
    "Shake and bake" ones. And as for the tool
    selection: I don't know about anyone else, but
    I always end up using just a few time-tested
    tools when working on a model. The other
    so much needed helpers are usually waiting
    mournfully for their rare chance, which rea-
    lly rarely comes. So those who stuff their tool
    selection into one school pencil case proba-
    bly know theirs long ago...
    Richard Plos
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    INFO Eduard - July 2021
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