Info EDUARD
Monthly magazine about history and scale plastic modeling.
07/2023
Hello, dear friends! Even before the end of the first half of this year, we managed to move our model packaging operation to our new facility in Sedlec. This significantly simplifies our logistics, because until now, we would typically move the plastic pressings from Obrnice to Most, where they would be packed into kits, and then transported them to our warehouse and sales department in Sedlec.
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INFO Eduard# 161e-magazine FREE Vol 22 July 2023Page 2
INFO Eduard# 161e-magazine FREE Vol 22 July 2023© Eduard - Model Accessories, 2023FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.Page 3
eduardeduardJULY 2023CONTENTSEDITORIALKITSBRASSINPHOTO-ETCHED SETSBIG EDBUILTON APPROACH–August 2023TAIL END CHARLIEHISTORYBOXART STORYEVENTSTEP by STEPA6M2-N Rufe ProfiPACK 1/48MIGHTY EIGHTH: 66th Fighter Wing 1/48Fw 190A-5 Weekend 1/72Bf 110G-4 Weekend 1/48Bf 109G-2 ProfiPACK 1/48 Re-releaseWUNDERSCHÖNE NEUE MASCHINE 1/72Fw 190F-4 1/48F-104G late 1/48Rufe 1/48Mi-24V 1/48LITTLE FRIENDS-The66th Fighter Wing over EuropeDawn of the aircraft carriersAir War over Ukraine-Patriot vs. KinzhalFrosty battlefieldBack in RussiaWhen the guns jamThe First WinterIRON BUNNY 2023F4F-4 engine PRINT 1/484642362646668090104114134Published by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comPage 4
EDITORIALHello, dear friends!Even before the end of the first half of thisyear, we managed to move our model packagingoperation to our new facility in Sedlec. Thissignificantly simplifies our logistics, becauseuntil now, we would typically move the plasticpressings from Obrnice to Most, where theywould be packed into kits, and then transportedthem to our warehouse and sales department inSedlec. These places are not far from each other,amounting to a few kilometers, but it still involveda lot of driving. Now, just one wall and two doorsseparate the model packaging department fromthe warehouse and sales section, and the plasticsprues are stored across the yard. Sure, in thebig scheme of human evolution, it’s a small step,but still, a huge help. Among other things, wehave an archive of kits that have not yet beenrestored, of which there are still some sixty,and this is a big step in their eventual return toour range as well. The list of new releases forJuly thus includes the Spitfire Mk.IXc in 1:72ndscale, along with the Fw 190 A-4 and the RolandC.II in 48th. A few hundred pieces are availablefrom each of these kits. Since we have most ofthe components in stock, we practically do notneed to add anything except the sprues, and wecan afford to sell these kits at old, pre-inflationprices. I suspect no one will mind.Let’s turn our attention to July’s new releases.They have been on sale for a week now, butI don't think this will matter too much.Model KitsSince the first release of our 48th scaleP-51D Mustang, we’ve been thinking about howto handle the unprecedented amount of colorschemes of this aircraft and especially of thecenterpiece of this wealth of possibilities,the USAAF 8th Air Force. For a long time,I myself have toyed with the idea of a gradualprogression of attention bestowed upon theindividual Fighter Groups in my head, but therewas still a doubt as to how interesting sucha concept would be and how it would pan out.Of course, you can imagine it with decal sheets,but the kit is a little bit different. It would probablybe very difficult, if not impossible, to releasesuch a large number of kits and to maintaina consistent level of interest in them. On theother hand, to issue only one Limited Edition kitdedicated to the Mustangs of the 8th Air Forcewould mean barely scratching the surface of theentire theme, while being somewhat repetitiousin covering the most famous airplanes flown bythe most famous pilots. After long discussions,we finally decided to release three separateitems, dedicated to the three Fighter Wings ofthe 8th Air Force. After going over dozens ofaircraft that offered themselves to us, we puttogether a mix of ten birds that well documentthe deployment of the Mustang over the last yearof the war. The fact is that we have repeatedjust one previously released subject in thiskit, the famous “Big Beautiful Doll” flown by Lt.Col. Landers. And even this was not taken overfrom previous releases, but changed to a laterversion of the marking. The result is a mix often aircraft, some of which are the most famousflown by the most famous pilots, and the rest,it must be added that the majority, are lesserknown and definitely less covered Mustangs.We assume that anyone who decides that theycannot live without this Limited Edition releasewill be able to make a choice quite easily withthis type of presentation.However, the fine tuning of the concept ofthis kit does not end there. The kit containsonly one set of sprues, so only one model canbe built from it. On the other hand, the decalsheet is doubled up as needed for two completemodels, the stencil data and national insigniaare duplicated. If someone decides to takeadvantage of this option, the Overtrees offerwill be a great way to go. And those who don’tuse it won’t lose anything. The price of the kit,despite the large decal sheet, etchings, masksand Brassin wheels and exhausts, all includedin the kit, remains the same as for the standardProfiPACK item.And while on the subject of ProfiPACK kits,this month we have the Rufe available, the floatversion of Zero. After all, the Rufe was actuallya conversion of a Zero with the classic landbased landing gear. This kit offers five coloroptions covering different deployments of thetype. The second ProfiPACK release for thismonth is a reissue of the 1:48th scale Bf 109F-2.I should probably also mention that the Rufe isin 1:48th scale as well.In the Weekend line, those who have beenwaiting a long time for a new edition of theBf 110 G-4 will have something to smile about.The ProfiPACK Bf 110 G-4 kit (Cat. no. 8208),originally released in January, 2021, is also readyto be re-introduced to the market. This kit wasplanned for January 2021 release, but December2021 blaze in our warehouse destroyed allunwrapped sprues, so only a small number ofpackaged kits went to customers. We are nowready for a second attempt with the with thenewly manufactured sprues. It will go on sale inINFO Eduard4July 2023Page 5
August or September. There are less than 1,000boxes left, so expect them to sell out quickly. Thesecond July Weekend release is the Fw 190A-5in 1:72nd scale, and in this case, the choice ofcolor markings are mostly for aircraft with thefour-cannon wing.ACCESSORIESIn our new releases for accessory items, wetypically focus on the correspondingly freshitems introduced to the market by the world’s kitmanufacturers. Among the photoetched brassand masks, we have the Mi-4A in 1:48th scalefrom Trumpeter, the MiG-17F from Ammo MiG,the Hurricane Mk.I from Hobby Boss, the Do 335from Tamiya and the F-4E from Meng. All of theseare in 1:48th scale. We also have a new ZOOMset for our Bf 110 G-4 in 1:48th and Fw 190 A-5in 1:72nd. Keeping in 72nd, we are covering theMosquito PR Mk.XVI as well. In 1:32nd, we havesets for the F-35A from Trumpeter and theA-20G Havoc from HKM.As for the new Brassin sets, I would pointyour attention to the collection of sets for ourstill new Bf 109F in 1:72nd scale, or to the 48thscale sets for the Do 335 from Tamiya and thegorgeous engines for the no less charmingAnson Mk.I from AIrfix. Also standing out amongthe 48th scale releases is the radiator for ourP-51D Mustang. I admit that the execution ofthis part of the kit was not its high point, andI am happy to report that this is being addressedin the forthcoming P-51B . Even so, the printedparts will generally be an advantage over theoriginal injection molded items, and theseare very nice replacements indeed. Certainly,those that don’t go down the road of replacingthis part with the Brassin accessory won’t beforced into feeling that the kit they purchasedhas been compromised in any way in its designand production. We also redesigned and printedthe cockpit for the Bf 109F-2, part of a gradualredesign of the old Brassin cast cockpits. Thereare also attention worthy sets for the F-35Bfrom Italeri in 32nd, as well as an exhaustnozzle for the F-16 from Tamiya and severalsmaller sets we put together for the Spitfire Mk.Ifrom Kotare, whose creators we wish good luck,much success and a long career as a successfulmanufacturer of plastic model kits.We also have the usual new LööK and Spacesets, Big Eds and Big Sins that are also worthchecking out. Of course, further descriptions ofthese may be found below in this newsletter.ArticlesI had the ambition to write an articledescribing the story around the Bf 109F flown byWerner Mölders, but I couldn’t do it. I managedto put together quite a respectable collectionof photos, but after analyzing them, I still hadnagging doubts and gaps in the information I wasable to obtain. In addition, we have not yet beenable to find photos that we can legally publish,and without photographic documentation, suchan article is meaningless in my opinion. SoI will continue to search for more information,consult with people who know a lot more aboutthe Luftwaffe than I do, and hope that somethingpublishable will come out of it. But at thismoment I apologize for my inadequacy!Fortunately, we have plenty of articles in thismonth’s newsletter to ensure that the forcesof boredom are kept at bay. We have the nextinstallment in the report on the air war overUkraine by Miro Barič. May certainly providedsomething to report on. Perhaps, you noted thatat the end of June more things happened inRussia than in Ukraine, so the next installmentwill be even more interesting. Maybe it’s not justa passing thing! That Russia is truly a land ofmiracles where the unseen happens and theimpossible becomes reality became clear tome during my service days when I was able toget to know the then Soviet Army quite well.I firmly believe in the inability of the Russiansto win anything in the foreseeable future ina prolonged regular war. And it won’t help themto talk about their wars tooth and nail and callthem various obscure descriptions like “SpecialMilitary Operations” or “brotherly aid”. So I wishfor the Ukrainians that their homeland, which theRussians currently consider theirs, be returnedto them as soon as possible. It took twenty yearsfor us, I firmly believe that the Ukrainians willdo it faster. I hope that the Russians get out oftheir current mess as quickly as possible and,above all, permanently, because this is reallynot worthy of a cultured nation and the fact thatthe Romans once did something similar is notexactly a good argument. Where are the Romanstoday?We also have a great piece of an article aboutthe 66th Fighter Wing by Jan Zdiarský. But thisissue does not only contain historical articles. Wehave a report on this year’s 24-hour Iron Bunnyevent in Bublava written by a member of thewinning team, Lukáš Loučka, and another IronBunny participant, Jan Baranec, weighs in witha description of the Brassin engine assembly forthe Wildcat. Jakub Nademlejnský submitted anarticle about masks for this month’s newsletter.I sincerely wish you all a pleasant read withthis month’s newsletter.Happy Modelling!Vladimir SulcINFO Eduard5July 2023LITTLE FRIENDS - The 66th Fighter Wing Over Europe
The strategic bombing offensive of the Western Allies, whose main goal was to weaken German industry and supply, stood on several pillars. The British Royal Air Force began to attack Germany with a gradually increasing intensity by the time of the Battle of Britain (apart from a few rather desperate attempts made sporadically from September 1939). Even before the American Air Force entered the European campaign, RAF Bomber Command moved to night operations and, with few exceptions, remained there until the end of the war. The daytime skies over Germany and occupied Europe were to belong primarily to the Americans, at least as far as long-range bombing operations are concerned.
HISTORYAchieving the goals that the Americans hadset for themselves in this regard consistedprimarily in building a strong bomber force andsupport units, which were supposed to ensuresupremacy in the skies over continental Europethrough joint operations. Another pillar was warlogistics, which was supposed to transport notonly new aircraft and fresh crews to Europe,but also spare parts, equipment, hundredsof thousands of tons of fuel, bombs and otherammunition. It was such a complex and todaya rather neglected component of the war effortthat even a brief description of it would be wellbeyond the scope of this article. The third butno less important pillar was fighter support forthe bombers.In Europe, the US Air Force's bombingoperations rested on the shoulders of twoseparate air armies, the 8th Air Force, based inGreat Britain, and the 15th Air Force, operatingfirst from North Africa and then from southernItaly.8th Air ForceThe main strength wielded by the US AirForce in the European Theater of Operations(ETO) was undoubtedly the 8th AF, nicknamedthe “Mighty Eighth”. As the air component of theAir Force arm of the United States Army (ArmyAir Force), it was established in January 1942,as VIII. Bomber Command. Under the designationVIII. Bomber Command (which later becamea permanent part of the 8th AF structure), itundertook its first operation in the ETO on July4, 1942, with A-20 Havoc aircraft borrowedfrom the RAF. At the same time, airfields overeastern England began to see the arrival ofregular units of VIII. Bomber Command armedwith B-17E bombers. The first distinct operationwas a mission to Rouen-Sotteville, France, onAugust 17th, 1942. In February 1944, VIII. BomberCommand headquarters was integrated intoText: Jan ZdiarskýEven tight formations failed to protect USAAF bombers effectively from attacks by Luftwaffe fighters. Only the deployment of the P-51 turned the situation in the Allies’ favor.Photo: 487th BGThe strategic bombing offensive of the Western Allies, whose main goal was toweaken German industry and supply, stood on several pillars. The British RoyalAir Force began to attack Germany with a gradually increasing intensity by thetime of the Battle of Britain (apart from a few rather desperate attempts madesporadically from September 1939). Even before the American Air Force enteredthe European campaign, RAF Bomber Command moved to night operations and,with few exceptions, remained there until the end of the war. The daytime skiesover Germany and occupied Europe were to belong primarily to the Americans,at least as far as long-range bombing operations are concerned.INFO Eduard6July 2023Page 7
the 8th Air Force and along with it, as partof the ‘new’ VIII. Bomber Command, existingbomber groups. Simultaneously, the VIII. FighterCommand was created, whose main task was toprovide protection for the bombers.The 8th AF reached its peak strength in thesummer of 1944. By the end of August of thatyear, it consisted of three Bomb Divisions (laterAir Division) with forty Bombardment Groups (orsimply Bomb Groups) spread among fourteenBombardment Wings and a separate FighterCommand, with three Fighter Wings with sixteenfighter Groups, each with three squadrons. Inaddition to these, the 8th AF included severalreconnaissance and special operations, trainingand other support units. This was a force thatwas able to send 1,200 four-engine bombersand around 500 escort fighters over Germany inone day. Since the summer of 1944, the GermanLuftwaffe had rarely been able to effectivelyoppose such a force.In 1945, all but one of the Fighter Groups ofthe 8th AF were armed with P-51D aircraft, orthe P-51K.It is not without interest that the last combatoperation of the 8th AF was a mission to Pilsen,Czechoslovakia on April 25th, 1945. A few dayslater, the bombers of the 8th AF participated inOperation Mana to supply food to the populationof the Netherlands, which was on the brink ofstarvation, after German troops cut off the foodsupply.15th Air ForceThe Second US strategic air force in Europewas the 15th Air Force, formed in November 1943in North Africa from parts of the tactical 12thand 9th AFs. It was only in December 1943 thatthe newly formed units of the 15th AF receivedfour-engine bombers and a successful seriesof bombing missions could thus be undertaken,although the first raid by heavy bombers of the15th AF on the west coast of Italy on January 22,1944 had more of a tactical support flavor to it.Major missions were to come mainly after thetransfer of the 15th AF to Italy (January - March1944), when their bombers could reach deeperinto occupied Europe and into Germany itself. Atthe end of the war, the 15th AF had four B-24Liberator Bomber Wings and one B-17 FlyingFortress Wing. Fighter support was providedby two Fighter Wings with P-38, P-47 and, later,P-51 aircraft. The last mission of the 15th AFcame on May 1st, 1945, the target being Salzburgin Austria.66th Fighter WingAs noted above, in August 1944, the 8thAF had sixteen Fighter Groups. These wereincorporated into three Fighter Wings, namelythe 65th FW, 66th FW and 67th FW. The affiliationof specific fighter groups to a given Wing wasmore or less stable. At the same time, theseWings usually provided escort for bombers ofspecific divisions from the 8th AF (65th FW forLiberators from the 2nd BD, 66th FW escortedB-17s from the 3rd BD and 67th FW B-17s fromthe 1st BD).The 66th FW was formed aroundfive Fighter Groups55th FGNuthampstead September1943 – April 1944Wormingford April 1044 – May 1945For the first six months of its operationalactivity, the unit was based at NuthampsteadBase north of London, which it later had toleave to make way for the newly arrived 398thHISTORYRange of RAF and USAAF fighters during escort missions over the continent on a WWII map.INFO Eduard7July 2023Page 8
BG. Until the summer of 1944, the unit flewthe P-38 Lightning, which was replaced bythe P-51D Mustang. A number of pilots of thisunit thus flew in combat on both types. Theidentification marking applied up to the P-51was initially a black stripe on the front of theengine cowl and a black spinner. This was soonreplaced by a yellow-green checkerboardpattern and stripes of the same colors on thespinner. A distinguishing feature of the unitwas also the color differences in the fuselagesof the Mustangs of the individual squadrons,a practice that was abandoned especially by thelater months of the war. While the 38th FS hadhorizontal and vertical tail surfaces paintedolive green, the 338th FS flew mostly withoutany coloring of the tail surfaces. The mostimpressive livery of this unit were the Mustangsof the 343rd FS, whose anti-glare panels in frontof the cockpit arced back to encompass the restof the fuselage, with the entire fuselage behindthe cockpit being sprayed the same olive green.These were not remnants of the OD/NG (olivedrab / neutral gray) coloring, because the 55thFG converted over to Mustangs later, meaningthat their machines would have been deliveredin natural metal and aluminum spray. The arc ofgreen on the fuselages of 343rd FS Mustangswas often edged with dark red or yellow. Onoccasion, this coloring also appeared on theaircraft of the 338th FS. On the other hand, atthe end of the war, the 343rd FS often had itsmachines only in bare metal coloring, only witha checkerboard pattern on the nose. Also, the38th FS in 1945 was abandoning the full coloringof the tail surfaces. Instead, identifier colorswere applied to the rudders– 38th FS red,338th FS light green and 343rd FS yellow.339th FGFowlmere April 1944 – May 1945The 339th FG was among the newer units of the8thAF, and therefore arrived in England alreadywielding P-51 aircraft. Fowlmere, near Duxford,became its base throughout its operationaldeployment in Europe. The P-51Bs and Cs usedP-51 Mustang flight from 503rd FS, 339th FG.Photo: Museum of Air Battle over the Ore Mountains, via Russ AbbeyHISTORYINFO Eduard8July 2023Page 9
Excerpt from a strategy document of the 8th AF displaying their bases in East Anglia. Bases utilized by fighter units of the 66th FW are marked with a white star, whileyellow stars indicate bases initially used by these units but later handed over to other units.P-51D 44-64051 from the 362nd FS, 357th FG at Leiston.Photo: Public DomainHISTORYINFO Eduard9July 2023Page 10
at first were replaced by more modern P-51Dand K versions during the summer of 1944, butsome older B and C fighters remained in servicefor quite a long time, until the fall of 1944. Theidentification marking of the unit was a redand white checkerboard on the front of theengine cowl and included the spinner. Later, unitspecific squadron colors were applied to therudder - the 503rd FS received a red rudder, the504th FS received a green one, while the 505thFS received yellow.357th FGRaydon November 1943 – January 1944Leiston January 1944 – May 1948The “Yoxford Boys”, as the 357th FG wasnicknamed, moved to England in November1943. The unit spent a short time at Raydon Basebefore being moved to Leiston. The 357th FGmarking is one of the most impressive to appearin the 8th AF. Many of her early P-51Bs and Cswere still in OD/NG livery, and that combinedwith the yellow-red checkerboard and, fora period of time, invasion stripes really suitedthe Mustangs of this unit. However, even naturalmetal airplanes (and sprayed aluminum)appear unusually colorful in conjunction withthat unit's markings. Although a wide varietyof markings cannot be denied to other unitswithin the 66th FW, the 357th FG itself wascertainly the most varied. Later, this unit alsoadded identification markings of individualsquadrons by spraying its rudders – the 363rdFS used red, the 364th FS yellow, and the 362ndFS rudders often remained unpainted, unlessthe entire fuselage was sprayed olive. With609 credited aerial victories and 109 aircraftdestroyed on the ground, the 357th FG wasthe most successful unit with the P-51 and thesecond most successful unit within the USAAF.It is therefore not surprising that more than halfof the fighter aces who earned their glory withthe 66th FW came from the 357th FG.353rd FGGoxhill June 1943 – August 1943Metfield August 1943 – April 1944Raydon April 1944 – May 1945For more than a year, this unit operated theP-47 and re-armed with the P-51D in October,1944. The marking of the group was a black andyellow checkerboard on the nose. Sometimes,it consisted of only three rows, sometimes itwas applied to more than half of the nose of theaircraft, even to the extent that it obliterated theanti-glare panel in front of the cockpit. For theP-47, the checkerboards were originally skeweddiagonally, later they were sprayed parallel tothe horizontal axis of the aircraft. These werealso applied to the P-51. The color identifiersof individual squadrons also later appeared forthis unit: the 350th FS yellow, 351st FS usuallywithout, the 352nd FS black. The coloring of353rd FG Mustang rudders was not consistent,and the mentioned colors also appeared onaircraft of other squadrons and thereforecannot be considered definitive identifiers ofsquadrons within the FG.78th FGGoxhill December 1942 – April 1943Duxford April 1943 – May 1945One of the oldest fighter units of the 8th AFsaw its baptism of fire in the service of the 12thAF in Africa, flying P-38 Lightnings at the time.It returned to England much weakened and inApril, 1943 was re-equipped with P-47s. It wason this type that the unit would gain its fame.It did not convert on to the P-51 until December,1944. The unit's marking was a distinctiveblack-and-white checkerboard over almost theentire nose of their Mustangs (and previouslyover the P-47 engine cowls). The individualsquadrons were later distinguished by the colorapplied to the rudder: the 82nd FS used red, the83rd FS white, and the 84th FS black.3rd Scouting ForceWormingford February 1945 – May 1945A special unit, built and supported by the55th FG, was based with this fighter group atWormingford. Although it was independent, itLt. Jones’ Mustang from the 38th FS, 55th FG shortly after returning from a combat operation.Photo: Museum of Air Battle over the Ore Mountains,via David JewellHISTORYINFO Eduard10July 2023Page 11
was functionally related to the 66th FW and wasintended to support the 3rd BD. Administratively,however, it fell under the 493rd BG. Its taskwas to cooperate closely with the bomberassociations in weather reconnaissance enroute to the target and especially over thetarget. The Mustang pilots of the 3rd SF wereinitially dedicated pilots of the 55th FG, but later,their role was taken over mainly by volunteers- experienced former heavy bomber pilotswho completed their operational tour with therequired number of missions. They knew bestwhat information was needed, and when bytheir colleagues flying the route behind them. Inaddition to Mustangs, the unit also flew P-47sand B-17Fs. The color identifiers of their P-51sconsisted of red trim on the leading edge of thefillet. The different checkerboards on the cowlswere consistent with the unit that the aircraftbeing flown originated with, predominantlybeing the 55th FG.For a very short time, the 66th FW also hadother groups, most of the time assigned to otherWings – the 4th FG (1945), 56th FG (1945), 359thFG (1943), 361st FG (1943-44, 1945) and the479th FG (1945), possibly to the 9th AF (358thFG). However, their temporary involvementwith the 66th FW was marginal and we onlymention them because they are mistakenlylisted as a permanent part of the 66th FW bysome sources. Despite this, one of them – the361st FG - is worth bringing up. This unit wasa bit of a jack-of-all-trades, plugging holeswhere needed. It gradually went throughservice with all three FWs and at the turn of1944/45 it was even temporarily tasked withground support with the 9th Air Force.The plans for the reorganization of the 8th AFfrom March 1944, included a version of thingsthat would see the 352nd FG falling under the66th FW, but in the end it remained part of the67th FW as did the 50th FG. However, aftercoming to the ETO, it found itself subordinateto the 9th AF. At the same time, the 353rd FGwas to be integrated into the 67th FW. The samedocument also assigned individual FWs torespective Bombing Divisions, but later realityproved to be different. The 66th FW was tosupport the 2nd BD, the 67th FW the 1st BD, andthe 65th FW was to accompany the 3rd BD onmissions.Big Brothers and Little FriendsFrom the very first operations of Americanbombers in Europe in 1942, it was clear thatthe current group defense tactics of the USAAFbombers was inadequate to deal with thecapabilities of the German Luftwaffe. Bomberformations, at the mercy of German singleand twin-engine fighter packs, suffered heavylosses. So much so that stopping this method ofoperations was considered. This can be seen inthe raids of the 8th Air Force from the summer of1942 and especially during the spring to autumnof 1943. It was obvious that without high-qualityfighter protection these operations were doomedto failure. The generally known problem was thefact that neither the RAF nor the USAAF had thekind of fighter aircraft that could accompanyP-51D 44-15469 “Bucephalus” from 78th FG. On this aircraft Lt. William E. Hydorn achieved an aerialvictory over a Me 262 on February 2, 1945.Photo: Museum of Air Battle over the Ore Mountains, via David JewellPhoto: Public DomainA photo from early period of 8th AF bomber escorts shows a P-38 Lightning of 338th FS, 55th FG.HISTORYINFO Eduard11July 2023Page 12
their Big Brothers over Germany. In August,1943, the P-47 Thunderbolt aircraft, equippedwith drop tanks, were able to accompany thebombers to a distance of approximately 375nm,which roughly corresponded to the area ofFrankfurt am Main, Hanover, or Kassel. This, ofcourse, provided that they did not get into a fightwith German fighters. Any significant changein the flight regime, let alone the necessity ofpremature jettisoning of the extra tanks, ofcourse significantly shortened their range. TheP-38 had a greater range and in December 1943they were able to scrape the area of “Big B”,Berlin itself (approx. 520 nm). However, theircombat capabilities at that time were alreadysignificantly behind the newer versions of theLuftwaffe’s main fighter types, the Bf 109G-6and Fw 190A-5 and their following variants.Only the P-51B and C, which appeared in Europeat the turn of 1943 / 1944, were able to escortbombers deeper over the Reich itself and thecenter of Europe. Significantly better protectionof the bombers was provided by the P-51D,which entered service during the summer of1944. These were not only able to escort thebombers to the vast majority of their targetson the continent, but in several cases of specialoperations of the Frantic type, they protectedtheir Big Brothers taking off from their homebases in Great Britain up to the region of Poltavaand Mirgorod in Ukraine (approximately 1,300nm).As the Luftwaffe’s ability to respond toAmerican raids weakened, the role of escortfighters shifted partly to ground attack.American aviators destroyed locomotives,substations, German planes on the ground, riverboats and other means of transport. In essence,everything that could even remotely appear tobe a target of military importance had to be onthe lookout for the hunters' thirstProtecting the bombers from Luftwaffeaircraft remained a priority task, as long asthere was something to protect them from.However, the impression that the German airforce was already completely defeated couldbe very dangerous. This was especially truein the closing months of the war, when Me 262jets began to appear more and more regularlyamong the intercepting fighters, which in classiccombat were a difficult opponent even forMustang pilots. Unfortunately for the Germans,realizations regarding the conduct of the warcame too late. “Jets” became the prestigioushunting trophy of many USAAF fighters.It will probably remain an eternal topic ofhistorical debate, which weapon, vehicle oraircraft primarily provided the Allies with theopportunity to end the war in Europe by thespring of 1945 and which element thus ensuredthe air supremacy necessary for victory.Among the main favorites of the debates willunderstandably be the planes participating inthe strategic bombing of German war industryand transport. And even among proponents ofthis theory, there will be differences of opinionas to whether these were the four-enginedB-17s and B-24s, or their “Little Friends”. Evenif the final answer were to be the four-enginedheavies, it is quite certain that without their“little brothers” and among them the P-51D, theywould never have been able to do their job.Sources:- Maurer Maurer: Combat Squadrons of the Air Force– World War II, Office of Air Force History, HQ USAF,1982- Maurer Maurer: Air Force Combat Units of WorldWar II, Office of Air Force History, HQ USAF, 1983- Archives of the Air Battle over the Ore Mountains,September 11th, 1944 in Kovářská- US National Archives and Records Administration,College Park, Maryland; Unit Histories, Reports andMission Orders- Proposed plans for organization of the Eight AirForce, HQ EIGHT AIR FORCE, March 1944- Eight Air Force – Tactical development August 1943– May 1945, AAF Evaluation Board, 1945- Wikimedia Foundation, Inc.- Color profiles and emblem of the 8th Air Force –Jan Zdiarský339th FG´s P-51 escorts a damaged B-17 returning from enemy territory.Photo: Public DomainHISTORYINFO Eduard12July 2023Dawn of the aircraft carriers
Our June release of Sopwith 2F.1 Camel kit represents the scale model of the very first operational, carrier-borne fighter. It was a modification of the proven standard land fighter design flown by many RNAS squadrons located on the land bases at the Western front during the Great War. Also, this type was the first fighter to attack the airship bases from the deck of an aircraft carrier.
Let’s go back in time to the origin of thenaval deployment of flying machines. Initiallythe aviation role was reconnaissance, whichby the way is very important up until today. Inthe beginning the impractical balloons or firstairplanes caused doubts among the admirals.No one was able to imagine that the hugeballs filled with flammable hydrogen, or theconstruction of the several wooden planks andsome linen could possibly present a threat tothe steel giants. On the other hand, the aviationwas able to provide better reconnaissanceresults than any sailor with binoculars onthe top of the tallest mast. To spot the enemyfirst, know his fleet, its formation and coursehas always been a tactical advantage. In theend of 19th century, the ever-improving navalartillery played its role as well as it was able toincrease the effective range and hit the enemyat the long distances, at the limits of the visualrecognition, without jeopardizing their ownvessels. Therefore, the aviation was perfectlysuited for the role of directing the artillery fire.The American Civil War gave birth to manyinnovative solutions in the military equipmentdesigns. Among others it was the firstdeployment of battle ships, in the case of USSMonitor even equipped with the rotating gunturret which gave name to the whole group ofcombat vessels designated to fight on the riversand in the coastal waters. The first submarinedeployment is well known as well. Ratheramusing, the imagination of a man-drivenConfederate submarine named after its creatorH. L. Hunley sinking the Union propeller-drivenshallop USS Housatonic, on February 17, 1864,in the mouth of Ashley and Cooper rivers asshe was on duty to blockade Charleston. Littleknown fact is that the Union Army was the firstto establish the Army Balloon Corps whichused anchored balloons for reconnaissanceand fire direction in the battles of Bull Run,Yorktown, Fair Oaks and Vicksburg. A sortof aircraft carrier was created. USS GeorgeWashington Parke Custis was rebuilt from thecoal transporting boat with the deck devoid ofall objects that could present an obstacle to theballoon ropes and nets and was used as rivertransport boat for the Corps. Its designer, anexperienced aviator Thaddeus S. C. Lowe, hadtwo gas generators and a balloon installed onthe deck. “I have the pleasure of reporting thecomplete success of the first balloon expeditionby water ever attempted. On Sunday earlymorning I left the Navy yards assisted by thecapable fellow aviators and a new device togenerate gas which, even though used for theOur June release of Sopwith 2F.1 Camel kit represents the scale model ofthe very first operational, carrier-borne fighter. It was a modification ofthe proven standard land fighter design flown by many RNAS squadronslocated on the land bases at the Western front during the Great War. Also,this type was the first fighter to attack the airship bases from the deck ofan aircraft carrier.DAWN OF THEAIRCRAFT CARRIERSText: Jean LaffiteIt was the afternoon of November 14, 1910, and Eugene B. Ely was taking off with his Curtiss Pusher off the deck of the USS Birmingham in Hampton Roads, Virginia. USSRoe can be seen in the background.Photo: Eugene B. Ely’s personal album, via NHHCHISTORYINFO Eduard13July 2023Page 14
first time, performed admirably,” commentedLowe on the first sailing.Not everything went according to the plans,as a Union General Fitz John Porter learned.He was aware of the balloons’ value, so hejoined Lowe to try the new reconnaissancedevice. During the operations the balloonswere always anchored to the ground to preventthem from drifting away. On this flight however,Porter decided to use the single anchoringrope to speed up the ascending balloon asopposed to three or four ropes suggested byLowe. This single rope broke, and the balloonsilently drifted over the Confederate territory.Consequently, it was fired upon, but the crewremained calm and indeed they managed tomake several sketches of the enemy positions.Miraculously the balloon then descended backto the Union positions. The whole event musthave looked like one of Baron Munchhausenstories. In the middle of 1862 Lowe got infectedwith malaria in the swampy terrain and hadto rest to recover. After his return he learnedthat all the equipment and resources to operatethe balloons were handed over to the Army. InMay 1863, after disputing his salary followed bya fall off favor of the Union Army, Lowe left theBalloon Corps. Brothers Allen were given themanagement of the Corps, but they were notable to lead the unit as effectively as Lowe andbefore the year 1863 ended the Balloon Corpswas disbanded.Balloon shipsIn 1895 French were the first to build the shipdesignated specifically for the reconnaissanceballoons. Her name was Foudre, had 6000tons displacements and could carry twoanchored and one free balloon. She was notvery successful and after many modificationsshe served as a hydroplanes’ mother ship.Nevertheless, during WWI she served asa submarines’ dock. Before the end of thecentury several isolated military conflicts tookplace. One of those was a continuous push ofthe Ottoman Empire troops out of the Balkans.In 1876, thanks to the Russia’s contribution,the Turks were pushed out of Bulgaria. In 1878Austria-Hungary was victorious over Bosnia-Herzegovina and the Ottoman Empire forceswere withdrawing in other territories except ofEurope. In 1881 Egypt fell under the Great Britaincontrol. Italians did not want to fall behind. Longtime ago they had set their sight on the northcoast of Africa, Tripoli, and Cyrenaica areas,nowadays forming most of Libya. The war brokeout on September 29, 1911, and according to theItalian account went smooth. The fact that in thebeginning of 1912, Bulgaria, Monte Negro, Serbiaand Greece joined Italy certainly contributed tothe success.So, the Ottoman Empire, in order not tocompletely loose its influence in Europe, chosethe lesser evil and gave up Tripoli, Cyrenaicaand Cyprus. The short war, in which Italy lost1500 soldiers, was the first to feature thedeployment of the modern equipment suchas airships, airplanes and balloon ships. Thefirst air bombing raid took place as well whenon November 1, 1911, the Italian LieutenantGiulio Gavotti, bombed, if it can be called thatway, Tagiura (Jagiura) oasis and the Osmanmilitary camp in Ain Zara. He flew EtrichTaube monoplane on the raid and used in totalfour Cipelli grenades held in the leather sack.Once he reached the target, he screwed thedetonators in and threw grenades the size ofa grapefruit on the target. Lt. Gavotti wascredited with another first ever mission whenon March 4, 1912, he flew the first night mission,again in Libya.The Italian balloon ship Volta, a rebuiltpersonal steamer Europa, operated at theLibyan coast. The special feature of this shipwas a substructure which could house theinflated balloon. The naval operations betweenItalian and Turkish Navy were fully under theItalian control. In then Albanian port of Prevezafive Italian destroyers sank four Turkish onesand on the top of it the Italians captured anauxiliary vessel. On November 7, 1912, in Kufudabay in the Red Sea, Italians destroyed sevenTurkish gun boats and practically eliminatedthe Ottoman Navy in the Red Sea. On the top ofit, in the port of Beirut, the Italians destroyedthe old Turkish armored ship Avnillah, torpedolauncher Angora and six supply tugboats. Theballoon ships did not prove their value andtheir role changed from reconnaissance todefense. They became the floating platformsfor the barrier balloons protecting the ports,ship convoys or military ships. They formed apassive defense against the airships’ attacks,as we will speak about later.Airplanes arrive on the sceneIf we realize the fact that the first flight ofa machine heavier than air is considered a 279A reconnaissance balloon launched from USS GeorgeWashington Parke Custis above Potomac River inNovember 1861 near Budd’s Ferry.Giulio Gavotti, Italian aviation pioneer.Italian Etrich Taube in Libya. Giulio Gavotti flew this type on his “bombing” raid.Illustration: via NHHCPhoto: archivePhoto: Touring Club Italiano/MarkaHISTORYINFO Eduard14July 2023Page 15
meters long jump performed by Wilbur Wrightin the afternoon of March 17, 1903, and that thefirst attempts of take off and landing on theships deck were made by British and Americansin 1910, we learn how rapid the progress of theaviation was in the beginning of the 20th centuryand we will become aware of the enormouscourage demonstrated by those aviationpioneers. In the beginning of the developmentof the aircraft designated for the naval servicetwo trends became apparent. The deploymentof the ground-based aircraft was limited by thetake off and landing on the platform installedsomewhere on the ship. If it was a fast vessel,for example a light cruiser sailing at 30 knots,approximately 55 kph, and against the wind, therelative speed of the first aircraft and the shipherself did not differ much. The smaller airplanecould easily take off from the ships’ platformand land back on it or fly to the ground base ifit was in the airplane range. And it happenedlike that during the first attempt to take off fromthe 25 by 7 meters platform mounted on the USSBirmingham (CL-2) bow. On November 14, 1910,Eugene Burton Ely at the controls of his Curtissbiplane successfully took off from the cruiserwhich was at anchor in Hampton Roads port inVirginia. After a short flight Ely landed on theground. The first landing on the ship’s deckis again credited to Ely when on January 18,1911, he landed on the USS Pennsylvania stern(ACR/CA-4) in San Francisco Bay. Reallycourageous “amazing aviator” died the sameyear during the air show in Macon on October 19,1911, when he failed to recover from the dive. Heemerged from the wreck, however passed awayafter a while due to a broken neck spine. Justa note, that in 1933, the US Congressposthumously awarded Ely DFC (DistinguishedFlying Cross) for his “extraordinary successas a civil aviation pioneer and his importantcontribution to the aviation development in theUS Navy.”In January 1912, the British launched theaeronautical experiments on board of the HMSAfrica and HMS Hibernia battleships. The testflights were performed by Commander CharlesSamson flying Short Improved S.27 biplane“S.38” (or “RNAS No.2”). The first successfultake off was made in the beginning of May,either 2nd, 4th or 9th, as various sources statedifferent dates. What we know for sure is thatSamson took off from HMS Hibernia while theship was sailing at 10.5 knots i. e., 19.4 kph inthe bay of Weymouth in England. CoincidentallyKing George V was on the fleet’s inspection andwitnessed the series of flights performed inPortland in four days. Further experiments wereconducted on board the HMS London battleshipwhere the take off platform from HMS Hiberniawas installed. All these trials led the Royal Navyto the conclusion that the airplanes are usefulon the board of the ships for reconnaissanceIn the beginning of May 1912, Commander Charles Samson is taking off in his Short Improved S.27 biplaneoff the HMS Hibernia deck in the bay of Weymouth in England.The French ship Fauvette II is just launching the reconnaissance balloon during the trials in the bay near Toulon.One of the Zeppelins is flying over the German light cruiser S.M.S. Frankfurt during WWI.Photo: archivePhoto: archivePhoto: archiveHISTORYINFO Eduard15July 2023Page 16
and other duties but at the same time causeda series of problems. The landing deck, builtabove the bow complicated the gun fire andthe hydroplanes’ recovery (Short S.27 wasdesigned as a floatplane) presented a riskonce performed in the rough waters. The RoyalNavy continued to develop the concept of ahydroplane ship.A problem’ name was ZeppelinAnd then the war broke out and soon it wasapparent how big problem the existence of theGerman airships represented. What looked likea clumsy Leviathan full of highly flammablegas, slowly moving through the sky, started totransform into Zeppelin-phobia once the bombsstarted to fall out of these giants. It cannotbe said that the British did not address theZeppelin threat. Right from the start the FirstLord of Admiralty, Winston Churchill, playedhis role. Thanks to his initiative the air defenseof the British Isles was transferred from theRoyal Flying Corps (RFC), who anyway werebusy in the expedition corps in France, to theNavy air component, Royal Naval Air Service(RNAS). Soon it was clear that the performanceof the available British aircraft is not sufficientto oppose Zeppelins and the solution had tobe found how to attack them. In addition, theGermans switched to the night attacks. TheAdmiralty arrived at the conclusion that if theattacks from the air were not possible it wasnecessary to attack the airships while theywere still in the hangars at their bases.Flying boatsAnother way to use the airplanes by thenavy were the hydroplanes with the boat-likefuselage. The whole aircraft fuselage was inthis case sealed to float on the water surfaceand replaced the huge floats installed on thestandard aircraft. The concept of the “flyingboats” came to existence in the United Statesin the Curtiss Aeroplane and Motor Companyworkshops owned by Glenn Curtiss. In 1913,for its time very advanced Curtiss Model Hwas designed, a hydroplane with a boat-likefuselage intended for long-haul flights. TheBritish Navy immediately showed the interestin both purchasing several airframes as wellas the license to build them as Felixtowe F.1. OnMay 14, 1917, Flight Commander Robert Leckieflying Curtiss H12 shot down Zeppelin L22 (LZ64 class Q). The future Air Marshall was born inGlasgow, Scotland, however in 1909 his familyleft for Canada where he joined the army. In1915 he paid 600 Canadian dollars for the pilottraining it the Curtiss Flying School, howeverhe only logged three hours on Curtiss ModelF flying boat at Hanlan’s Point until the schoolwas forced to close for winter. Robert Leckiemanaged to take part in shooting down L70(LZ 112 class X) with Fregattenkapitän PeterStrasser, a German aviation icon, on board.Leckie manned the gun while DH.4 aircraft waspiloted by Major Egbert Cadbury.First attacks against airship basesOn September 22, 1914, the British attemptedto attack the airship base for the first time. Theraid on the base near Dusseldorf, where theairship Z.IX operated from, failed, however. Onthe second attempt Lt. Reginald Marix flying theSopwith Tabloid serial number 168, destroyedthe army Zeppelin Z.IX (LZ 25, army class)from the altitude of 200 meters. After landingin Antwerp, he had to flee the German Armywhich was just advancing through Belgium.Encouraged by the success the RNAS wantedto attack the Friedrichshafen base. The missionwas flown by single-seat Avro 504C airplanestaking off from the French fort of Belfort. Theirbombs did not cause any damage due to thefierce AA fire and the airship L7 (LZ 32 class M)escaped undamaged.First airship kills by a groundand carrier-born aircraftThe first destruction of the airship in the air iscredited to RNAS pilot, FSL Reginald Warneford.On June 7, 1915, he dropped six 20 lb bombs(9 kilos) from his Morane-Saulnier L high wingairplane (serial number 3252) on LZ37 airship(class M) near Gent. The airship exploded in anenormous blast which also damaged Warnefordaircraft and due to the engine failure, he had toperform an emergency landing on the enemyterritory. While on the ground he managed torepair the engine and after half an hour couldfly back to friendly lines. On August 21, 1917,Flight Sub-Lieutenant Bernard Arthur SmartSopwith Camel is being loaded on the take-off towing platform.On August 11, 1918, FSL Stuart D. Culley successfully took off from the H5 platform towed by the HMS Redoubtdestroyer and shot down a Zeppelin L-53.Photo: archivePhoto: archiveHISTORYINFO Eduard16July 2023Page 17
flying a Sopwith Pup from the platform mountedon the gun turret of the cruiser HMS Yarmouth,managed to shoot down an airship L23 (LZ 66class Q). After that he landed on the water andwas recovered by a destroyer.Kill scored from pontoonIf you ever saw a picture of an airplane takingoff from the pontoon towed by a fast ship, beaware that a fighter taking off in such a bizarremanner achieved a success. The credit goesto the Canadian pilot FSL Stuart D. Culley. OnAugust 11, 1918, destroyer HMS Redoubt wastowing the H5 pontoon as a part of HarwichForce in Heligoland Bay when Zeppelin L53 (LZ100 class V) was spotted. Culley took off in hisCamel from the pontoon and after a long climbshot down the airship.Hydroplanes against ZeppelinbasesDuring WWI quite many German airshipbases were built. The largest ones were locatedon the North Sea coast in the North-WesternGermany: Nordholz, Ahlhorn and Tondern. TheRoyal Navy learnt about them soon after theywere built. Right at the outbreak of the warthe British decided to destroy Nordholz basenear Cuxhavevn. The attack was scheduled forChristmas 1914 after the attacks from Octoberand November had not been successful due tothe inclement weather. Nevertheless, the RoyalNavy activity starting on December 21, 1914, bygradual sailing of the part of the fleet did notescape the German attention. On the ChristmasDay the British assault group ships set sail andon the following day, at 6 am the hydroplaneships HMS Empress, HMS Riviera and HMSEngadin reached the planned hydroplanes’launching point. Their assembly and launchingon the water then commenced. There were niceShort Folder hydroplanes participating in themission, each armed with three 20 lbs bombs.In the end only seven of them took off at 06:54am (RNAS No. 119, 120, 136, 811, 814 and 815).The weather was unfavorable. The low cloudsobscured the whole mission area from theGerman observation but at the same time madethe crews’ navigation difficult. Regardless,soon they were spotted by a German patrolship which sounded an alarm and consequentlythe airships L5 (LZ 28 class M) and L6 (LZ 31class M) took off from the Nordholz base.British aircraft lost the orientation and after afutile search for the base the crews decided toLanding on the sea surface was standard until sufficiently long landing decks were built on the first aircraft carriers. The front and detachable rear section of Camel 2F.1were often recovered individually.Photo: archive2F.1 Camels ready for take-off from the HMS Furious deck.Photo: archiveHISTORYINFO Eduard17July 2023Page 18
drop the bombs on any target they could comeacross. Once they started to run out of fuel, theyturned to their return path. They themselvesbecame the target of the airships they weresupposed to attack. Only two aircraft reachedtheir mother ships. Oly by a miracle none of thepilots perished even though two of them wereshortly interned in the neutral Netherlands.Tondern and HMS FuriousThe short platform mounted on the gunturrets were of course only suitable for take-off and if there was no ground base withinreach the pilot’s only option was to land onwater. Then he and his airplane were retrieved.The ship concept allowing to land and take offagain dated back to 1912 experiments. The shipfeatured the take off platform on the bow andthe landing one on the stern. In March 1918,the armored cruiser HMS Furious, properlymodified, and prepared, was chosen for thetrials.There were three hangars at Tondern basewhich names started with the letters TO, i.e.Tobias, Tonia and Tosca. When HMS Furiousentered the service, the Admiralty immediatelycame up with the idea of how to test her incombat. The plan for the attack on Tondern wascode-named Operation F.6 and copies of theTondern hangars were built at the Turnhouseairfield. Initially eight pilots were chosen forthe raid, but one had to drop out and there wasno time to train his replacement. Mission F.6was launched in the morning of June 27, 1918,however, when two days later the formationrendezvoused with the support group, themission had to be aborted due to the strongwinds. The second attempt was code-named F.7and was launched on June 17 when HMS Furiousset sails again escorted by destroyers. In themorning of June 18, at 03:04 am, there wereseven Sopwith 2F.1 Camels ready on the HMSFurious deck when the storm struck. Insteadof aborting the mission again it was decided topostpone it for 24 hours and HMS Furious, withher escort, waited out the storm by cruising nearthe Danish coast till the morning of June 19. TheSquadron Commander Edwing H. Dunning flying Sopwith Pup is performing the first successful landing on the HMS Furious deck on August 2, 1917, during the trials in ScapaFlow. The ship was sailing at 26 knots with 21 knots headwind. That provided 87 kph headwind speed on the deck therefore the airplane flew at very low speed relative to thedeck. Five days later, during the third attempt to land, Dunning crashed into the sea and perished.Photo: Van A. Swindelle CollectionOne of the aircraft that landed in Denmark after a successful raid on the Tondern base.Photo: archiveHISTORYINFO Eduard18July 2023Page 19
weather conditions continued to be less thanideal, but the flight operations were possible, soit was decided to launch the mission. All sevenCamels, each with two attached 49 lbs. (22.5kilos) bombs took off from HMS Furious deckbetween 03:13 and 03:21 am.The first group was formed by three aircraftflown by Capt. W. D. Jakson, Capt. W. F. Dickson,and Lt. N. E. Williams. The second wave consistedof four airplanes piloted by Capt. B. A. Smart (hisZeppelin kill is described above), Lt. S. Dawson,LT. W. A. Yeulett and Capt. T. K. Thyne. The last-named pilot was forced to return due to enginetrouble before reaching the target. At 4:35 amthe first group arrived in Tondern and caughteveryone by surprise. In the past, there wasa fighter flight deployed to Tondern consistingof four Fokkers and four Albatrosses but in 1917it was disbanded due to the frequent accidentscaused by the wet ground. Its duties were takenover by a Navy hydroplane base near the islandof Sylt but in the morning of June 19, 1918, theyevaluated the weather as not suitable for flyingand cancelled the patrol flights. Accordingto the plan the airplanes from the first wavefocused on the hangar Tosca which was thelargest of all and at that time housed L54 (LZ 99class U) and L-60 (LZ 10878 class V) airships.The hangar was hit by three bombs and causeda large fire which destroyed both airships. Thefourth bomb of the first group hit the hangarTobias which was consequently attacked bythe second group. It also caused the fire byuntil today it is not clear what burnt in fact. NoGerman was killed during the attack, only fourmen were wounded.The sailors on the HMS Furious deck,looking for their Camels returning back weredisappointed. Not even one returned. Only two ofthem made emergency landings on water nearthe British vessels. At 05:55 am, Dickson landednear destroyer HMS Violet, half an hour later,Smart landed at 6:30. Yeulett was not lucky. Hegot lost over the sea and crashed. On June 24the wreck of his Camel was washed ashore nearHavrig and the body of his unfortunate pilot wasfound four days later near Holmsland. Threeaviators from the first wave calculated that dueto the insufficient fuel they will not make it back,so they headed to the neutral Denmark. Thenaval Camels (N6771, N6605 and N6823) landedone after another and the pilots were interned.They managed to escape later. One story forall: FL Samuel Dawson successfully landed hisCamel N6605 despite the pierced tire on thesand beach Holmsland Klit (Klegold) near thevillage. He intended to source the gas, refuel,and fly back to his ship. Before he could do anyof it, he was detained by police and escortedto the hotel where he met his 2 colleagues.The New Zealander did not want to accept thefate of an interned soldiers. He sneaked outof the hotel in a civil coat and hat and fled. Heswitched a bicycle for a train until he made iton board of the ship headed for Sweden. Fromthere he continued to Norway where he boardedthe ship headed for Scotland. Fourteen daysafter the raid he reported back to his base. Forhis actions he was awarded the DistinguishedFlying Cross and remained on active duty. In 1919he sailed on board of the modified cruiser HMSVindictive with Franco-British fleet to supportthe troops fighting Bolsheviks at Petersburg.Sadly, on September 17, 1919, the unbeatable“Kiwi” ran out of luck. He did not return fromthe patrol flight. The brave aviator was buried inKoivisto, the former Finnish town which is nowpart of Russia (Primorsk). He was 25 years old.The Tondern base was seriously damaged, andthe attack the Germans used it only for backup.Most importantly, the British raid clearly provedthat the future is in the aircraft carriers whichaircraft present bigger combat potential thanimpressive, but technically outdated Zeppelins.SourcesJ. M. Bruce: “The Sopwith Pup”, FlightInternational, reissueV. Hynek, P. Klucina, E. Sknouril: Military ships(3), Nase vojsko, 1988Guttman, Jon & Illustrated by Simon Smith,Harry Dempsey, Richard Chasemore, Peter Bull: Sopwith Cames, Air Vanguard, 2012www.Luftshiffe.deWikipediaThe author’s clip archiveBBC: Attack of the Zeppelin (movie)The burning hangar Tosca at the Tondern base. The airships L-54 and L-60 stored inside were destroyed.Photo: archiveHISTORYINFO Eduard19July 2023Air War over Ukraine Patriot vs. Kinzhal
This instalment covers the May period and picks up exactly where the previous instalment ended. The Ukrainian attacks against important targets in the Russian rear and the Russian bombing of Ukrainian cities continued without pause. Patriot air defence systems, which have just arrived, have been heavily involved in their defence. Another major weapon from the West has also appeared on the scene, and there has been another black day for the Russian air force.
Text: Miro BaričPhoto: Ukrainian ArmedForces, social media andother public sourcesAir War over UkrainePatriot vs. KinzhalA Ukrainian operator prepares a Patriot battery for action.This instalment covers the May period and picks up exactly where theprevious instalment ended. The Ukrainian attacks against importanttargets in the Russian rear and the Russian bombing of Ukrainiancities continued without pause. Patriot air defence systems, whichhave just arrived, have been heavily involved in their defence. Anothermajor weapon from the West has also appeared on the scene, andthere has been another black day for the Russian air force.As we noted at the end of the previousinstalment, the Ukrainian capital Kiev hasenjoyed almost two months of relative calm.But then the Russian attacks resumed andcontinued throughout May. This time, however,with a big difference – the Russian missileswere countered by Patriot batteries. The firstarrived on April 21 and the second on April27. One of them was delivered from the USAand the other from Germany. In addition, theNetherlands provided two additional launchersto reinforce these batteries. The Russian forcesdecided to destroy the Patriot batteries at anycost. After a month of continuous attacks,Putin officially announced the destruction offive Patriot batteries of the two supplied ... Thisprobably needs no further comment.On contrast, the Russian Ch-47M2 Kinzhalmissiles have lost their aura of invincibility.These were put into service by the Russiansat the turn of 2017/18. Officially, they havea range of 2,000 km, reach a speed of Mach10 and can carry a conventional or nuclearwarhead. According to Russian propaganda,they are hypersonic weapons. In reality, theyare ballistic missiles developed from Iskandersurface-to-surface missiles and modified forlaunch from aircraft – specifically Tu-22M3and MiG-31 types. With ballistic missiles, allyou have to do is calculate their trajectory andsend the missile their way, so to speak. Realhypersonic weapons are able to maneuver insuch a way that there is no time for the defenseto react to a change in trajectory.Moscow claimed that it had deployed Kizhalsagainst Ukraine from the very beginning of thewar. However, they have only used them in smallnumbers. The reason for this is their high cost(reportedly $10 million) and the small numberHISTORYINFO Eduard20July 2023Page 21
A Ukrainian operator prepares a Patriot battery for action.A long list of achievements of the Ukrainian air defense battery.Illustrative photo of a MiG-31 with a Kinzhal missile underneath. Wreckage of the Kinzhal on display in Kiev.of units produced. The biggest attack took placeon March 9 this year, when the Russians firedsix missiles of this type at Ukraine. At leasttwo missiles were lost last year. One Kinzhalapparently crashed due to a malfunction whilestill on Russian territory, another was destroyedwhen its carrier, a MiG-31, crashed last Octoberwhile taking off from Belbek airfield in occupiedCrimea.The first killNow, for the first time, Ukrainian air defenceshave also destroyed Kinzhal. It happened earlyin the morning of May 4 over Kiev. The Economistmagazine talked about it with 30-year-oldUkrainian Patriot operator Vyacheslav. He saidthat according to the manual, it was possible todestroy the Kinzhal, but he was only convincedwhen the order was given to fire the missile andthe shoot-down was confirmed. Applause, joyand much swearing followed. Vyacheslav alsonoticed that the Kinzhal was flying about threetimes slower than the Russian propagandacommunicated. “We have understood Patriotworks. The next time, when we saw not one butsix Kinzhals on our displays, it was just a matterof routine,” he told The Economist.Vyacheslav underwent a shortened trainingthat lasted three and a half months. He firsttrained in Oklahoma, USA, and then in Poland.However, according to the Ukrainians, eventhis training was too long. After all, Westernsystems are more automated and there isnothing exceptionally complex about theiroperation. “The IRIS-T is much less complicatedsystem than the Buk system I was operatingbefore. It’s like switching from a calculatorto a MacBook Pro. Western air defensebatteries basically do the work for you," TheEconomist quoted Denis Smazny, trainingcoordinator for IRIS-T and NASAMS, as saying.The debris of the Kinzhal, whose shooting downon May 4 was mentioned by Vyacheslav, fell ona playground. Photos of the debris appearedon social networks. At first, Kiev denied theshoot-down because it did not want to revealits capabilities to the enemy. However, theUkraine officials eventually confirmed it. Thewreckage of the Kinjal was put on display inKiev. According to some doubters, they do notHISTORYINFO Eduard21July 2023Page 22
Ukrainian anti-aircraft unit with Humvee vehicles and Stinger missiles.Ukrainian soldiers at the front with portable rockets.This unit also carefully marks its achievements on its Humvees.HISTORYINFO Eduard22July 2023Page 23
correspond to the outer shape of the missile, butaccording to others, they are part of the internalassembly of the Kinzhal and therefore havenothing to do with the outer shape.What’s interesting, is the hole in the bodyof the downed rocket. This corresponds to thehit by the Patriot system. This is because thePAC-3 version missiles do not primarily use anexplosive warhead with shrapnel that, whenexploding near an enemy missile, might notdestroy it. When the first versions of Patriotwere deployed, it happened that the enemymissile was merely damaged and kept fallingalong the ballistic curve. The PAC-3 wastherefore developed specifically to destroyballistic missiles. There are 180 small nozzleson the body of the PAC-3 missile, which are usedfor fine maneuvering. It also has an improvedactive radar, so it guides itself to the target. Thisallows it to react quickly to the movement of anenemy missile and destroy it with a direct hit byits kinetic energy.Six more killsAfter this setback, Russia sought to destroythe Patriot batteries at all costs, or at leastdeplete their ammunition supply. During thecourse of May, Kiev faced as many as twentyattacks. Not only did their number increase,but also their intensity. In the period underreview, Russia fired 16 % of the number ofmissiles it had fired in the previous 15 months.This is three times the average. Attacks havealso been intensified. The aim was to keep thePatriot batteries in place, detect their locationand then destroy them by continuous shelling.Therefore, the attacks mostly started withsuicide drones, continued with cruise missiles,and ended with Kinzhals. One of the strongestattacks came on Tuesday, May 16 – this is theone where Vyacheslav mentions shooting downsix Kinzhals.The Russian goal that night was clearlyto overwhelm the Patriot. They fired a largenumber of different missiles from the north,south and east all at once. Aircraft fired Kinzhalmissiles, ships fired Kalibr missiles from theBlack Sea, and Iskander missiles were firedfrom the ground. The Ukrainian side claimedto have destroyed all the missiles despite theextremely intense attack. The Russians, on theother hand, boasted that one of their missilesdestroyed a Patriot system. However, thelatter cannot be destroyed in one hit becauseit is made up of individual elements spaced farapart. In addition to the launchers themselves,there are the control and command moduleswith radars, which can be several kilometresaway. The Russian claim can thus be describedas wishful thinking. The US Department ofDefense later said that the Patriot systemhad suffered light damage but was repairedand fully operational again in a few days.The activity of the Patriot system on the nightof May 16 was also captured in videos that wereposted live on social media. Recognizing theimportance of Patriots for the protection of itscities, Ukraine’s secret service cracked downon the bloggers who posted the videos. This isbecause they can provide the Russians withinformation about the current location of thebatteries, which is very sensitive. The Russiansdid not give up for a whole month. At the end ofMay came a series of attacks that took place atnight, during the day, and then again at night –that is, virtually continuously. They had hardlyattacked during the day until then. They alsotried different tactics. For example, in additionto the different directions and heights of theattacks, cruise missiles and suicide dronescircled the site near Kiev, just to lure the airdefense forces into action. However, none of thisled to success. Other cities, however, are not aswell protected, and this is causing damage andloss of lives in them.Black Day of the Russian Air ForceHowever, despite all the workload, Ukrainewas able to use its air defence systems toattack, or rather to set a trap for the Russian airforce. The latter has made a habit of attackingwith glide bombs from its territory into northernUkraine with impunity. However, this changedon Saturday May 13, which became a truly blackday. In fact, an entire strike group preparing tolaunch its deadly payload on Ukrainian targetswas shot down in the Bryansk region.Two Mi-8 helicopters, a Su-34 bomber anda Su-35 fighter hit the ground in succession.They all went down engulfed in flames andsmoke. Photographs of the wreckage showedshrapnel holes and all nine crew members ofthese aircraft lost their lives.To this day, it is unclear what exactlyhappened. Initial reports spoke of a mistake bythe Russian air defenses, but official Russiansources said that the destruction of the Russianair force machines was the work of saboteursand launched a large-scale ground operation tocatch them. Unofficial Russian military bloggers,however, have been writing from the beginningA falling Russian Mi-8MTPR-1 from the 15th ArmyAviation Brigade shot down in Bryansk Oblast on May 13.Burning wreckage of a Russian Mi-8MTPR-1 on theground near the village of Klincy.A photo of this Russian Mi-8, which had crashed sometime earlier under unknown circumstances,also surfaced during May.HISTORYINFO Eduard23July 2023Page 24
about the trap set by the Ukrainian air defenses.Indeed, the Russian air force had let its guarddown and was always conducting operationsfrom its territory in the same way. The Ukrainianside has studied the Russian proceduresthoroughly and has brought air defense missilesto the border of the Chernihiv region. The nexttime the Russian air force attempted an attack,it shot down the entire group involved. Officially,however, the Ukrainian side is silent about thewhole incident. It is clear that it does not want toprovide any information to the enemy.The Russian group consisted of a Su-34bomber preparing to drop guided glide bombson the Chernihiv region just inside the border.At least one of the Mi-8 helicopters was in theelectronic warfare version and was tasked withjamming the Ukrainian radars, creating a briefwindow that would allow the Su-34 to carryout its deadly mission unimpeded. The Su-35provided fighter cover for the entire group. Itis possible that the second Mi-8 was also theelectronic warfare version, or was ready torescue crew in case of an aircraft being shotdown.The first Mi-8 crashed in flames after beinghit near the town of Klincy, about 50 km fromthe Ukrainian border. Three crew memberswere killed. One woman on the ground sufferedburns from the falling burning debris. AnotherMi-8 crashed in the Unechsky district east ofthe town of Klincy. Again, the entire crew ofthree was killed. A Su-34 crashed near thevillage of Nizhneye, south of Klintsy, close tothe Ukrainian border. Both pilots lost their lives.Finally, the pilot of the Su-35 was killed near thevillage of Suretsky.It was the worst day for the Russian Air Forcesince March 5, 2022, when two Su-34s, twoSu-30s, two Mi-24/35 helicopters and one Mi-8helicopter were visually confirmed downed inUkraine. Heavy casualties are also known tohave occurred in the repeated Ukrainian shellingof the Russian-occupied Chornobaivka airfieldin Kherson area. The worst day for the occupiersthere was March 16, 2022, when at least sevenRussian helicopters were destroyed, accordingto satellite images.More Russian lossesIn addition to this major incident, however,the Russian Air Force lost several other aircraftduring the reporting period. On Wednesday,May 10, one Kamov Ka-52 was shot down in theAvdiivka area in the Donetsk region. Both crewmembers were killed. At the same time, theUkrainian 110th Brigade reported a helicoptershoot-down in the area, apparently the sameincident.On Friday May 12, a Mi-28 helicopter crashedin the Dzhankoy district of Crimea. The causeof the crash was apparently a technical failure.The least information is available on the loss ofa Ka-52, which occurred on Monday May 22 inRussia’s Belgorod region near the border withUkraine. The circumstances of its crash are notknown, all that is known is that both pilots werekilled this time as well.Among the casualties related to the war inUkraine, one Su-24 may be counted, which wasdamaged on the ground of an aircraft factory inNovosibirsk, far away from the front line. Theundercarriage of this aircraft was set on fireand damaged in a guerrilla attack on MondayMay 8. However, it was there for a long timeparked and not used. It was therefore more ofa symbolic attack.Storm Shadow in actionOn the Ukrainian side, only one helicopter wasdamaged in combat missions in May. The Mi-24returned to its base with a large hole in thevertical fin on Wednesday, May 17.Other Ukrainian losses are related to thedelivery of new Western weapons. This is a bitof a mysterious story, so we’ll take a closerlook at it. On Thursday, May 11, British DefenseSecretary Ben Wallace confirmed that UkraineA Russian Su-24 that had been grounded for a long time in Novosibirsk.A decommissioned Su-24 was damaged by landinggear ignition on May 8.Ukrainian Mi-24 damaged on May 17 with the holein the vertical fin.HISTORYINFO Eduard24July 2023Page 25
had received Storm Shadow cruise missiles,capable of hitting targets at a range of morethan 250 km. This range is enough to hit virtuallyall Russian-occupied territories in Ukraine.Wallace praised the scientists and engineerswho made it possible to integrate them ontoolder Soviet-era aircraft used by the UkrainianAir Force – in this case, the Su-24.Storm Shadow missile was jointly developedby France and the UK in the 1990s and enteredservice in 2002. The French use the nameSCALP-EG. The missile has a length of 5.1 m,a span of 3 m and a weight of 1,300 kg. Oncelaunched, it drops and follows the terrain at lowlevel. It is powered by a jet engine, with whichit reaches a speed of Mach 0.8–0.9. It is guidedby GPS and target information is entered on theground before launch. Once launched, it cannotbe changed. Just before the target, the missilestarts to climb, drops the warhead cover andis guided by an infrared camera that is hiddenunder this cover during approach. Thanks toit, it recognizes the target it has entered. If itcan’t find it, it aims for an open area to limitcollateral damage. Storm Shadow is designedto destroy fortified targets like command posts,airfield shelters, ammunition depots, as well asships and bridges. It has a twin warhead – thefirst punches a hole in the target, the seconddetonates with a delay until inside.The missiles were successfully deployed byUkraine the following day. On Friday May 12,they were used to destroy a fuel depot in thecity of Luhansk, which until then had been outof range of Ukrainian weapons. Moreover, thedepot was not destroyed by a direct attack – themissiles flew in an arc, turned behind Luhanskand struck unexpectedly from behind, fromthe east. Another interesting means suppliedfrom the West, the ADM-160 MALD deceptiontargets, were also used in the attack. Theseflying decoys amplify their image on radar andcan pretend to be attacking aircraft of varioustypes, or cruise missiles. They thus draw theattention of air defenses and allow a real attackvehicle to stealthily penetrate.Ben Wallace undoubtedly had a hand indelivering these powerful weapons to Ukraine.His colleague Oleksiy Reznikov therefore gavehim a postcard of a Su-24 with Storm Shadowmissiles at a joint meeting. Reznikov publishedit on Thursday, May 25, in an unretouchedform. This is strange because the Ukrainian AirForce tries to remove the aircraft’s identifyingfeatures in all published images. In this case,both the aircraft number and unit insignia wereleft. The postcard is also decorated with a largeemblem of the 7th Tactical Air Force Brigade.It did not take the Russians long to launcha major missile attack on Sunday May 28 onthe Starokostiantyniv airbase in Khmelnytskyiregion, which is home to this unit. Stranger still,the Ukrainians, who almost never report theirlosses, immediately confirmed the destructionof five Su-24s. Thanks in part to these oddities,there was speculation that the destroyed planeswere in fact grounded, unairworthy wrecks, andthe whole action was just a decoy for Russianmissiles.Drones over the KremlinAttacks similar to those on Luhansk havebeen taking place all month across the occupiedterritory in preparation for the Ukrainianoffensive. In addition, however, drone strikesdeep inside their territory have also attractedthe attention of the Russians. On Wednesday,May 3, two drones even attacked the Kremlindirectly. Both were reportedly shot down byair defenses, but one crashed into the domeof one of the buildings and caused a smallfire. Moscow was also targeted at the end ofthe month, on Wednesday May 31. Accordingto the official Russian statement, eight droneswere attacking, five were shot down and threewere disabled by jammers. What is certain isthat some of the “disabled” or “downed” dronescrashed on homes in an upscale neighborhoodin the south of the Russian capital.To distract attention, Russian legions operatingin Ukraine also launched attacks across theborder in late May. Their aim is to overthrowPutin, but these are strange bedfellows whoare close to neo-Nazis. However, they are up tothe task of unleashing chaos in the border area.The Russian border guards were unable to stopthem, so they occupied several villages nearthe border. They had to withdraw troops fromUkrainian territory and deploy the air forceto dislodge them. However, this did not provevery successful. An attack by a pair of Su-34s on an occupied border guard building wascaught on a security camera, and the Russianpilots certainly won’t put that mission behindthem. The planes attacked with a ground flightwith unguided bombs and instead of hitting thebuilding, they properly plowed the field far awayfrom it.Despite the intense fighting, both sidescontinued to exchange prisoners on a regularbasis. Some of these were also interestingfrom the point of view of the air war overUkraine. For example, on Saturday, May 6, itwas announced that 45 soldiers had returned toUkraine, including 42 defenders of the Azovstalsteelworks in Mariupol. They were exchangedfor three Russian pilots. In this case, therefore,the ratio for the exchange of prisoners wasone to 15.Ukrainian Su-24 with Storm Shadow missiles on a postcard signed by British Defence Secretary Ben Wallace.ADM-160 MALD decoy target used on 12 May in theattack on Luhansk.HISTORYINFO Eduard25July 2023STEP by STEP - F4F-4 engine PRINT
Contents of the F4F-4 Wildcat engine set, composed of 3D prints. Individual parts can be separated from their supports using a razor saw. I separated the smaller parts from their supports using high-quality cutting pliers. The rest of the supports can be cleaned most easily with modelling files or sanding sponges. If you can see a slight layering on some sections of some parts, it can be sanded with 1500 grit or finer sanding sponges.
STEP BY STEPSTEP STEPBYF4F-4 engine PRINT 1/48 built by Jan Baranec#648828Contents of the F4F-4 Wildcat engine set, composed of 3D prints.Individual parts can be separated from their supports using a razor saw. I separated the smaller parts from their supports using high-qualitycutting pliers.INFO Eduard26July 2023Page 27
STEP BY STEPI clean some of the more fragile parts partially attached to the supportsfor better handling. The parts do not twist as much and damage to themis minimized during cleaning.Due to the high accuracy of 3D printed parts, individualcomponents can first be assembled dry and then thin gluecan be applied, allowing capillary action to do its thing.Excess glue can be removed with a debonder.Individual parts and subassemblies ready for a first coat, consistingof Mr. Finishing Surfacer 1500 Gray.Medium or thick CA glue is used to affix the smaller parts.The rest of the supports can be cleaned mosteasily with modelling files or sanding sponges.If you can see a slight layering on some sectionsof some parts, it can be sanded with 1500 grit orfiner sanding sponges.For more complex parts where sandingisn’t really an option, the light raster can betreated by scrubbing with a coarse brushdipped in pure isopropyl alcohol.INFO Eduard27July 2023Page 28
STEP BY STEPBefore applying the surfacer, I sprayed all the etched parts with Mr. MetalPrimer to improve adhesion of all subsequent coats.As a base color, I chose Mr. Black Spray Putty Finishing Surfacer1500 grit.The uniformity of the basic spray can be broken up via lightening the gray color by adding a few drops of off-white C069 and creating a mottling effect.I sprayed the engine body including its cylinderswith Gunze Silver from the Super Metallic line,specifically Super Fine Silver SM01.The exhausts were sprayed with a combinationof highly diluted AK Interactive Bronze andBrass metallic paints in an irregular pattern.If this effect is overdone, it can be toned downwith heavily diluted black paint. The final stepwas spraying the exhaust pipe with Gunze GX114Matt varnish.The inner surfaces of the parts were paintedlight grey according to the instructions,using Gunze C325.INFO Eduard28July 2023Page 29
STEP BY STEPThe outer surfaces were painted with Gunze C367 Blue-Grey mentionedin the instructions.Again, these blue-grey surfaces were toned down by sprayinga mottle using C367 with a few drops of off-white C069.As per the instructions, the reducer of the drive unit was sprayedwith Gunze C306 Grey.The interiors of the larger surfaces of thehousing were lightened by spraying witha mixture of Gunze C306 and off-white, C069.The distributor is glued to the engine body and needs tobe painted with Gunze C306. I mixed a similar shade usingblack (AK Interactive) and dirty white (Vallejo) with theintention of brushing this on.I painted the protective jacket of the ignition system cablesusing a brush with a mixture of red (Mr. Paint) and earthbrown (AK interactive 3rd generation).All relief, corners, screws and lines were treatedwith a very thinned transparent smoke colorusing Gunze C101.Manifolds for the individual pistons werepainted black using an AK Interactive brush.INFO Eduard29July 2023Page 30
STEP BY STEPThe intake ducts were brushed on with silver paint (chrome) fromMr. Paint.Everything was clear coated with Gunze GX100 Super Clear III glossvarnish to provide protection against pending weathering with oil paints.The production label in the form of a decal is part of the plastickit and not the engine set. For better adhesion, I applied it usingGunze’s Mr. Mark Setter.I washed the silver parts of the engine with diluted black oil paint from Ammo. I washed the silver parts of the engine with diluted black oil paint from Ammo.For the other parts, I mixed a wash of black anddark brown oil paints (Ammo Oilbrusher).INFO Eduard30July 2023Page 31
STEP BY STEPExcess oil paint can be wiped off using various cotton swabs or itcan be washed away with a brush dipped in oil paint thinner.The weathering was sealed with matte varnish before final assembly.I did not use the matt varnish on the metal parts of the engine, soas not to destroy the effect offered by the silver color.Finished individualsubassemblies andcomponents beforegluing.Using a splatter brush dipped in a thicker mixture of black and darkbrown oil paints, the weathering over the lower part of the engine cowlwas simulated.The last step before the final assembly was to paint the edges of thereduction gear with a light gray color.INFO Eduard31July 2023Page 32
STEP BY STEPWeathering of adjacent surfaces was accomplished using a weatheringsponge, lightly dabbing on a mixture of black and dark brown oil paint.If you overdo this effect, it can be dampened using a dry or lightlymoistened brush with oil paint thinner.The last step was to create abrasions and scratches with a thin brushand silver paint.According to the instructions, copper wires wereshaped, glued in place and then painted, alongwith the remaining piping and wiring, silver.After assembling the main parts, the actuatingrods of the engine cooling flaps were addressed.The cooling flaps were attached to theirappropriate places according to theinstructions using instant (CA) glue.INFO Eduard32July 2023Page 33
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www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts and also discount on various other non-Eduard products. Fixed, permanent, forever!Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese events.Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode(used for event discounts). This exclusive T-shirt will be only availableto the members of BFC.Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.That means lot of fun at E-day for two days and entry kit, absolutely free!* E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (undercarriage wheels, cockpit, exhaust nozzle, FOD).How to become a member of BFC?How to become a member of BFC?Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72IRON BUNNY 2023
The Iron Bunny competition has held my attention since its first year and I watched with enthusiasm the performances of the individual teams who were tasked with building a competition model in 24 hours. I missed the annual event in the years that it was canceled due to covid. But this year was not to be limited by anything and I was pleased when Honza Novotný and Rob Szwarc invited me to join a newly formed team with Miloš Völkle. I agreed without hesitation. Of course, we had to choose a befitting name for our team, so the “Plastic Killers” was unanimously agreed upon.
EVENTThe Iron Bunny competition has held my attentionsince its first year and I watched with enthusiasmthe performances of the individual teams who weretasked with building a competition model in 24hours. I missed the annual event in the years thatit was canceled due to covid. But this year was notto be limited by anything and I was pleased whenHonza Novotný and Rob Szwarc invited me to joina newly formed team with Miloš Völkle. I agreedwithout hesitation. Of course, we had to choosea befitting name for our team, so the “Plastic Killers”was unanimously agreed upon.Text: Lukáš LoučkaCompared to previous years, the enthusiasm of the participants subsided a bit, andso we were able to register our team without any problems. It even happened that thestarting field was incomplete and two places remained free. Coupled with the risingprices of rent, services, accommodations and other pieces of the cost mosaic andworries associated with such an event, Luboš Kuna, the organizer of the competition,decided that this year would be the requiem for Iron Bunny and the competition wouldend for good.That’s why we were happy to be able to experience this modeling equivalent ofthe 24 hours of Le Mans for ourselves. Honza, who has competed in the Iron Bunnycontest in the past, tried to explain to us three novices what kind of preparation weshould have for the competition and what to train for. Because as they say, hard on thetraining ground, easy on the battlefield.The competition itself took place in the westernmost part of the Republic, and thejourney itself for the boys from Karviná and Ostrava was really challenging – 600 kmacross the Czech Republic. At this time of the year, Bublava attracts tourists more thanmodelling does, but the beautiful weather and surrounding nature were just a bonus tocreate an overall great impression of the competition. Friday evening was reserved forfamiliarization, briefing, dinner and a quiz. During the briefing, Luboš Kuna informedPhoto: Ján HitkaINFO Eduard36July 2023Page 37
EVENTus that the model we would be building would not be disclosed until the morning, anduntil then the type of aircraft was kept secret. So our planned preparations couldnot take place and the morning start was really rough! He also explained to us thesystem of changing team members, using breaks and meetings. Each team memberwas allocated a total of 12 hours to be spent on individual tasks. Monitoring the exacttime spent on said tasks was done using chips, so it was impossible to overstay one’swelcome.Saturday morning was dominated by a healthy nervousness and anticipationof the disclosure of the build topic. At 8:30, it was clear that the model for 2023was the Wildcat from Eduard. Since the goal was to score as highly as possible, itwas appropriate to dress it up as much as possible. So we went with the range ofaccessories that were available – Brassin cockpit, 3D printed engine and gun bays,etched flaps, undercarriage bay, machine gun barrels, undercarriage wheels andbronze undercarriage legs.Our strategy was that the more capable members of the team would deal with thepreparation of additional parts for the build, gluing and prepping for the handover tothe buttoning up of the fuselage crew. They had 4–5 hours to do this, and Miloš andI set off for a local tradition.An obligatory part of Iron Bunny is the so-called “Bublavský bahňák” (can betranslated as Bublava’s Muddy Boy because of the years the competition was heldin autumn). This is an orientation “run” with four checkpoints. By conquering eachstation, you receive a component or a sprue from the competition kit. All in all, it wasan about 11 km pleasant walk with time left over for a cold beer at a pub that wasconveniently located along the route.After making the grade and acquiring the required missing parts from the kit, itwas time for a short rest before taking our shift. I have to once again praise Robertand Honza for what they both managed during their initial building phase. Even thoughwe were always working with the feeling that we were not keeping up, we had to payattention to every detail as well as cleanliness and geometry of the build, which havea profound impact on the final score. Time flew by at a frantic pace, and looking at thesurrounding tables, I sometimes wondered if we were falling too far behind. Duringthe night, the organizers also prepared a blackout, or a simulated power outage, andspraying had to be done with a head mounted flashlight. Fortunately, this didn’t lasttoo long and the lights were soon back on. After finishing my last shift at 4:30 in themorning, I barely crawled into bed with the resolution that I would definitely be up tofinish the model and kept my fingers crossed for the boys. Unfortunately I woke up atabout 11:30. So the only thing I checked on the phone was whether or not we had timeto hand over the finished model. After making sure, I rolled over onto my other sideand didn’t wake up until lunchtime. After lunch, the room with the models and theirscore sheets was made available. To our great delight, our Wildcat took first place witha score of 81.5 points (out of 100), which is a great result for a 24-hour build. Accordingto the organizers, we even got the most points ever. So the euphoria was certainlythere. With the results announcement, we had a reason to be even more happy, namelythat Luboš Kuna decided to give the contest another chance and that the competitionwill take place next year and we will have the opportunity to participate in it again.And I am already gearing up for participating and our goal will be to enjoy it asmuch as we did this year. The entire organization of the competition was top-notch.The Iron Bunny team who looked after us, cooked for us, entertained us and were withus the whole time deserve real credit! Everything was perfect and I would like to thankthem all once again. Thanks also must go out to our colleagues from other teams andalso to Vladimír Šulc, all of Eduard and the judges, without whom this competitionwould not be the adrenaline rush it is! And that is something that is the exact oppositeof normal plastic modeling. So thanks again everyone and see you in a year!INFO Eduard37July 2023Page 38
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EVENTINFO Eduard41July 2023Page 42
BOXART STORYAmerican General Billy Mitchell toldCongress in 1935: “I believe that in the future,whoever holds Alaska will hold the world.I think it is the most important strategic placein the world.” Because the Kuril Islands couldbe invaded by Soviet troops with Americansupport, the Japanese command wantedto make cooperation between the U.S. andthe USSR as difficult as possible if Stalinentered the war against Japan. Therefore,the Japanese command focused on theAleutian Islands, some of which they wantedto conquer, to establish bases on, and thenattack American supply and military vessels.The attack on the Aleutians and the landingson Attu and Kiska in June 1942 were not anaction to divert attention from the attack onMidway, as it is sometimes stated. It wasa strategically equivalent part of an invasionoperation that had northern and southernobjectives, with reserve forces operatingroughly halfway between the Aleutians andMidway.After the Japanese carriers sailed from theAleutians, the Tōkō Kōkūtai was tasked withfighter cover for the invasion force. Amongother seaplanes it operated A6M2-N Rufefighters. The fighter unit began operationsin early July 1942, and was later detached toform the 5th Kōkūtai, redesignated Kōkūtai452 towards the end of the year.The weather in the Aleutians is cooland very changeable even in summer,characterized by low clouds. American flyingboats and two- and four-engine bomberssoon began attacking Japanese forces.Because of the low altitude, their raidswere not only covered by fighter escorts,but were preceded within minutes by fighterattacks against air defense positions. Theseoperations involved pilots of Lightnings,Airacobras and also Curtiss P-40s of both theUS and Royal Canadian Air Forces.Rufes were initially moored in the shallowsand maintenance was done in largelyimprovised conditions on shore. A hangarwas later built on Kiska Island, but the Alliesmeanwhile quickly built new airfields on theAleutians. While defending their bases, Rufepilots often fought against superior numbers,but were also tasked with anti-submarinepatrols and attacks on Allied airfields. TheRufe unit shot down fifteen aircraft certainlyand five probably from the summer of 1942to March 1943. In less than eight months ofits combat deployment, it operated againstthe enemy during sixty days, in many casesconducting multiple actions in a single day.Twelve Rufes and ten pilots were lost in aerialcombat. Another 23 Rufes in the Aleutianswere written off because of malfunctions andweather.Among their opponents were P-40 pilotsfrom the 11th FS, 343rd FG. In 1942, theyoperated out of Fort Glenn on Umnak Islandand 11th FS was one of the units that faceda raid by Japanese carrier planes duringthe attack on Dutch Harbor. Initially, 11th FSwas armed with Curtiss P-40Es, which arelisted in its reports until August 1943. FromSeptember 1942, it also used P-40Ks, andafter August 1943 unit´s airmen were flyingP-40Ns. While operating in extremely difficultconditions, 11th FS airmen scored six victoriesand eleven of them did not return fromcombat. During World War II, nearly 100 more11th FS aircraft were damaged or destroyeddue to accidents. In 1942, 11th FS was led byLt/Col John Stephen Chennault, son of thelegendary Flying Tigers commander. Andbecause the apple didn't fall far from the tree,tiger-inspired paintings also appeared on thenoses of 11th FS Curtisses, but they weremore prominent than those of his father'sAmerican Volunteer Group.John S. Chennault, like his opponents, facedextremely adverse conditions for combat. Hescored one Rufe seaplane on September 25,1942. Both sides took pride in their ability toaccomplish combat missions in the Aleutianarea. After the war, Chennault commented ina unit history, “As long as I live, there'll neverbe another like the “We'll Be There” Squadron.We went through so much and were so illprepared in everything but morale, but wehad that. The hardships the men had to putup with and the manner which they acceptedthem made you proud to be an American.”John S. Chennault, who later served in theKorean War, is buried next to his father inArlington Cemetery.For more details on the Rufe and itsdeployment to the Aleutian area, see theApril 2023 issue of INFO Eduard magazine.Illustration: Marek RyśFrosty battlefieldText: Jan Bobek#82219INFO Eduard42July 2023Page 43
#7470BOXART STORYJagdgeschwader 26 “Schlageter” is bestknown for its deployment in Western Europe,which lasted continuously from September1939 until the end of the war. However, in1941 its 7th Staffel was deployed for severalmonths in the Balkans, Sicily and Africa.In August 1942, a specialized high-altitude11./JG 26 was established in France, but inNovember it was transferred to Italy, thenSicily, and subsequently became involved infighting in North Africa. In early 1943 it wasincorporated into II./JG 51.The largest part of JG 26 to separatefrom its parent unit was the contingent thatarrived in Russia in early 1943. This was againthe 7./JG 26 under the command of Hat. KlausMietusch and I./JG 26 led by Maj. JohannesSeifert consisting of a Stab and threeStaffeln. Their Fw 190 As were then a noveltyon the Eastern Front. JG 26 was backed upby JG 54 “Grünherz”, which was familiarizingitself with the Focke-Wulfs at this time.Mietusch with his 7./JG 26 joined I./JG 54on the Leningrad front. As a replacement,4./JG 54 moved to France and continued onthe Bf 109 G type. Seifert's I./JG 26 beganoperating from the Relbitsy base west ofLake Ilmen in early February 1943. Technicalsupport was provided by ground personnel ofIII./JG 54, whose pilots, without their Bf 109 Gs,moved to Western Europe as well.In mid-February 1943, I./JG 26 performedattacks against Soviet infantry massingaround Lake Ilmen. The pilots completedup to ten sorties a day over several days,and the enemy troops eventually withdrew.Seifert´s I./JG 26 first encountered Sovietaircraft on 16 February west of Demyansk.Airmen from Stab and 1./JG 26 claimed elevenIl-2s without loss of their own.The first encounter with the Soviet fightersshowed that after two years of fighting thesehad learned a lot and handled well both theirnew domestically produced aircraft as theirmachines delivered under Lend-Lease. Thebattle occurred on 17 February south of LakeIlmen. I./JG 26s clashed with a formation ofIl-2s with fighter escort identified as Yaksand P-40s. The fighter escort preventedthe loss of the bombers, one of the Germanpilots crashed into the ground during theengagement, another was shot down bya fighter, and the third pilot was shot down byflak. Four more Fw 190s sustained damage,one of which was so severe that the machinehad to be written off. Pilots from I./JG 26reported three Curtiss P-40s shot down.The climatic and combat conditions on thisbattlefield were very different from what theSchlagetergeschwader airmen knew fromtheir time in France. Air battles were usuallyfought at lower altitudes and in smallerformations. Fighting often occurred overthe front area, where Soviet anti-aircraftartillery was also a tough opponent. One ofthe airmen who had experience with thisbattlefield was the commander of 3./JG 26Hptm. Rolf Hermichen. At the beginning ofthe war he served as a Bf 110 pilot in 6./ZG 1,which was later redesignated 9./ZG 76 andthen 6./SKG 210. He achieved four victories inthe Battle of France and added three moreduring the Battle of Britain. Before the attackon the Soviet Union, he scored one morevictory in Norway. In the fighting in the Easthe performed many strafing attacks and alsoachieved his last three victories in the Bf 110,shooting down a Pe-2 bomber and two Yak-1s.In 1942 he was appointed commanderof 3./JG 26.Photographs of JG 26's deployments to theEastern Front are very rare and a number ofthem relating to Hermichen were publishedby the late Jerry Crandall in his book Fightersof the Iron Cross. Hermichen scored his 22ndvictory after returning to the Eastern Front onFebruary 18, 1943, in a dogfight with a LaGG-3 fighter pilot, while fighting a formationof Il-2s. For the illustration, rendered ona boxart by Antonis Karydis, we have selectedHermichen’s duel with Pe-2 bombers, whichtook place on March 7 south of Lake Ilmen.He claimed two victories and apparentlyclashed with several crews from 46. BAP,which conducted a free search for targets inGerman-occupied territory. The only casualtywas the crew of Lt. Georgiy G. Reshetnikov,who remains missing together with hisnavigator Ml. lt. Mikhail I. Nakonechnyuk andgunner Serzh. Grigory F. Silenok.Text: Jan BobekIllustration: Antonis KarydisBack in RussiaINFO Eduard43July 2023Page 44
BOXART STORY #8405Martin Becker, with 58 kills, was among theten most successful German night fighters.Originally serving as a reconnaissance pilot,he switched to night fighters in the spring of1943, specifically to 11./NJG 4. In August ofthat year, his unit was re-designated 2./NJG 6and he became its commander in October.Becker soon began to achieve successagainst the RAF, claiming six victories in onenight and seven on another occasion. On theboxart, Adam Tooby captured one of Becker’sfights in the summer of 1944 with his frequentadversary, a Lancaster crew.After achieving his 43rd victory, Beckerwas appointed to command IV./NJG 6, basedin Germany, in late October 1944. However,parts of his unit were also detached inRomania and Bulgaria at the time. In additionto Messerschmitt Bf 110 G-4s, the IV. Gruppewas also armed with Junkers Ju 88 G-6s,which was the case for most parts of NJG 6at the time.Becker and his crew achieved their mostnotable success on the night of March 14–15,1945. The fight was described in detail byTheo Boiten in the publication Nachtjagd WarDiaries. The British bombers, which includedB-17s in RAF colours, had several targets andthe German fighters were greatly hamperedby the British jamming radio communications.Around ten o’clock in the evening, groundcontrol guided fighters from II., III. and IV./NJG 6and some from NJG 5 to the area aroundLützkendorf. Among them was Ju 88 G-6“2Z+MF” under the command of Becker. Hiscrew consisted of radar operators/gunnersLt. Johanssen and Ofw. Rauch, and Ogefr.Welzenbach as flight engineer. Their machinewas equipped with a FuG 220 LichtensteinSN-2 radar and also a Naxos system fordetecting British radars on board of bombers.Becker’s crew, by combining the twosystems, managed to identify six Lancastersin succession and hit them, with some ofthem observed to hit the ground. Then theJunkers’ front weapons suffered a jam andBecker wanted to return to base. However,Johanssen suggested that if they could getforward and under an enemy bomber, hecould open fire from the rear twin MG 131guns. The crew successively guided Beckerunder two Lancasters and one British B-17.Johanssen managed to hit all of them. Healso observed some of the crew bail out ofthe B-17 and the aircraft hit the ground. Thisgave Becker and his colleagues nine victoriesin one combat flight.The crews of NJG 6 in the area aroundLützkendorf claimed a total of sixteen downedbombers. The RAF lost eight Lancasters inthis area and three others were damaged,at least one of which was hit by Johanssen.Fire from this radar operator also sent oneBoeing B-17 to the ground. This was BU-O(HB 802) from No. 214 Sqn RAF commandedby Flt/Lt Norman Rix DFC. His crew consistedof British, Australians and New Zealandersand all managed to survive. Their colleaguesfrom another Flying Fortress were not solucky. They were all captured, but after a fewdays, five of them were murdered.Rix’s Boeing was hit at 3,000 feet on itsreturn from the target. The airmen aboardthe Flying Fortress thought they had been hitby light flak, but Johanssen clearly identifiedhis target; it was the first time he sawa B-17 with the distinctive silhouette of its tailsurfaces. Rix bailed out of the aircraft verylow to the ground and almost immediatelyafter opening his parachute he ended upin the tree canopy. Later, while in custody,he managed to convince his wardens to laydown their arms with the German troops inthe Bavarian town of Ettringen. He contactedan American tank patrol and informed themthat Ettringen was already in British hands.As a result, Allied troops took the site withouta fight.Karl-Ludwig Johanssen completed 68combat sorties as a radio and radar operatorand was credited with assisting 59 night kills.His boss, “Tino” Becker, flew only 110 combatsorties during World War II, 27 of them asa reconnaissance pilot. Together they weredecorated on March 20, 1945. LieutenantJohanssen received the Knight's Cross andBecker, who already had this decoration,received the Oak Leaves.Illustration: Adam ToobyWhen the guns jamText: Jan BobekINFO Eduard44July 2023Page 45
#82115BOXART STORYWhen Adolf Hitler broke the Molotov-Ribbentrop Treaty and attacked Stalin’sSoviet Union with his allies on June 22, 1941,the greatest ground and air battles in worldhistory took place. However, the forces ofGermany and its satellites launched theattack later than originally planned. Andthe command's ideas that the Soviets wouldbe defeated by winter were wrong for manyreasons. In addition, the Soviet Union soonbegan to receive help under the Lend-LeaseAct. Coming winter 1941/1942 German groundand air units were in a situation for whichthey were often ill-equipped, unlike theiropponents who knew the terrain and theRussian winter well.One of the units that fought in Russia atthat time was Jagdgeschwader 54 “Grünherz”under the command of Kommodore HannesTrautloft. One of his Gruppen, I./JG 54, wascommanded from February 1942 by Hptm.Hans Philipp, whose duel is depicted ona boxart by Adam Tooby. Trautloft orderedpreparation of report relating Geschwaderexperiences from November 1, 1941, to April30, 1942. It is available in the Bundesarchivunder the signature RL 10/477. The documentis 80 pages long and in a few paragraphs,I will try to summarize some interestingpoints from the first seven chapters.JG 54 was deployed on a frontlinestretching 330 km long in the Army GroupNord area between Lake Ilmen and Leningrad.It was subordinated to Luftflotte 1 within theI. Fliegerkorps. Its armament consisted ofBf 109 F-2s and the first F-4s were receivedby III. Gruppe in March 1942. In December thetemperature dropped to minus 10´C, but byJanuary it reached minus 42°C. During thisperiod, JG 54 flew 8,946 combat sorties and1,258 ground attack sorties. In doing so, itclaimed the shoot-down of 51 reconnaissance,courier and transport aircraft types, 107bombers, most of which were modern Pe-2and Il-2s, and destroyed 518 fighter aircraft,more than 80% of which were modern aircraft.During the winter the Soviet airmenmodified their formations in a manner similarto that used by the Germans. Due to thetechnical superiority of the Bf 109 F, theirenemies began to use a defensive circleagainst which the Germans had to developoffensive tactics. On this battlefield JG 54encountered for the first time the CurtissP-40s, which they judged to have good rate ofclimb and ability to manoeuvre in turns.The Soviet formations usually flewmachines with white camouflage paint as wellas the original dark camouflage, which made itdifficult for the Germans to get an overview ofthe number and position of their enemies. TheBf 109 F usually used a four-plane formation(Schwarm), which was split into a pair (Rotte)that attacked and a second Rotte that providedcover. The recommended method of attackwas at close range from the rear, due to thequality of the armour of the Soviet machines.When the firing ceased, it was recommendedto pull in and fly over the enemy so that theGerman machine would not be hit by debris.Soviet bomber formations usually flew innumbers of three to twelve machines witha strong fighter escort. Against such superiornumbers, it was necessary to call in additionalRotten and Schwärme from other sections ofthe front in order to draw the fighter escortsinto the fight and then attack the bombers.The Pe-2 formations were very disciplinedand it was not recommended to attack themdirectly from the rear. If a bomber was hit, theother Pe-2 crews would try to line it up in thecentre of the formation to protect it.According to the JG 54 pilots, the Il-2s hadexcellent armour and it was recommended tofire at the tail surfaces, ideally from above orfrom the side. The JG 54 report shows respectfor the rear gunners of enemy bombers.Mention is also made of the problem ofretraining rookie pilots, who had a greatappetite for combat but at the same timeunderestimated the enemy.Escorting German bombers was moredifficult than in the summer of 1941, mainlybecause of the timing of rendezvous and alsobecause Ju 88 crews tended to use looserformations. JG 54 rated better the Stukascrews, who maintained tight formations ina disciplined manner.JG 54 judged the enemy anti-aircraftdefences to be highly effective, these wereparticularly dangerous during strafingattacks. It was not recommended to attack asingle target twice, and it was essential to flylow when departing.Text: Jan BobekIllustration: Adam ToobyThe First WinterINFO Eduard45July 2023Page 46
#82219A6M2-N Rufe1/48The ProfiPACK edition kit of Japanese interceptor/fighter bomberfloatplane A6M2-N (Allied code name Rufe) in 1/48 scale. Kitpresents Rufe serving in Imperial Japanese Navy Air Serviceduring World War II.plastic parts: Eduardmarking options: 5decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 07/2023INFO Eduard46July 2023Page 47
Kōkūtai 452, Kiska island, Aleutians, early 1943Seaman 1st class, Takio Maruyama, aviation unit of seaplane tender Kamikawa Maru,Shortland, September 1942This Rufe got dark green paint at the unit level.The camouflage later showed signs of wear,especially on the wing and on the rear fuselagearound the horizontal tail surfaces. The aircraftof this fighter unit successively bore at least fourdifferent markings on the tail surfaces, dependingon how the unit was designated and subordinatedto different commands. Its most successfulfighter was the CPO Gi-ichi Sasaki. The nativefrom Miyagi Prefecture joined the Navy in 1937.He became a pilot of two-seat float planes andparticipated in combat in China. He took part inthe conquest of the Philippines and the Dutch EastIndies on board of the Mizuho seaplane tender.After its sinking, he was assigned to the TōkōKōkūtai in the Aleutians, which was eventuallyrenamed the 5th Kōkūtai and then Kōkūtai 452.He achieved a total of four individual victories –five shared and one aircraft credited shared asprobably destroyed. He was killed on February19, 1943, over Amchitka Island in a dogfight witha Curtiss P-40 pilot.This plane was early production Rufe with foldingwingtips. The Kamikawa Maru was completedin 1936 as an ocean liner but was converted toa seaplane tender a year later and was combatdeployed in the aggression against China untilthe spring of 1941. At the start of the fighting inthe Pacific, her air unit was equipped with E13A1Jake and F1M2 Pete seaplanes, but by September1942 she was deployed in the Solomon Islandsarea with eleven A6M2-Ns and two F1M2s. Themain tasks of her airmen were base protection,convoy escorts and also attacks on ground troopson Guadalcanal. In addition to engagements withB-17s and Cactus Air Force pilots, the KamikawaMaru airmen also got into combat with aircraftfrom the USS Hornet (CV-8). One of them wasTakio Maruyama. He was credited with onevictory over a B-17 bomber. The Kamikawa Maruand Maruyama’s performance with the No. 107aircraft was cited in a letter of commendationby the Commander of the Combined Fleet inSeptember 1942. Maruyama with machine YII-107was killed on October 10, 1942, in a dogfight withVMF-223 Wildcats while escorting Japanesevessels from the so-called Tokyo Express boundfor Guadalcanal. On board the light cruiserTatsuta was Lt. Gen. Hyakutake.KITS 07/2023INFO Eduard47July 2023Page 48
Kōkūtai 802, Faisi-Poporang base, Shortland Islands, February 1943Takuma Kōkūtai, Takuma base, Japan, 1944This aircraft was among the new ones that Kōkūtai802 took over in Japan during early 1943. At theunit level, the aircraft received a dark green paintand it probably had a late production stencil on thefuselage. The tail sported a horizontal red stripeon the vertical tail surfaces, which was probablythe unit’s identifying marking. It is likely that theaircraft took part in the aerial combat on February13 and 14 during the defense of the ShortlandIslands and Buin, in which the American unitssuffered fairly significant losses. After relocationto the Marshall Islands area in March 1943, Kōkūtai802, under the command of Lt.(jg) Yamazaki, wasprimarily engaged in anti-submarine patrols andthe pursuit of four-engine bombers. Long-rangereconnaissance was carried out by another part ofthis unit, which was armed with H8K Emily flyingboats. In September 1943, the designation of itsaircraft was changed to Y4 in connection with thetransition to the subordination of the 22nd KōkūSentai (Air Flotilla). The identification markingson the tail surfaces of Rufe seaplanes changedfrom red to white during service in the MarshallIslands. In October, fighter unit of Kōkūtai 802 wasintegrated into Kōkūtai 902, and in November, thefighter unit clashed with US Navy aircraft duringa raid on Truk.This aircraft was originally finished with greypaint on all surfaces. Later, at the unit, it wasgiven a dark green paint job on the upper surfaces.By the time it was in service with Takuma Kōkūtai,the green paint was badly worn, with reddish-brown primer and metal surfaces visible in someareas. The stripe on the fuselage was probablythe designation of the aircraft flown by leaderof fighter unit. Takuma Kōkūtai was establishedin mid-1943 to train seaplane crews and itincluded a fighter unit with Rufe aircraft whichwas also tasked with training, including dogfightpracticing. However, the command envisagedthe eventual deployment of Rufe aircraft by thisunit for the air defense of Japan. A photograph ofa Rufe seaplane from the Takuma Kōkūtai exists,showing the mount of Ensign Kyoshi Suga armedwith 30 kg bombs for use against B-29 bombers,but there is no evidence that such a combatdeployment occurred. In 1945, part of the TakumaKōkūtai was deployed on Kamikaze missions.Takuma Kōkūtai was disbanded at the end of thewar.KITS 07/2023INFO Eduard48July 2023Page 49
Kashima Kōkūtai, Kashima base, Japan, 1944This late production aircraft was finished ina factory applied dark green paint. KashimaKōkūtai was established in 1938 as a training unitfor seaplane crews. Her fighter unit, armed withRufe floatplanes, was deployed several timesto fight alongside Katori Kōkūtai airmen in theHome Defence and achieved several fighter andbomber kills. It was probably with this unit thatthe Hellcats of VBF-12 from USS Saratoga (CV-3)came into conflict around Kashima on February16, 1945 and the Hellcats of VF-29 from USS Cabot(CVL-28) on March 18. In the first mentionedcombat, the American fighters reported fiveRufe kills and in the latter encounter claimedfour victories. In May 1945, the Kashima Kōkūtaitraining section was cancelled, and a number ofaircraft and crews were deployed on Kamikazemissions. Kashima Kōkūtai was disbanded at theend of the war.RECOMMENDED:FOR A6M2-N RUFE 1/48481109 A6M2-N Rufe landing flaps (PE-Set)644205 A6M2-N Rufe LööK (Brassin)644208 A6M2-N Rufe LööKplus (Brassin)648845 A6M2-N Rufe seat PRINT (Brassin)648846 A6M2-N Rufe exhaust PRINT (Brassin)648847 A6M2-N Rufe cannon barrels & cockpit guns PRINT (Brassin)648848 A6M2-N Rufe folding wingtips PRINT (Brassin)648849 A6M2-N Rufe gun bays PRINT (Brassin)648850 A6M2-N Rufe cockpit PRINT (Brassin)648851 A6M2-N Rufe landing flaps PRINT (Brassin)648852 A6M2-N Rufe engine complete PRINT (Brassin)3DL48114 A6M2-N Rufe SPACE (3D Decal Set)EX934 A6M2-N Rufe TFace (Mask)# 648851OVERTREES#82219XA6M2-N Rufe1/48Product pageOVERLEPT#82219-LEPTA6M2-N Rufe PE-Set1/48Product pageKITS 07/2023INFO Eduard49July 2023Page 50
MIGHTY EIGHTH:66thFighter WingThe Limited edition of the kit of the famous US WWII fighter aircraftP-51D Mustang in 1/48 scale. The kit offers aircraft from the 55th FG,78th FG, 339th FG, 353rd FG and 357th FG.plastic parts: Eduardmarking options: 10decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: yes, exhausts and wheels#111741/48Product pageKITS 07/2023INFO Eduard50July 2023Page 51
P-51D-15, 44-15492, Lt. Billy Clemmons, 38th FS, 55th FG, 8th AF, Wormingford,United Kingdom, April 1945P-51D-15, 44-14985, Maj. Edward B. Giller, 343rd FS, 55th FG, 8th AF, Wormingford,United Kingdom, September 1944Billy Clemmons started his pilot training inJanuary 1943 and in February 1944 obtained his“wings“. After he completed his training in August1944 he was assigned to 38th FS, 55th FG. In thecourse of his war-time career he flew 62 combatmissions and scored four and half air victoriesincluding one individual and one shared kill of theMe 262 jet. He destroyed five more aircraft on theground. He decorated his personal Mustang withan Indian’s head with inscription “Huacoar“ on theport side of the nose and the starboard featuredthe inscription “My Gal Sal“. During the KoreanWar Clemmons was called back to the activeduty and attached to the 75th Fighter IncerceptorSquadron which flew F-86 Sabre jets. Then hewas ordered to the 513th FIS in England andFrance. After his return to the United States hewas assigned to the Flight Training Headquartersas an instructor on T-37 and T-38. He attentedseveral military schools, including the Air WarCollege in Montgomery, Alabama. Consequentlyhe was attached to the Department of the Chiefsof Staff in Pentagon, Washington D.C. and latertook part in the introduction of the global militarycommand and management system which was,in fact, the predecessor to the internet. After hefinished his military career for several years heworked for Waco Hotel Supply and in the end hestarted his own restaurant equipment company,Clemco Restaurant Equipment Co.Edward Giller was born in Jacksonville, Illinois,in 1918. He graduated from the Kemper MilitarySchool in Boonville, Missouri and in 1940,the University of Illinois with BS in chemicalengineering. In September 1941 he joined themilitary and at the same time the pilot schoolwhere he gained his wings in April 1942. DuringWWII he commanded the 343rd FS and laterbecame the deputy commander of the 55th FG. Asa fighter pilot he flew 115 combat missions andlogged 465 hours in P-38 and P-51. He destroyedthree enemy aircraft, including Me 262 jet andsix more airplanes on the ground. Giller flewtwo Mustangs, s/n 44-14985 and s/n 44-15701.Both of his Mustangs were christened “Millie G“after his wife Mildred who was a flight attendant.Giller’s Mustang sported the standard 343rd FSmarking i.e. black prancing horse on the yellowrudder. After the war, in 1948, he obtained MS inthe chemical engineering and in 1950 a doctoratein the chemical engineering. He served as anexecutive director of the Weapons Effect Divisioncenter. After that he became an assistant directorand then director of the research at the Air ForceSpecial Weapons Center at Kirtland airbasewhere he also acted as a USAF liason officer inthe Orion, nuclear spaceship project. He passedaway in October 2017 at the age of 99.KITS 07/2023INFO Eduard51July 2023Page 52
P-51D-20, 44-64147, Capt. Richard A. Hewitt, 82nd FS, 78th FG, 8th AF, Duxford, United Kingdom, April 1945P-51D-20, 44-72218, Lt Col. John D. Landers, CO of 78th FG, Duxford, United Kingdom, March 1945Richard A. “Dick” Hewitt joined the 78th FG based atDuxford in September 1943 and flew with this unituntil the end of hostilities. The unit operated P-47but in December 1944 converted to P-51D Mustangand in the end of that month already flew its firstmission with them. Hewitt logged 20 missionsflying this type out of his total 100 missions. OnMarch 21, 1945, he assumed command of the 82ndFS after he had shot down three Bf 109 two daysearlier. On April 17 he destroyed a Me 262 on theground after he had shot down another Schwalbeshortly before the landing at the Lechfeld airfield.This kill however remained unconfirmed becausehis wingman, the only witness to this kill, wasconsequently shot down and became POW. Hewittended the war after two tours of duty duringwhich he logged 426 hours. Official Hewitt’s scorewas four aerial victories plus four individualand one shared enemy aircraft destroyed on theground. During his second tour of duty, Dick waspromoted to the 82nd FS commander. His awardsinclude Silver Star, four DFC and 13 Air Medals.The inscription “Big Dick” on his Mustang refers toHewitt’s nickname. After the war he wrote a book“Target of Opportunity.”John Dave Landers was born on August 23, 1920,in Joshua, Texas. He joined the Army Air Force inApril 1941. After completing the pilot training,In January 1942 he was assigned to the 9th FSin Australia, a unit that flew P-40s. In the Pacifictheatre, he scored six kills, and in January 1943,he was called back to the States. There, he servedas a flight instructor, but in April 1944, on his ownrequest, was reassigned to a combat unit. It was38th FS based at Wormingford, operating P-38,which converted to P-51 as of July 1944. After beingpromoted to Lt. Col., he assumed command of the357th FG, which he led from October to December1944. After some downtime in the United States,he returned to Great Britain and was namedCO of 78th FG, holding this post until the end ofthe Second World War. In December 1945, he leftthe military and worked in construction. He diedon September 12, 1989.KITS 07/2023INFO Eduard52July 2023Page 53
P-51D-10, 44-14372, Capt. Kirk B. Everson, 504th FS, 339th FG, 8th AF, Fowlmere, United Kingdom, April 1945P-51D-10, 44-14419, Capt. William B. Price, 350th FS, 353rd FG, 8th AF, Raydon, United Kingdom, December 1944Everson‘s airwar career took off in 1945 only.Regardless, he achieved great successes in thenumerous diving strikes on the German-occupiedairfields. Mustang he regularly flew was inheritedfrom Richard C. Penrose who had christened it“Beaver Chant“. Everson renamed it “Mery Belt“.On April 4, 1945 he shared a victory over Me 262above Parchim. Three days lated he shot downa Bf 109 nearby Celle. On April 10, during thestrafing attack on the Neuruppin airfield, hedestroyed three enemy aircraft and on April 16three Fw 190 fell victims to his guns at Klatovyairfield. On the following day Everson re-appeared over the Klatovy airfield and this timehe claimed the destruction of seven airplanes.Bill Price was a member of the 350th FS, 353rd FGfrom November 1942 till December 1944 and flewwith it 108 missions in two tours of duty. FlyingP-47 he achieved two aerial victories and four onthe ground. After the unit converted to new P-51DMustang he scored his last kill at the controls ofthe aircraft named “Janie“. Price’s Mustang wascamouflaged with a green paint on the uppersurfaces, probably British Dark Green. The aircrafnose sported the black and white checkerboard,identification marking of the 353rd FG.KITS 07/2023INFO Eduard53July 2023Page 54
P-51D-20, 44-63684, Lt. William B. Bailey, 352nd FS, 353rd FG, 8th AF, Raydon, United Kingdom, May 1945P-51D-10, 44-14896, Maj. Leonard K. Carson, 362nd FS, 357th FG, 8th AF, Leiston, United Kingdom, September 1944Lt. William Bradford Bailey commanded the 352ndFS since its formation in October 1942 until July 7,1944 and in the end of the war he was one of themost experienced pilots of the unit. After his longtenure with 352nd FS, he was transferred to the353rd FG Headquarters and until the end of theconflict he flew in total 186 missions (454.05 flighthours). On March 2, 1945, a the controls of hisMustang named “Double Trouble Two“ he claimedtwo Fw 190 destroyed south of Wittenberg. Thesewere last Bailey’s kills of the war. His final scorestood at three aerial and three ground victories.Captain Leonard “Kit” Carson was one of the mostsuccessful pilots of the 357th FG. He finished thewar as a commander of the 363rd FS with 18.5kills to which he added three airplanes destroyedon the ground. He flew four P-51 Mustangs, allof them carried his personal inscription “NookyBooky” on the engine cowling. The aircrafts/n 44-14896 was his third. It sported sevenkill markings on the side of the fuselage whichCarson scored till the beginning of November1944. The plane was marked with the standardidentification stripes including the invasionbands on the fuselage. Carson’s Mustang wascamouflaged in the dark green paint on the uppersurfaces including the landing flaps’ interiors.The paint was probably British RAF Dark Green.The lower surfaces were painted in Medium SeaGrey.KITS 07/2023INFO Eduard54July 2023Page 55
P-51D-10, 44-14450, Capt. Clarence E. Anderson, 363rd FS, 357th FG, 8th AF, Leiston,United Kingdom, October 1944P-51D-15, 44-14888, Cpt. Charles E. Yeager, 363rd FS, 357th FG, 8th AF, Leiston,United Kingdom, October 1944 - January 1945“Bud“ Anderson was born on January 13, 1922 inOakland, California. In January 1942 he joined theArmy and till September 28, 1942 served as anAir Cadet. In November 1943 he was assigned tothe 363rd FS, 357th FG. He finished his first tourof duty in June 1944 and returned to the UnitedStates for two months. In September 1944 hereturned to his original unit. In the beginning ofDecember 1944 he was promoted to Major andin January 1945 finished his second tour of duty.In total he flew 116 combat missions and logged1423 flight hours. His final score was 17 confirmedaerial victories. After the war he mostly flew asa test pilot and he retired from the Air Force onMarch 31, 1972. Mustang flown by Clarence “Bud“Anderson during his second tour was initiallycamouflaged on all upper surfaces, includingthe landing flaps interiors, in dark green paint,probably RAF Dark Green. The lower surfaceswere painted in Medium Sea Grey. In the end of1944 Bud had camouflage paint removed from hisMustang and flew it in the natural metal finish.“Bud“ Anderson named his new Mustang thesame as the previous ones, “Old Crow“ and shotdown in it four more German aircraft. After hefinished his second tour of duty, his “Old Crow“was handed over to Lt. James Taylor from the363rd FS and renamed “Pretty Pix“. After the warthe aircraft was transferred to Neubiberg air basein Germany where it ended up as a scrap metal.Charles Elwood “Chuck“ Yeager belongs to themost famous pilots of all times thanks to the factthat on October 14, 1947, flying an experimentalBell X-1 rocket powered aircraft, as a first humanhe flew at the speed of sound. Before that, duringWWII, he had become a fighter ace. “Chuck“Yeager was born on February 13, 1923 in thelittle town of Hamlin in West Virginia. He joinedthe army shortly after graduating from the highschool in September 1941 and in December 1942he was accepted to the pilot training. In March ofthe following year, he gained his wings and wasattached to the 363rd FS, 357th FG equipped withBell P-39 Airacobra. In England, the 357th FG, withits 363rd FS, was attached to the 8th Air Force andconverted to P-51 Mustangs. Yeager flew threeMustangs, all named “Glamorous Glen“ after hisfiancee Glennis Dickhouse. Yeager flew his firstcombat mission in February 1944. On March 4 hescored his first victory against a Bf 109 but on thefollowing day the luck turned its back on him. Hewas shot down near French Bordeaux. After hesuccessfuly bailed out, he avoided capture withthe help of the French Resistance and returnedback to England via Spain. His final score at theend of war stood at 12 kills including a Me 262. Hecontinued in the successful aviation career afterthe war. He commanded the 405th Fighter Wing inVietnam and in 1970s worked as a Director of theFlight Safety of the USAF. He retired on February25, 1975 having logged 10,131.6 flight hours on 361(!) different types of aircraft. He passed away onDecember 8, 2020 at the age of 97.KITS 07/2023INFO Eduard55July 2023Page 56
Recommended:for P-51D 1/48481000 P-51D (PE-Set)644030 P-51D-10 LööK (Brassin)644031 P-51D-15+ LööK (Brassin)644052 P-51D-10 LööKplus (Brassin)648486 P-51D exhaust stacks w/ fairing (Brassin)648487 P-51D Hamilton Standard propeller (Brassin)648494 P-51D wheels diamond tread (Brassin)648495 P-51D undercarriage legs BRONZE (Brassin)648503 P-51D wheels oval tread (Brassin)648504 P-51D wheels cross tread (Brassin)648505 P-51D wheels block tread (Brassin)648511 P-51D wheels diamond tread 2 (Brassin)648512 P-51D wheels rhomboid treat (Brassin)648514 P-51D wheels grooved (Brassin)648517 P-51D gun bays (Brassin)648522 P-51D cockpit (Brassin)648555 P-51D engine (Brassin)648570 P-51D gun sights (Brassin)648571 P-51D 75gal drop tanks (Brassin)648572 P-51D 108gal drop tanks (Brassin)648647 P-51D wheels block tread 2 (Brassin)648742 P-51D wheel bay PRINT (Brassin)3DL48003 P-51D-10 SPACE (3D Decal Set)3DL48004 P-51D-15+ SPACE (3D Decal Set)OVERTREES#82102XP-51D1/48Product pageOVERLEPT#11174-LEPTMIGHTY EIGHTH:66th Fighter WingPE-Set1/48Product page# 648742# 648555# 648522KITS 07/2023INFO Eduard56July 2023Page 57
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Oblt. Rolf Hermichen, 3./JG 26, Dno field base, the Soviet Union, March 1943Maj. Fritz Losigkeit, CO of I./JG 1, Deelen, the Netherlands, April 1943Lt. Emil Lang, 5./JG 54, Orel, the Soviet Union, summer 1943Rolf Hermichen achieved 66 kills during the WWII, the first 11 of them as a Bf 110 pilot during thebattles of France and Britain. He was transferredto III./JG 26 in November 1941 and first served asan adjutant to Josef Priller, the CO of III. Gruppe.As early as May 1, 1942, Hermichen becameStaffelkapitän (CO) of the 3. Staffel. When I./JG 26moved to the Eastern Front in January 1943, headded eight more kills to his existing 21. Alreadyas Hauptmann, on his return to the Western Fronthe temporarily led III. Gruppe from June 15 to July4, 1943 and became CO of I./JG 11 on October 16.There, as a part of the Defense of the Reich, he wasvery successful in combat against Allied bombers.In total, he had 25 (or 26) of them to his credit. Hislast success came on April 24, 1944, when he shotdown a P-51D. He was shot down himself on May12 and after withdrawal from operational duty, heserved at Headquarters of 2. Jagd-Division. FromOctober 1944 to January 1945, Hermichen servedas CO of II/JG 104. The Fw 190A-5 he was flying inthe spring of 1943 had the original RLM 74 and 75shades oversprayed by irregular spots of greenshades, probably RLM 70 and 71, which were partlyoversprayed by white color for winter operations.The white was already quite weathered in March.The original camouflage was probably apparentinside the crosses on the upper side of the wing.The shape and size of the green spots on the wingand right side of the fuselage is a reconstruction.Fritz Losigkeit (1913–1994) was born in Berlinand starting from October 1936 served with JG 2“Richthofen”. He joined Legion Condor in Spain inMarch 1936 but was shot down and captured. InApril 1939 he joined 2./JG 26 and later became COof this unit. A shift in his career occurred in June1941, when he became member of the diplomaticmission in Japan. After his return in March 1942he took over the command of I./JG 26, but he didnot stay too long there, as he was sent to EasternFront to lead III./JG 51 shortly afterwards. InApril 1944 he became Kommodore of JG 51 anda year later he took over the command of JG 77.Losigkeit scored 68 victories in approximately750 missions flown and was awarded Knight’sCross. An interesting feature of the marking ofhis Fw 190 was the stripe of the flags under thecanopy representing his combat deployments andforeign affairs assignments. Emblem of IV./JG 1and victory marks on rudder are not confirmedby photos. After the war Losigkeit was workingfor CIA-controlled organization Gehlen, laterhe became secretary of Free Democratic Party(FDP). Camouflage consists of RLM 74, 75 and 76colors with spinner in RLM 70.Lt. Emil “Bully” Lang managed to shoot down173 enemy aircraft over the course of morethan 400 combat missions. Of these, 144 wereachieved in the Eastern Front. Lang, pre-warathlete and Lufthansa pilot, proved to be a realexpert in combat flying. His immense successrate could nicely be illustrated with downing 72enemy aircraft within three weeks of December1943. At that time, he was 34 and thus oneof the oldest Luftwaffe pilots. His lucky daysended on September 3, 1944. At the time, he wasa commander of II./JG 26 and was shot down duringcombat with Spitfires Mk. XII of No. 41 SquadronRAF over Belgian territory. He fell victim toF/Lt. Terry Spencer. This Fw 190A-5 was flownby Lt. Lang during the time he was commanderof 5./JG 54. The upper surfaces of Lang’sFw 190A-5 were camouflaged by irregular fieldsof two shades of a green and a sand color. Thedarker of greens was probably RLM 70, whilethe other two shades were non-standard colors.Undersurfaces were painted in RLM 76 and theaircraft sported yellow markings of the EasternFront: lower engine cowl, bottom wingtips andrudder and also wide band around the rearfuselage. Other aircraft of JG 54 were finished inthe same manner.KITS 07/2023INFO Eduard58July 2023Page 59
WNr. 1230, Obstlt. Walter Oesau, CO of JG 2, Beaumont le Roger,France, June 1943Walter “Gulle” Oesau joined JG 2 “Richthofen”before the war and in April 1938 was transferredto Legion Condor in Spain. In August 1940, alreadyas CO of 7./JG 51, he was awarded Knight’s Crossafter gaining 20 victories in WWII. He briefly ledIII./JG 51 and in November was appointed CO ofIII./JG 3. On July 15, 1941, his victory tally hadreached 80 and at the end of July 1941, he tookcommand of JG 2 in France. Oesau recordedhis 100th victory on October 26, 1941 and wasappointed Kommodore of JG 1 in November 1943,following the death of Oberst Hans Philipp. OnMay 11, 1944, Oesau was shot down and killed byP-38s in the cockpit of Bf 109G-6/AS (WNr. 20601)“Green 13” near St Vith. “Gulle” Oesau scored 127victories in over 300 combat missions. Nine ofthem in Spain, 74 in the West and 44 over theEastern Front. This Fw 190A-5 was manufacturedby Focke-Wulf in Marienburg in the first half of1943. Camouflage consisted of RLM 74, 75 and 76color shades with spinner painted RLM 70. Therudder sported symbols of five victories (101st to105th) against four-engined bombers.Recommended:for Fw 190A-5 1/72SS804 Fw 190A-5 Weekend (PE-Set)672085 Fw 190A exhaust stacks (Brassin)672086 Fw 190A propeller (Brassin)672118 Fw 190A-5 engine & fuselage guns (Brassin)672196 Fw 190A-5/U12 gun pods (Brassin)CX456 Fw 190A-5 (Mask)# 672085# 672086# 672196KITS 07/2023INFO Eduard59July 2023Page 60
Bf 110G-4The Weekend edition kit of German WWII twin-engine heavy fighteraircraft Bf 110G-4 in 1/48 scale. This version was used in night fighterrole with three crew.plastic parts: Eduardmarking options: 4decals: EduardPE parts: nopainting mask: noresin parts: no#84051/48Product pageKITS 07/2023INFO Eduard60July 2023Page 61
Oblt. Martin Becker, 2./NJG 6, Florennes, Belgium, May 1944WNr. 720260, Oblt. Heinz-Wolfgang Schnaufer, CO of IV./NJG 1, Sint Truiden, Belgium, April 1944WNr. 110 087, 4./NJG 3, Kjevik, Norway, 1945With 85 kills Martin Becker was the tenth mostsuccessful night fighter pilot of the Luftwaffe. Hewas special for achieving multiple kills of Britishfour-engine bombers during a single mission,scoring nine (!) four-engine bombers on March 14,1945, although three of them were achieved by hisradio operator Ofw. Karl-Ludwig Johanssen, afterBecker’s forward firing cannons either jammedor were out of ammo. A native of Wiesbaden,where Becker was born on April 12, 1916, hejoined the army in 1936 and was trained as anaerial observer. In this role he flew in the Battleof France, but shortly after he started his pilottraining at the Merseburg flight school. Beckerreceived basic and advanced training for nightfighters and was assigned to 11./NJG 4, whichwas transformed into 2./NJG 6 on April 1, 1943.Johanssen served as Becker’s radio operatorfrom March 1944 and became one of the few ROsto be awarded the Knight’s Cross. Becker scoredhis first victory on September 23, 1943, by thefollowing month he was already Staffelkapitän of2./NJG 6 and by December 21 he had achieved acestatus. His Bf 109G-4 of unknown serial numberbore the spray paint of RLM 76, the silhouetteof the aircraft was darkened by irregular spotsof RLM 75. His aircraft was armed MG 151/20cannons.Heinz-Wolfgang Schnaufer, the most successfulnight fighter ace of all times, recipient of the KnightCross with Oak Leaves, Swords and Diamonds,flew from the beginning of his military aviationcareer as a night fighter. In total he shot down 121enemy aircraft, predominantly four-engine Britishbombers. During the whole war he was woundedonly once and none of his crew members wasever wounded in combat. Schnaufer survived thewar and at the end of hostilities he decided toconcentrate on the family wine business. He died onJune 15, 1950, two days after the car crash in whichhe collided with a truck in Cestas near Bordeauxin France. Schnaufer, nicknamed “The Night Ghostof St. Trond”, flew this Bf 110G-4 during the springmonths of 1944 when he assumed command ofIV. Gruppe Nachtjagdgeschwader 1. The aircraftoriginal camouflage of RLM 74 and RLM 75 onthe upper surfaces partially showed through theovercoat of RLM 76. The lower and side surfacesremained in the original coat of RLM 76, thestarboard wing undersurfaces were painted black.The bottom position weapons were deleted on thisaircraft.The 4./NJG 3 unit was formed in March 1945, out ofNachtjagdstaffel Norwegen, a unit that operatedindependently from Norway. The purpose ofthe unit was to intercept allied aircraft overScandinavia. Besides the Bf110G, the unit alsoflew the Ju88G and He219. Its last function wason May 8, 1945, evacuating German unit officersfrom the surrounding areas. Aircraft B4+KAprobably did not take part in this final action,because the end of the war found the aircraftstill at Kjevik, in Norway. The aircraft carriedFuG 220 SN-2b with vertical dipoles, and withan older type of mounting. Originally, the aircraftcarried a camouflage scheme of RLM 74 and RLM75 fields on upper surfaces, and RLM 76 on theundersurfaces, but the uppersurfaces were lateroversprayed with RLM 76 (aparto of the nose) anddarkened by “snakes” of RLM 71. Starboard wingundesurfaces and engine cowl were oversprayedin black. This aircraft is recorded as crewed byFw. Kurt Keilig (pilot), Fw. Kurt Schroter (radiooperator) and Uffz. Karl Stamminger (mechanic).KITS 07/2023INFO Eduard61July 2023Page 62
Hptm. Wilhelm Johnen, CO of III./NJG 6, Neubiberg, Germany, 1945Messerschmitt Bf 110G-4 coded 2Z+FR from7./NJG 6 was one of the aircraft the Allies foundat the Neubiberg airbase in the spring of 1945.Even though according to its codes it belongedto 7. Staffel it was actually a personal aircraft ofWilhelm Johnen, III./NJG 6 commanding officer.This airplane is much less known than theother Johnen’s aircraft coded C9+EN in whichhe performed an emergency landing due to thedamaged engine in the night of April 27–28,1944. Bf 110G-4 2Z+FR was his last aircraft fromthe later production, equipped with the FuG 220SN-2D antennae with dipoles fixed at 45 degrees,Eberspächer type exhausts and Schräge Musikcannons. The whole aircraft was oversprayed inRLM 76, upper surfaces were darkened by smallpatches of RLM 75. According to photos, theaircraft lacked weapons in the bottom of the nose.Recommended:for Bf 110G-4 1/48FE1368 Bf 110G-4 Weekend (PE-Set)644081 Bf 110G-4 LööK (Brassin)644092 Bf 110G-4 LööKplus (Brassin)648603 Bf 110G wheels (Brassin)648604 Bf 110G-4 gun muzzles (Brassin)648605 Bf 110G-4 Schräge Musik (Brassin)648606 Bf 110G-4 exhaust stacks (Brassin)648778 Luftwaffe rudder pedals PRINT (Brassin)648862 Bf 110G radio equipment (Brassin)EX754 Bf 110G-4 TFace (Mask)EX963 Bf 110G-4 Weekend (Mask)# 648862# 648862# 648081# 648603# 648605# 648604KITS 07/2023INFO Eduard62July 2023Page 63
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Bf 109F-2, Hptm. Hans Philipp, CO of I./JG 54, Krasnogvardeysk, the Soviet Union, March 1942Bf 109F-2, WNr. 9553, Oblt. Siegfried Schnell, CO of 9./JG 2, Théville, France, November 1941Bf 109F-2, Lt. Horst Buddenhagen, 5./JG 3, Darmstadt, Germany, April 1941Hans “Fips” Philipp, an ace with 206 kills to his creditover the course of some 500 sorties, was born onMarch 17, 1917, in Meissen. He joined the Luftwaffein 1936. At the beginning of the Second World War,he served with I./JG 76, redesignated II./JG 54 inJuly 1940. As a member of this unit, he participatedin the fighting over Britain and the Balkans. Healso took part in Operation Barbarossa and wasappointed CO of JG 1 in April 1943. For his combatsuccess he was awarded the Knight’s Cross withOak Leaves and Swords. Philipp was shot downon October 8, 1943, and did not survive his attemptto bail out. The aircraft flown by Hans Philipp wascamouflaged with white color over the upper andside surfaces to better suit the conditions of thewinter of 1943 in the vicinity of Leningrad. TheGruppe Commander marking was carried on thefuselage, as were the II. Gruppe and JG 54 (GreenHeart) identifiers. Both sides of the rudder carriedkill marks. The landing gear covers were removeddue to their tendency to pile up snow.Siegfried “Wumm” Schnell, a native of Zeilenzigin Brandenburg (Sulecin, Poland today) joined theranks of the Luftwaffe in 1936 and at the beginningof the Second World War he served with 4./JG 2.He achieved his first victory in combat overFrance on May 14, 1940, more followed over Britainand against English and American pilots overWestern Europe. After being assigned to JG 54,he first served with its III. Gruppe and wasappointed CO of IV. Gruppe on February 1, 1944.While serving in this position, he was shot downover Narva by a Soviet fighter on February 25,1944, and died. Schnell was awarded the Knight’sCross with Oak Leaves on July 9, 1941 and downed93 enemies in the course of Second World War.His aircraft was camouflaged in the standardLuftwaffe fighter scheme using RLM 74/75/76.Both sides of the fin were decorated with theKnight’s Cross with Oak Leaves and victory marks.In the middle of February 1941, II./JG 3 was sentfrom the French coast back to Germany for somerest and to re-equip with the Bf 109F. In April,the new Bf 109F-2 were received at Darmstadtsporting the standard RLM 74/75/76 camouflagescheme to which the ground crew added yellowrudders and engine cowls. Lt. Buddenhagen’saircraft also received the inscriptionSchluck=Specht 3. At the end of April 1941, II.Gruppe moved to France and after a month atMonchy-Breton was included into units that wereassigned to take part in Operation Barbarossa,the attack on the Soviet Union. Aircraft of the5. Staffel were given bomb racks for the occasion.Lt. Buddenhagen was killed by ground fire ona bombing mission on June 25, 1941.KITS 07/2023INFO Eduard64July 2023Page 65
Bf 109F-2/b, Oblt. Wilhelm Hachfeld, 2./JG 51, Kiev, the Soviet Union, Summer 1941Bf 109F-2, WNr. 9538, Lt. Hans Beißwenger, 6./JG 54, Ostrov, Soviet Union, July 1941During fighting over the plains of the SovietUnion, the Luftwaffe leadership planned use ofBf 109F-2s as fighter bombers to attack groundtargets. The entire Jagdgeschwader 51, led byWerner Mölders, was tasked with support ofPanzergruppe 2 over the central section of thefront from the start of Operation Barbarossa.Future Knight’s Cross holder Wilhelm Hachfeld,born on September 20, 1914, in Dessau, wasappointed the CO of 2. Staffel on October 8, 1940.Bomben Willi, as he was known, led the unit untilAugust 25, 1941, when he took over the entireI. Gruppe JG 51 and served in that capacity untilthe end of April 1942. In May 1942, he became theCO of III./ZG 2, in who’s service he fell in Tunisiaon December 2, 1942. The aircraft, equipped withETC50/VIIId was camouflaged in RLM 74/75/76and, as an aircraft serving in the Eastern Front,was sporting yellow wing tips and fuselage band.Hans “Beißer” Beißwenger was first assigned toan anti-aircraft artillery unit after entering theWehrmacht in 1937. A year later he started pilottraining program in 1938 and after its successfulcompletion he became instructor. In the winter of1940, he was assigned to 6./JG 54, and while servingwith this unit he shot down a Yugoslav Hurricane onApril 7, 1941. Other victories were achieved againstSoviet pilots and he eventually accumulated 152kills. On March 6, 1943, his Bf 109G-2 was the victimof an aerial ramming conducted by Ivan Kholodovof the 32nd GIAP. Beißwenger died, while Kholodovbailed out. The “Yellow 4” was camouflaged in thestandard Luftwaffe RLM 74/75/76 scheme, and thesides received an additional squiggle pattern of RLM75 bordered with irregular lines of RLM 74. Somesources say that the squiggles were in RLM 02 andthe linework in RLM 71. The yellow wingtips andfuselage bands were the markings of the aircraftoperating on the Eastern Front.Recommended:for Bf 109F-2 1/48644010 Bf 109F LööK (Brassin)648282 Bf 109F wheels (Brassin)648288 Bf 109F propeller LATE (Brassin)648289 Bf 109F propeller EARLY (Brassin)648291 Bf 109F landing flaps (Brassin)648300 Bf 109F engine & fuselage guns (Brassin)648308 Bf 109F undercarriage legs BRONZE (Brassin)D48026 Bf 109F stencils (Decal Set)D48043 Bf 109F-2 national insignia (Decal Set)EX588 Bf 109F TFace (Mask)OVERTREES#82115XBf 109F-21/48Product pageProduct pageOVERLEPT#82115-LEPTBf 109F-2PE-Set 1/48# 648308KITS 07/2023INFO Eduard65July 2023Page 66
BRASSINLööK set - Brassin pre-painted dashboard and STEELseatbelts for Spitfire Mk.Ia in 1/32 scale. Easy to assemble,replaces plastic parts. Recommended kit: KotareSet contains:- resin: 1 part- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboard and STEELseatbelts for Do 335A in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: TamiyaSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no634038Spitfire Mk.Ia LööK1/32 Kotare644217Do 335A LööK1/48 TamiyaProduct pageProduct pageINFO Eduard66July 2023Page 67
634036Spitfire Mk.IXc LööKplus1/24 AirfixCollection of 4 sets for Spitfire Mk.IXc in 1/24 scale.Recommended kit: Airfix- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels- exhaust stacksBRASSINCollection of 3 sets for Mi-8MT in 1/48 scale.Recommended kit: Zvezda- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels644218Mi-8MT LööKplus1/48 ZvezdaProduct pageProduct pageINFO Eduard67July 2023Page 68
BRASSINCollection of 3 sets for PV-1 in 1/48 scale.Recommended kit: Academy / Revell- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheelsBrassin set - the exhaust nozzle for P&W F100engine powered F-16 in 1/32 scale. Made by direct3D printing. Recommended kit: TamiyaSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no644219PV-1 LööKplus1/48 Academy/Revell632194F-16 exhaust nozzle P&W F100 PRINT1/32 TamiyaProduct pageProduct pageINFO Eduard68July 2023Page 69
BRASSINBrassin set - the exhaust stacks for Spitfire Mk.Iain 1/32 scale. Easy to assemble, replaces plastic parts.Made by direct 3D printing. Recommended kit: KotareSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no632196Spitfire Mk.Ia exhaust stacks PRINT1/32 KotareBrassin set - the undercarriagewheels for Spitfire Mk.Ia in 1/32scale. The set consists of the mainwheels and tail wheel. Easy toassemble, replaces plastic parts.Recommended kit: KotareSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes632195Spitfire Mk.Ia wheels1/32 KotareProduct pageProduct pageINFO Eduard69July 2023Page 70
648866Anson Mk.I engines PRINT1/48 Airfix648868Mi-8MT wheels1/48 TrumpeterBRASSINBrassin set - two engines for Anson Mk.Iin 1/48 scale. The cowlings are not included.Made by direct 3D printing.Recommended kit: AirfixSet contains:- 3D print: 6 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - the undercarriage wheels for Mi-8MTin 1/48 scale. The set consists of the main wheels andnose wheels. Easy to assemble, replaces plastic parts.Recommended kit: TrumpeterSet contains:- resin: 4 parts- decals: no- photo-etched details: no- painting mask: yesProduct pageProduct pageINFO Eduard70July 2023Page 71
BRASSINBrassin set - cockpit for Bf 109F in 1/48 scale.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 16 parts- resin: 1 part- decals: yes- photo-etched details: yes, pre-painted- painting mask: no- SPACE 3D decals: no648876Bf 109F cockpit PRINT1/48 EduardBrassin set - the radiator for P-51D/Kin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no648872P-51D/K radiator PRINT1/48 EduardProduct pageProduct pageINFO Eduard71July 2023Page 72
BRASSINBrassin set - ejection seat for F-35B in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: ItaleriSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - exhaust stacks for Do 335Ain 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: TamiyaSet contains:- 3D print: 4 parts- decals: no- photo-etched details: yes- painting mask: no648878Do 335A exhaust stacks PRINT1/48 Tamiya648877F-35B ejection seat PRINT1/48 ItaleriProduct pageProduct pageINFO Eduard72July 2023Page 73
BRASSINBrassin set - radio compartment for Bf 109Fin 1/72 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: yes- painting mask: no672318Bf 109F radio compartment PRINT1/72 EduardBrassin set - the undercarriage wheels for Do 335Ain 1/48 scale. The set consists of the main wheels anda nose wheel. Easy to assemble, replaces plastic parts.Recommended kit: TamiyaSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes648879Do 335A wheels1/48 TamiyaProduct pageProduct pageINFO Eduard73July 2023Page 74
BRASSINBrassin set - external fuel tanks for Bf 109F and Bf 109Gin 1/72 scale. The set consists of two different tanks.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 2 parts- resin: 2 parts- decals: yes- photo-etched details: no- painting mask: noBrassin set - rounded wheel bays for Bf 109Fin 1/72 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no672322Bf 109F wheel bays rounded PRINT1/72 Eduard672321Bf 109F/G external fuel tanks1/72 EduardProduct pageProduct pageINFO Eduard74July 2023Page 75
BRASSINBrassin set - SC 250 bomb for Bf 109F in 1/72 scale.The set consist of 1 bomb. Made by direct 3D printing.Recommended kit: EduardSet contains:- resin: 5 parts- decals: yes- photo-etched details: yes- painting mask: no672324Bf 109 SC250 bomb1/72 EduardBrassin set - angular wheel bays for Bf 109Fin 1/72 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no672323Bf 109F/G wheels bays angular PRINT1/72 EduardProduct pageProduct pageINFO Eduard75July 2023Page 76
BRASSINBrassin set - exhaust stacks for Bf 109F in 1/72 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: yes- painting mask: no672325Bf 109F/G exhaust stacks PRINT1/72 EduardProduct pagePage 77
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BRASSINCollection of 5 sets for Bf 110E in 1/72 scale.Recommended kit: Eduard- cockpit- nose guns- wheels- SC 50 bombs- SC 250 bombsAll sets included in this BIG SIN are available separately, butwith every BIG SIN set you save up to 30 %.SIN67220Bf 110E1/72 EduardProduct pageINFO Eduard79July 2023Page 80
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BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG2405 Spitfire Mk.IXc 1/24 AirfixBIG49370Mi-8MT 1/48 ZvezdaBIG49371A6M2b 1/48 Academy23036 Spitfire Mk.IXc23037 Spitfire Mk.IXc seatbelts STEEL23038 Spitfire Mk.IXc landing flaps23039 Spitfire Mk.IXc engine & undercarriageLX007 Spitfire Mk.IXc491340 Mi-8MT 1/48FE1341 Mi-8MT seatbelts STEEL 1/48EX932 Mi-8MT 1/48481105 A6M2b landing flaps 1/48491344 A6M2b 1/48FE1345 A6M2b seatbelts STEEL 1/48EX937 A6M2b TFace 1/48Product pageProduct pageProduct pageINFO Eduard90July 2023Page 91
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG EDBIG49372 B-24D PART I 1/48 RevellBIG72174C-130J PART II 1/72 ZvezdaBIG72175F-14B 1/72 Academy491338 B-24D cockpit 1/48FE1339 B-24D seatbelts STEEL 1/48EX293 B-24D 1/4873795 C-130J cargo floor 1/7273796 C-130J cargo seatbelts 1/7273797 C-130J cargo interior 1/7273044 Remove Before Flight STEEL72730 F-14B exterior 1/7273800 F-14B 1/72CX647 F-14B 1/72Product pageProduct pageProduct pageINFO Eduard91July 2023Page 92
MASKSIT FITS!JX313 F-35A1/32 TrumpeterJX314 F-35A TFace1/32 TrumpeterJX315 A-20G1/32 HKMJX316 A-20G TFace1/32 HKMEX953 P-51D surface panels1/48 EduardEX954 P-51D national insignia1/48 EduardEX955 A6M2 Model 21national insignia1/48 EduardEX956 F-4E surface panels1/48 MengEX957 MiG-17F1/48 AmmoEX958 MiG-17F TFace1/48 AmmoEX959 Hurricane Mk.I TFace1/48 Hobby BossEX960 Mi-4A1/48 TrumpeterEX961 Mi-4A TFace1/48 TrumpeterEX962 F-4E wheel bays1/48 MengEX963 Bf 110G-4 Weekend1/48 EduardCX649 Mosquito PR.XVI1/72 AirfixJX313 F-35AEX957 MiG-17FJX315 A-20GJX315 A-20G TFaceJX315 A-20G TFaceJX313 F-35AEX957 MiG-17FJX314 F-35A TFaceEX958 MiG-17F TFaceJX314 F-35A TFaceEX958 MiG-17F TFaceJX314 F-35A TFaceEX958 MiG-17F TFaceJX314 F-35A TFaceEX958 MiG-17F TFaceINFO Eduard92July 2023Page 93
New masks by Eduard
Starting in July, we are introducing new types of masking sets, which are designed to make the spraying of some of the more difficult or specific parts of the models easier. They are introduced in two series with the first one designed for spraying distinctive surface panels, like the now released set designed to mask out different shades of metal panels on the P-51 Mustang.
MASKSNew masks by EduardMask sets and equipment needed for spraying.Application of the firstmetallic layer of GunzeSM201.Starting in July, we are introducing new typesof masking sets, which are designed to make thespraying of some of the more difficult or specificparts of the models easier. They are introducedin two series with the first one designed forspraying distinctive surface panels, like thenow released set designed to mask out differentshades of metal panels on the P-51 Mustang.The second series of the new masks is intendedfor spraying the insignia or other markingssuitable for spraying using masks. In this case,let’s take the example of the just-releasedsets of insignia for the Zero and P-51 Mustang.Other sets of masks will follow. For example,masks to facilitate the spraying of Meng’sF-4E Phantom’s landing gear bays andairbrakes are due to August 2023. We believethe new masks will save many modelers timein preparations of the model for spraying. Theyare easy to use, as the following photo reportshows.INFO Eduard94July 2023Page 95
MASKSThese mask sets are cut into black masking film. I recommend removingthe individual segments with sharp tweezers. Before applying the masks,I also recommend taping the removed segments several times on a cleanpalm to reduce mask adhesion and so the risk of paint stripping duringremoval.Mask the individual panels on the model according to the instructions. The panels to be differentiated can either be masked directly or, on the contrary, their surroundingscan be covered and the differentiating shade sprayed on the panels.Application of the second metallictint with Gunze SM203 with a drop ofblack gloss Gunze GX02.INFO Eduard95July 2023Page 96
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RELEASESJULY 2023KITSPE-SETSZOOMSMASKS82219 A6M2-N Rufe 1/48 ProfiPACK11174 MIGHTY EIGHTH: 66th Fighter Wing 1/48 Limited7470 Fw 190A-5 1/72 Weekend8405 Bf 110G-4 1/48 Weekend82115 Bf 109F-2 reedice 1/48 ProfiPACK321011 F-35A 1/32 Trumpeter321012 A-20G 1/32 HKM481113 Hurricane Mk.I landing flaps 1/48 Hobby Boss481114 Hurricane Mk.I gun bays 1/48 Hobby Boss481115 Do 335A bomb bay 1/48 Tamiya481116 Mi-4A cargo floor 1/48 Trumpeter481117 F-4E reinforcementstraps & formation lights 1/48 Meng491362 Mi-4A 1/48 Trumpeter491364 Hurricane Mk.I 1/48 Hobby Boss491366 MiG-17F 1/48 Ammo73803 Mosquito PR.XVI 1/72 Airfix33353 F-35A 1/32 Trumpeter33354 F-35A seatbelts STEEL 1/32 Trumpeter33355 A-20G 1/32 HKM33356 A-20G seatbelts STEEL 1/32 HKMFE1362 Mi-4A 1/48 TrumpeterFE1363 Mi-4A seatbelts STEEL 1/48 TrumpeterFE1364 Hurricane Mk.I 1/48 Hobby BossFE1365 Hurricane Mk.I seatbelts STEEL 1/48 Hobby BossFE1366 MiG-17F 1/48 AmmoFE1367 MiG-17F seatbelts STEEL 1/48 AmmoFE1368 Bf 110G-4 Weekend 1/48 EduardSS803 Mosquito PR.XVI 1/72 AirfixSS804 Fw 190A-5 Weekend 1/72 EduardJX313 F-35A 1/32 TrumpeterJX314 F-35A TFace 1/32 TrumpeterJX315 A-20G 1/32 HKMJX316 A-20G TFace 1/32 HKMEX953 P-51D surface panels 1/48 EduardEX954 P-51D national insignia 1/48 EduardEX955 A6M2 Model 21 national insignia 1/48 EduardEX956 F-4E surface panels 1/48 MengEX957 MiG-17F 1/48 AmmoEX958 MiG-17F TFace 1/48 AmmoEX959 Hurricane Mk.I TFace 1/48 Hobby BossEX960 Mi-4A 1/48 TrumpeterEX961 Mi-4A TFace 1/48 TrumpeterEX962 F-4E wheel bays 1/48 MengEX963 Bf 110G-4 Weekend 1/48 EduardCX649 Mosquito PR.XVI 1/72 AirfixINFO Eduard98July 2023Page 99
BIG-EDBIG-EDBIG EDBIG2405 Spitfire Mk.IXc 1/24 AirfixBIG49370 Mi-8MT 1/48 ZvezdaBIG49371 A6M2b 1/48 AcademyBIG49372 B-24D PART I 1/48 RevellBIG72174 C-130J PART II 1/72 ZvezdaBIG72175 F-14B 1/72 AcademyRELEASESBRASSINLöökPLUSBIG SINSPACE634038 Spitfire Mk.Ia LööK 1/32 Kotare644217 Do 335A LööK 1/48 Tamiya632194 F-16 exhaust nozzle P&W F100 PRINT 1/32 Tamiya632195 Spitfire Mk.Ia wheels 1/32 Kotare632196 Spitfire Mk.Ia ehaust stacks PRINT 1/32 Kotare648866 Anson Mk.I engines PRINT 1/48 Airfix648868 Mi-8MT wheels 1/48 Trumpeter648872 P-51D/K radiator PRINT 1/48 Eduard648876 Bf 109F cockpit PRINT 1/48 Eduard648877 F-35B ejection seat PRINT 1/48 Italeri648878 Do 335A exhaust stacks PRINT 1/48 Tamiya648879 Do 335A wheels 1/48 Tamiya672318 Bf 109F radio compartment PRINT 1/72 Eduard672321 Bf 109F/G external fuel tanks 1/72 Eduard672322 Bf 109F wheel bays rounded PRINT 1/72 Eduard672323 Bf 109F/G wheel bays angular PRINT 1/72 Eduard672324 Bf 109 SC250 bomb 1/72 Eduard672325 Bf 109F/G exhaust stacks PRINT 1/72 Eduard634036 Spitfire Mk.IXc LööKplus 1/24 Airfix644218 Mi-8MT LööKplus 1/48 Zvezda644219 PV-1 LööKplus 1/48 Academy/RevellSIN648107 A6M2-N Rufe 1/48 EduardSIN67220 Bf 110E 1/72 Eduard3DL32018 F-35A SPACE 1/32 Trumpeter3DL32019 A-20G SPACE 1/32 HKM3DL48124 MiG-17F SPACE 1/48 Ammo3DL48125 Hurricane Mk.I SPACE 1/48 Hobby Boss3DL48126 Mi-4A SPACE 1/48 Trumpeter3DL72019 Mosquito PR.XVI SPACE 1/72 AirfixJULY 2023INFO Eduard99July 2023Page 100
GUNZE PRODUCTS-WEATHERINGWEATHERING COLORSYAKUMOWWII WESTERN FRONTCAT.NO.: WY01These Yakumo Colors—Mr. Weathering Color and Mr. Weathering Paste-based weathering colors—were supervised by the world-famous modeler, Mr. Mig Jimenez. The mud and dirt colors are madewith pigments that have been collected from all over the world.WY01 is a weathering paint set for German vehicles in theWWII Western Front. Thin each color with the separately-soldMr. Weathering Colour Thinner (WCT101/102); or MIG015 thinner(YAKUMO thinner).From a modeler’s perspective, Europe was the setting of manyof the most interesting battles of the war, including Normandy,the Battle of the Bulge, Hungary, the Warsaw Uprising and the fallof Berlin. On these fronts the Germans used several standardizedcamouflage patterns, but each was always based on green andbrown camouflage colours over a dark yellow base (C039 darkyellow, C041 red-brown and C070 dark green). Dust in summer anddry mud were the most common effects seen in German vehicles.In addition to the two products used to represent these effects,the perfect wash tone is also included, and another for streakeddirt stains. For the most complete finish, combine with SETD-BASICS.MIGMIGMIGMIGMIG001003002002004DARK WASHApply the wash with a fine brush to details, in panel lines,and around hatches to enhance contrast and volume.Remove the excess with a clean brush moistened withYAKUMO thinner. Let it dry 24 hours.DRY MUDYou can apply the mud with a thick brush to the undersideof the vehicle, the tracks, and the suspension. You canalso apply splashed earth effect with the mud productby the flicking a thick brush loaded with product usinga toothpick. This will create mud splatter effects. Makea few tests on an old model or a piece of paper beforetrying it on the model. Let it dry 24 hours.DARK STREAKING GRIMEStroke well Draw vertical lines on vertical or slopedsurfaces with irregular shapes and different intensity,then blend with a flat brush and YAKUMO thinner tosoften. Let it dry 24 hours.EUROPE DUSTPigment colour to simulate dust effects, particularlyon the horizontal areas and around surface details.Apply the pigment dry with a brush and then moisten thesurface with thinner. Once dry, it can be moistened againand touched up to achieve the desired effect.Product pagePage 101
GUNZE PRODUCTS-WEATHERINGWWII EASTERN FRONTCAT.NO.: WY02WY02 is a weathering paint set for winter camouflaged vehiclesin WWII Eastern Front. Thin each color with the separately-soldMr. Weathering Colour Thinner (WCT101/102); or MIG015 thinner(YAKUMO thinner).The Germans camouflaged their vehicles in the harsh Russianwinters with white paint to blend it with the snowy landscape.A white vehicle needs a very special treatment of aging and dirtto be realistic and credible. This special set for German wintervehicles includes the necessary products to achieve a realisticappearance in a winter environment such as the battles of Moscow,Stalingrad, or the siege of Leningrad. This set is specially designedfor white camouflage applied on German panzer grey colour(Panzer Grey - C040 German Grey, C513 „Dunkelgrau“, C514 „Grau“etc). For the most complete finish, combine with SET D-BASICS.MIGMIGMIGMIG005007006008WINTER WASHsee MIG 001 for descriptionMIG-007 - FRESH DARK MUDsee MIG 003 for descriptionWINTER STREAKING GRIMEsee MIG 002 for descriptionMIG-008 - DRY EARTHsee MIG 004 for descriptionWWII AFRIKA KORPSCAT.NO.: WY03WY03 is a weathering paint set for model vehicles in the WWII AfrikaKorps. It can add realistic sand stains from the harsh weatherconditions of Africa to your scale model. Thin each color withthe separately-sold Mr. Weathering Colour Thinner (WCT101/102);or MIG015 thinner (YAKUMO thinner).The landscapes of Tunisia or Libya were very harsh and hostileenvironments for the vehicles of the German Afrika Korps (DAK).The scorching sun and heat faded the colours quickly whilethe dust was ubiquitous. The Germans over painted their greyvehicles with various shades of sand colour (i.e. C039 Dark Yellow)to make them less visible on the open desert plains. The productincluded in this set allow you to apply washes, dirt effect, and largeaccumulations of dust to give your model realistic look. For morecomplete finish, combine with SET D-BASICS.MIGMIGMIGMIG011010009012SAND FILTERApply the filter over the entire surface of model uniformly fora transparent and subtle effect, without letting the productaccumulate in recesses and panel lines. Allow the filter to dryfor 24 hours.GRAY STREAKING GRIMEsee MIG 003 for descriptionDESERT WASHApply the wash with a fine brush to details, in panel lines, and aroundhatches to enhance contrast and volume. Remove the excess witha clean brush moistened with YAKUMO thinner. Let it dry 24 hours.MIG-008 - DRY EARTHsee MIG 004 for descriptionProduct pageProduct pagePage 102
GUNZE PRODUCTS-WEATHERINGBASICSCAT.NO.: WY04WY04 is a weathering paint set that can be used on variousmilitary models including tanks. This set of paints can replicatebasic oil stains, chipped paint, and rust. Thin each color with theseparately-sold Mr. Weathering Colour Thinner (WCT101/102);or MIG015 thinner (YAKUMO thinner).Most German military vehicles showed certain universalweathering effects, no matter the setting or time of the year. Tanksor half-tracks usually showed chipped paint, rust effects, or largeareas of fuel stains soaked into caked dust or dirt over top. Theseare the weathering effects that bring more life and realism to themodel, and that is the reason why you must pay special attentionwhen adding them. This universal set will allow you to createextremely realistic effects on your models, no matter the locationor time of the year in which they are set. The colours and effectsare accurate for the cold Russian winter, the Normandy campaignor the barren landscapes of the North Africa. Always use this setin combination with one of the YAKUMO sets for military vehiclesin a specific setting.MIGMIGMIGMIG015014013016FUEL & OILApply this product to the sides of model in the shape of verticallines, or add small drops over a surface treated with MIG014pigment. This effect can be diluted with YAKUMO thinner to createa softer and more natural effect. Use this effect sparingly andapply the effect in scale. Let it dry 12 hours.CHIPPINGThe perfect colour to represent chipped paint effects on yourmodels, as long as the surface you are depicting was made outof iron or steel in the real vehicle. Use a brush with a fine tip topaint the chips on the zones most exposed to wear and tear, Youcan also apply the chipping with a piece of sponge or packing foam.Let it dry 10 minutes. Can be cleaned with water.EARTH & GRIMEA pigment tone to simulate accumulated dirt, or to create a baseonto which you can apply fuel stains. Apply the pigment dry witha brush to the designed areas. It can also be used to emphasizeshadows or dirt effect on nooks and crannies.MIG-008 - DRY EARTHEventually all vehicles rust in specific areas due to rain, snow anddew. Apply the product in small quantities around small detailssuch as screw heads, brackets or other fixtures, as well as onvertical or sloped surfaces in the form of faded lines. Use he effectsparingly and apply the effect in scale.Product pagePage 103
DOBŘÍŠSKÁ ŠELMAVíce informací: www.facebook.com/dobrismodel/ • www.dobrismodel.cz • modelari.dobris@gmail.com • tel. 728 074 851PLASTIKOVÉ A PAPÍROVÉ MODELY OD MODELÁŘŮ Z CELÉ ČR • PRODEJCI MODELŮ A MODELÁŘSKÝCH POTŘEBDOPOLEDNE DOPROVODNÁ VÝSTAVA AUTO A MOTO VETERÁNŮ • OBČERSTVENÍ • VSTUPNÉ DOBROVOLNÉSOBOTA 19. SRPNA 2023 OD 10:00 DO 15:00MODELÁŘSKÁ SOUTĚŽNÍ VÝSTAVA• Online přihlašování modelů:dobris.ipmscz.eu• Přejímka modelů:19. srpna od 8:00 do 10:00• Startovné: děti zdarma, dospělí 100 Kč• Otevřeno pro veřejnost: 10:00 – 15:00SPORTOVNÍ HALA, ŠKOLNÍ 36, DOBŘÍŠ – BOČNÍ VCHODPage 104
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Bf 109F-2, WNr. 8085, Lt. Jürgen Harder, Stab III./JG 53, Sobolewo, Germany, June 1941Jürgen Harder, brother of the better known HarroHarder, achieved his first kill on June 22, 1941, theday Operation Barbarossa began. He joined theLuftwaffe in 1939 and served in 7./JG 53 from early1941, then became a staff officer in III. Gruppe. InApril 1942 he took command of 7./JG 53 in Africaand in February 1944 became commander ofI./JG 53 in Italy. Until the end of the war he claimedfurther 63 kills both on the Eastern and Westernfronts. On February 1, 1945, he was decorated withthe Knight’s Cross with the Oak Leaves. His luckran out on February 17, 1945, when, due to theengine failure of his Messerschmitt Bf 109G-14, hecrashed to death nearby the town of Strausberg.Harder’s WNr. 8085 later served with 4./JG 51,Jagdgruppe West, underwent an overhaul andits version designation was changed to F-4.It was destroyed on December 2, 1943, in SouthernFrance when it was allocated to Jagdgruppe Süd,commanded by Heinz Bär. In its cockpit, Uffz.Alexis Prinz zu Bentheim und Steinfurt was shotdown in combat with American airmen.BUILTINFO Eduard105July 2023Page 106
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5./SG 77, Cottbus, Germany, early March 1945This aircraft was photographed at Cottbus airportin early 1945. It bore a standard camouflagescheme consisting of the RLM 74 and 75 colorson the upper surfaces. The lower surfaces weresprayed in RLM 76, which was complemented onthe fuselage bottom by a green-blue shade ofthe RLM 76. The black horizontal stripe indicatesthe aircraft belonged to 5. Staffel SG 77. Thesignificance of the red flash on the engine cowlingis unknown.BUILTINFO Eduard108July 2023Page 109
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BUILTBIG EDF-104G late KINETIC 1/48built by Ugur Kenel#BIG49238INFO Eduard110July 2023Page 111
BUILTbuilt by Paolo Portuesi#11171MARKING OPTION FKōkūtai 802, Emidj Island, Jaluit Atoll, Marshall Islands, October 1943This late production aircraft was finished ina factory applied dark green paint. After relocationto the Marshall Islands area in March 1943, Kōkūtai802 under the command of Lt.(jg) Yamazaki wasprimarily engaged in anti-submarine patrols andthe pursuit of four-engine bombers. Long-rangereconnaissance was carried out by another partof this unit, which was armed with H8K Emilyflying boats. In September 1943, the designationof its aircraft was changed to Y4 in connectionwith the transition to the subordination of the22nd Kōkū Sentai (Air Flotilla). The identificationmarkings on the tail surfaces of Rufe seaplaneschanged from red to white during service inthe Marshall Islands. In October, fighter unit ofKōkūtai 802 was integrated into Kōkūtai 902, andin November, the fighter unit clashed with USNavy aircraft during a raid on Truk.Product pageINFO Eduard111July 2023Page 112
BUILTMi-24VMi-24V1/48 zvezdabuilt by Christian GerardAccessories used:ER48001 Mi-24V positive rivets & surface details (3D Decal Set)481019 Mi-24 exterior (PE-Set)648575 B8V20 rocket launcher (Brassin)D48054 Mi-24V/Mi-35 in Czech AF service (Decal Set)D48060 Mi-24V stencils Czech (Decal Set)ER48001 Mi-24V positive rivets & surface details (3D Decal Set)D48054 Mi-24V/Mi-35 in Czech AF service (Decal Set)INFO Eduard112July 2023Page 113
Mi-24V 0834, 2. letka, 11.vpr, CIAF Hradec Králové July 17th, 1993BUILTER48001 Mi-24V positive rivets & surface details (3D Decal Set)481019 Mi-24 exterior (PE-Set)648575 B8V20 rocket launcher (Brassin)D48060 Mi-24V stencils Czech (Decal Set)INFO Eduard113July 2023Page 114
ON APPROACHAUGUST 2023634039A-20G LööK1/32 HKM644220Hurricane Mk.I LööK1/48 Hobby Boss644222FM-2 LööK1/48 EduardBIG33152 CH-54A 1/35 ICMBIG49373 B-24D PART II 1/48 RevellBIG49374 Mi-17 1/48 AMKBIG49375 F-86D 1/48 RevellBIG49376 PV-1 PART I 1/48 Academy634039 A-20G LööK 1/32 HKM644220 Hurricane Mk.I LööK 1/48 Hobby Boss644222 FM-2 LööK 1/48 Eduard644223 MiG-17F LööK 1/48 AMMO632197 A-20G wheels 1/32 HKM635033 Sd.Kfz. 251/1 Ausf. C radio equipment PRINT 1/35 Academy635034 WWII German fire extinguishers PRINT 1/35648875 Bf 109F cockpit w/ early seat PRINT 1/48 Eduard648880 Bf 109F wheel bays rounded PRINT 1/48 Eduard648881 Bf 109F wheel bays angular PRINT 1/48 Eduard648882 F-4E wheels 1/48 Meng648883 A6M3 gun bays short barrel PRINT 1/48 Eduard648886 FM-2 undercarriage legs BRONZE 1/48 Eduard648887 FM-2 wheels 1/48 Eduard648888 FM-2 seat PRINT 1/48 Eduard648889 FM-2 folding wings PRINT 1/48 Eduard648890 FM-2 gun barrels PRINT 1/48 Eduard648891 F-104A/C airbrakes PRINT 1/48 Kinetic/Eduard648892 F-104A/C exhaust nozzle PRINT 1/48 Kinetic/Eduard648895 FM-2 cockpit PRINT 1/48 Eduard672317 Bf 109F undercarriage legs BRONZE 1/72 Eduard672326 Bf 109F/G/K gun pods PRINT 1/72 Eduard672329 Bf 109 balance weights PRINT 1/72 Eduard672330 MiG-29 wheels 1/72 Great Wall Hobby634040 Spitfire Mk.Ia LööKplus 1/32 Kotare644221 Do 335A LööKplus 1/48 TamiyaSIN648108 F-35A 1/48 TamiyaSIN648109 F-4E armament 1/48 MengBIG ED (August)BRASSIN (August)LöökPlus (August)BIGSIN (August)LööK set - Brassin pre-painted dashboard and STEELseatbelts for A-20G in 1/32 scale. Easy to assemble,replaces plastic parts. Recommended kit: HKMSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboard and STEEL seatbeltsfor Hurricane Mk.I in 1/48 scale. Easy to assemble, replacesplastic parts. Recommended kit: Hobby BossSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboard and STEELseatbelts for FM-2 in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: EduardSet contains:- resin: 1 part- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noPRELIMINARY IMAGESPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard114July 2023Page 115
644223MiG-17F LööK1/48 AMMOON APPROACHLööK set - Brassin pre-painted dashboard andSTEEL seatbelts for MiG-17F in 1/48 scale. Easy toassemble, replaces plastic parts. Recommendedkit: AMMOSet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no632197A-20G wheels1/32 HKM635033Sd.Kfz. 251/1 Ausf. C radio equipment PRINT1/35 AcademyBrassin set - the undercarriage wheels for A-20Gin 1/32 scale. The set consists of the main wheelsand a nose wheel. Easy to assemble, replacesplastic parts. Recommended kit: HKMSet contains:- resin: 3 parts- 3D print: 2 parts- decals: no- photo-etched details: yes- painting mask: yesBrassin set - radio equipment for Sd.Kfz. 251/1Ausf. C in 1/35 scale. Made by direct 3D printing.Recommended kit: AcademySet contains:- 3D print: 14 parts- resin: 1 part- decals: yes- photo-etched details: yes- painting mask: noINFO Eduard115July 2023Page 116
ON APPROACHAUGUST 2023635034WWII German fire extinguishers PRINT1/35648875Bf 109F cockpit w/ early seat PRINT1/48 Eduard648880Bf 109F wheel bays rounded PRINT1/48 EduardBrassin set - fire extinguishers for German WWIIAFV in 1/35 scale. The set consists of 4 extinguishers.Made by direct 3D printing.Set contains:- 3D print: 6 parts- decals: yes- photo-etched details: yes- painting mask: noBrassin set - cockpit for Bf 109Fin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 17 parts- resin: 1 part- decals: yes- photo-etched details:yes, pre-painted- painting mask: no- SPACE 3D decals: noBrassin set - rounded wheel bays for Bf 109Fin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noINFO Eduard116July 2023Page 117
ON APPROACHAUGUST 2023648881Bf 109F wheel bays angular PRINT1/48 Eduard648882F-4E wheels1/48 Meng648883A6M3 gun bays short barrel PRINT1/48 EduardBrassin set - angular wheel bays for Bf 109Fin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for F-4Ein 1/48 scale. The set consists of the main wheelsand nose wheels. Easy to assemble, replacesplastic parts. Recommended kit: MengSet contains:- resin: 4 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - gun bays for A6M3 in 1/48 scale. Designedfor Zeroes Type 32 and 22 with short-barreled wing guns(guns not protruding from the leading edge of the wing).Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 22 parts- decals: no- photo-etched details: yes- painting mask: noINFO Eduard117July 2023Page 118
ON APPROACH648886FM-2 undercarriage legs BRONZE1/48 Eduard648887FM-2 wheels1/48 Eduard648888FM-2 seat PRINT1/48 EduardBrassin set - the undercarriage legs for FM-2 in 1/48 scale.The legs are made of bronze. Recommended kit: EduardSet contains:- 3D print: 4 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for FM-2in 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 9 parts- decals: no- photo-etched details: yes- painting mask: yesBrassin set - the seat for FM-2 in 1/48 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: yesAUGUST 2023INFO Eduard118July 2023Page 119
6488890FM-2 gun barrels PRINT1/48 Eduard648889FM-2 folding wings PRINT1/48 EduardBrassin set - gun barrels for FM-2in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noON APPROACHBrassin set - folding wings for FM-2 in 1/48 scale.The set consists of parts for both wings.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 10 parts- plastic: 4 parts- decals: no- photo-etched details: yes- painting mask: no648891F-104A/C airbrakes PRINT1/48 Kinetic/EduardBrassin set - airbrakes for F-104A/C in 1/48 scale.Made by direct 3D printing.Recommended kit: Kinetic/EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noAUGUST 2023INFO Eduard119July 2023Page 120
ON APPROACH648892F-104A/C exhaust nozzle PRINT1/48 Kinetic/Eduard648895FM-2 cockpit PRINT1/48 Eduard672317Bf 109F undercarriage legs BRONZE1/72 EduardBrassin set - exhaust nozzle for F-104A/C in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts.Recommended kit: Kinetic/EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - cockpit for FM-2 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 1 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no- SPACE 3D decals: noBrassin set - the undercarriage legs for Bf 109Fin 1/72 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- 3D print: 2 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noAUGUST 2023INFO Eduard120July 2023Page 121
672329Bf 109 balance weights PRINT1/72 Eduard672326Bf 109F/G/K gun pods PRINT1/72 EduardBrassin set - wing balance weights for Bf 109Fin 1/72 scale. The set consists of 10 balance weights.Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 10 parts- decals: no- photo-etched details: no- painting mask: noON APPROACHBrassin set - gun pods for Bf 109F/G/K in 1/72 scale.Easy to assemble, replaces plastic parts. Made bydirect 3D printing. Recommended kit: EduardSet contains:- 3D print: 8 parts- decals: no- photo-etched details: yes- painting mask: no672330MiG-29 wheels1/72 Great Wall HobbyBrassin set - the undercarriage wheels for MiG-29in 1/72 scale. The set consists of the main wheelsand nose wheels. Easy to assemble, replaces plastic parts.Recommended kit: Great Wall HobbySet contains:- resin: 4 parts- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: yesAUGUST 2023INFO Eduard121July 2023Page 122
ON APPROACHCollection of 4 sets for Spitfire Mk.Ia in 1/32 scale.Recommended kit: Kotare- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels- exhaust stacks634040Spitfire Mk.Ia LööKplus1/32 KotareAUGUST 2023INFO Eduard122July 2023Page 123
ON APPROACHCollection of 4 sets for Do 335A in 1/48 scale.Recommended kit: Tamiya- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels- exhaust stacks644221Do 335A LööKplus1/48 TamiyaAUGUST 2023INFO Eduard123July 2023Page 124
SIN648108F-35A1/48 TamiyaCollection of 4 sets for F-35A in 1/48 scale.Recommended kit: Tamiya- cockpit- exhaust nozzle- undercarriage wheels- Remove Before Flight tags SPACEAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.ON APPROACHAUGUST 2023INFO Eduard124July 2023Page 125
SIN648109F-4E armament1/48 MengCollection of 7 sets for F-4E in 1/48 scale.Recommended kit: Meng- AGM-65 Maverick (3 sets)- AIM-7M Sparrow- AN/ALQ-131 (shallow) ECM pod- GBU-10 Paveway I- AIM-9M/L SidewinderAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHAUGUST 2023INFO Eduard125July 2023Page 126
PE-SETS53295 USS Nimitz CVN-68 part 1 1/350 Trumpeter32484 A-20G bomb bay 1/32 HKM32485 A-20G main wheel wells 1/32 HKM481118 F-16 reinforcement straps STEEL 1/48 Kinetic481119 FM-2 landing flaps 1/48 Eduard481120 A-10C formation lights 1/48 Academy491369 F-16D Block 30 1/48 Kinetic491370 F-16D Block 40 1/48 Kinetic491371 F-16D Block 50 1/48 Kinetic491373 A-10C 1/48 Academy73805 OV-10A 1/72 ICMZOOMSFE1369 F-16D Block 30 1/48 KineticFE1370 F-16D Block 40 1/48 KineticFE1371 F-16D Block 50 1/48 KineticFE1372 F-16D Block 30/40/50 seatbelts STEEL 1/48 KineticFE1373 A-10C 1/48 AcademyFE1374 A-10C seatbelts STEEL 1/48 AcademyFE1375 A6M3 Zero Type 32 Weekend 1/48 EduardSS805 OV-10A 1/72 ICMMASKSEX964 A-10C TFace 1/48 AcademyEX965 FM-2 TFace 1/48 EduardEX966 F-16D Block 30/40/50 1/48 KineticEX967 F-16D Block 30/40/50 TFace 1/48 KineticEX968 F-35B RAM coating 1/48 ItaleriEX969 A6M2-N Rufe national insignia 1/48 EduardEX970 A6M3 Zero Type 32 Weekend 1/48 EduardCX650 OV-10A 1/72 ICMSPACE3DL48127 Bf 110G-4 SPACE 1/48 Eduard3DL48128 FM-2 SPACE 1/48 Eduard3DL48129 F-16D Block 30 SPACE 1/48 Kinetic3DL48130 F-16D Block 40 SPACE 1/48 Kinetic3DL48131 F-16D Block 50 SPACE 1/48 Kinetic3DL48132 A-10C SPACE 1/48 Academy3DL72020 OV-10A SPACE 1/72 ICMDECAL SETD72045 Bf 109F stencils 1/72 EduardEDDIE THE RIVETERER32001 Single riveting rows 1/32ER48006 Single riveting rows 1/48ER72001 Single riveting rows 1/72ON APPROACHAUGUST 2023INFO Eduard126July 2023Page 127
ON APPROACHBf 109F-4 #70155 1/72Bf 109F-4/Trop, WNr. 10137, Oblt. Hans-Joachim Marseille,CO of 3./JG 27, Ain-el-Gazala, Libya, June 1942Bf 109F-4, Maj. Hannes Trautloft, CO of JG 54,Relbitsy, the Soviet Union, March 1942Bf 109F-4/B, Oblt. Frank Liesendahl, 10.(Jabo)/JG 2,France, June 1942Bf 109F-4, WNr. 7183, Hptm. Hans Hahn, III./JG 2,St. Pol, France, October 1941Bf 109F-4/Z, WNr. 13325, Oblt. Viktor Bauer, 9./JG 3,Shchigry, the Soviet Union, June 1942Bf 109F-4, WNr. 13169, Fw. Heinrich Bartels, 8./JG 5,Petsamo, Finland, September 1942AUGUST 2023INFO Eduard127July 2023Page 128
ON APPROACHTHE ZIPPER 1/48#11169F-104C-5-LO, 56-0891, Maj. Charles H. Drisko, 435th TFS,479th TFW, Udorn RTAFB, Thailand, 1967F-104C-5-LO, 56-0891, Col. George Laven Jr., 479th TFW,George AFB, California, United States, 1959AUGUST 2023INFO Eduard128July 2023Page 129
F-104C-10-LO, 57-0923, Lt. Col. Robert A. Preciado, 435th TFS,479th TFW, Udorn RTAFB, Thailand, July 1967F-104C-5-LO, 56-0886, 476th TFS, 479th TFW, Da Nang AB,South Vietnam, April 1965F-104C-5-LO, 56-0910, Capt. James B. Trice, 435th TFS,479th TFW, Udorn RTAFB, Thailand, 1967F-104C-5-LO, 56-0938, Maj. Bobby D. Betsworth, 435th TFS,479th TFW, Udorn RTAFB, Thailand, June-August 1967F-104C-5-LO, 56-0898, Maj. Hugh B. Spencer, 435th TFS,479th TFW, Udorn RTAFB, Thailand, 1967ON APPROACHAUGUST 2023INFO Eduard129July 2023Page 130
ON APPROACHWILDER CAT 1/48#11175Ens. Darrell C. Bennett, VC-10,USS Gambier Bay, August 1944Lt. Leopold M. Ferko, VC-4,USS White Plains, November 1944VC-8, Lt(jg) Harry N. O’Connor,USS Nehenta Bay, August 5, 1945VC-69, USS Guadalcanal,spring/summer 1944AUGUST 2023INFO Eduard130July 2023Page 131
ON APPROACHVC-80, USS Manila Bay, autumn 1944VC-93, Lt(jg) Robert Sullivan,USS Petrof Bay, Okinawa, April–May 1945Lt. O’Neill, VC-13, USS Tripoli, spring 1944VC-14, USS Hogatt Bay, November 1944JV640, Sub-Lt W. Park, No. 881 Squadron FAA,HMS Pursuit, August 1944VC-27, Lt. Ralph Elliot, Jr.,USS Savo Island, January 1945AUGUST 2023INFO Eduard131July 2023Page 132
ON APPROACHA6M3 Zero Type 32 1/48#84191c/n 3028, Tainan Kōkūtai, Buna airfield,New Guinea, August 1942Warrant Officer Matsuo Hagiri,Rabaul, New Britain, July 1943c/n 3305, Kōkūtai 204, Buin,Bougainville island, January 1943c/n 3285, Rabauru Kōkūbuntai, Rabaul,New Britain, August 1943c/n 3285, Rabauru Kōkūbuntai, Ballale Airfield,Ballale Island, Solomon Islands, October 1943AUGUST 2023INFO Eduard132July 2023Page 133
No. 5121, Phạm Tuân, 921 Fighter Regiment,Noi Bai AB, Democratic Republic of Vietnam,December 1972No. 127, 812th Training Air Regiment,Kharkiv Higher Military Aviation School of Pilots,Kupyansk Airfield, the Soviet Union, August 1991No. 9111, 3 Squadron of Tactical Aviation,Poznań Krzesiny, Poland, 2002No. 9712, 9 Fighter Regiment,Bechyně, Czechoslovakia, 1989–1993No. 8447, No. 46 Squadron, Egypt, 1973ON APPROACHMiG-21MF Fighter Bomber1/72#70142Re-releaseAUGUST 2023INFO Eduard133July 2023Tail End Charlie - Two Things On My Mind
As the title of this article suggests, I would like to address two topics in this Tail End Charlie issue. The first concerns engines. Specifically, I mean our Brassin engines. I will directly follow up on the step by step article by Honza Baranec, who, in my opinion, assembled and painted the engine for the F4F-4 Wildcat in an absolutely fantastic way. I approached him with the idea of an article on the construction of a separate engine right after I saw the result of his work. Little did I know that at this year’s Iron Bunny event, the competitors would be literally racing Brassin Wildcat engines. I would like to take this opportunity to apologize to the contestants for the fact that the printed instructions do not mention the need to cut the plastic parts, and I recommend that all modelers, in case of confusion, check out the instructions on the product page of our e-shop, as they are always the most up-to-date versions. If we find any discrepancy or error, or if we receive feedback from customers that some steps during construction are not clear to them, we modify the instructions. And since it is not possible to send them to all customers afterwards, we update them on the product page of the e-shop.
As the title of this article suggests, I wouldlike to address two topics in this Tail End Charlieissue. The first concerns engines. Specifically,I mean our Brassin engines. I will directly followup on the step by step article by Honza Baranec,who, in my opinion, assembled and painted theengine for the F4F-4 Wildcat in an absolutelyfantastic way. I approached him with the ideaof an article on the construction of a separateengine right after I saw the result of his work.Little did I know that at this year’s Iron Bunnyevent, the competitors would be literally racingBrassin Wildcat engines. I would like to takethis opportunity to apologize to the contestantsfor the fact that the printed instructions donot mention the need to cut the plastic parts,and I recommend that all modelers, in case ofconfusion, check out the instructions on theproduct page of our e-shop, as they are alwaysthe most up-to-date versions. If we find anydiscrepancy or error, or if we receive feedbackfrom customers that some steps duringconstruction are not clear to them, we modifythe instructions. And since it is not possibleto send them to all customers afterwards, weupdate them on the product page of the e-shop.But there is one more type of question weare receiving from our customers regarding theWildcat engines. This brings me to the secondtopic, which is a certain modeling laziness,and maybe I would even go so far as to call itpampering. And we at Eduard are probably toblame for this. We get a lot of questions frommodelers about which version of the Brassinengine for the F4F-3 they should actually buy,because there are four on offer – for the early,mid, late and also for the F4F-3A. This alsocorresponds to the concept of the plastic kit,in which we also deal with several types ofcowlings and engine cooling systems, as well astwo versions of the engine. In short, Grummanchanged and improved these items on the F4F-3several times during the war. And that’s not evenaddressing the cowling of the first 19 productionmachines, which was composed of two halves!Our recommendation is quite simple. Eachmodeler must first clarify what camouflage hewants to model and thus what specific aircrafthe will build. Subsequently, according to theselected camouflage in the instructions, thechoice is made with respect to the appropriateversion of the engine, cooling and engine coversthat correspond to the chosen camouflage.We have all this conveniently indicated in theinstructions for the kits, and it is therefore alsoa reliable guide for choosing an appropriateBrassin set. A general question like “Which setshould I buy for such and such a kit” is oftenimpossible to answer because it deals withmultiple variants of the engine. If you don’tTWO THINGS ON MY MIND Text: Jakub NademlejnskýEngine with two magnetos on the reduction gear housing.Engine subtype without two magnetos on the reduction gear.F4F-3 early version engine. Reducer without the two magnetos, side intake for air cooling on the front of the cowlring and one cooling flap on the side covers.INFO Eduard134July 2023Page 135
have the instructions for the kit with you at themoment, you can access them on the e-shop inelectronic form. By comparing the plastic partsspecified in the kit instructions with the resinsets, you will get answer to the question of whichresin set to buy. To illustrate, I am attachingrenders from the construction of the engines sothat all readers can see the differences.Yes, it may seem complicated to some. Ifwe didn’t care about the design of the F4F-3model and made only one cover (as most modelcompanies would probably do) and then offeredone aftermarket engine, we would have greatlysimplified our lives. But then it wouldn’t be us!Our philosophy is to cover the given subject withthe highest possible degree of accuracy andhistorical faithfulness. It requires the study of allavailable and most up-to-date references and aseries of discussions with experts on the giventopic. And we think that even modelers shoulddevote some time to studying the materials andalso the texts that we publish in the instructionswhen preparing to build their model. We providethis information to modelers precisely to helpthem choose camouflage schemes and toclarify as much as possible the technical andcamouflage specifics of each aircraft offered inthe kit. Short and sweet: We put a lot of effortinto preparation, and we expect modelers to putin some effort as well. Through this joint effort,models faithfully corresponding to the originalsaccording to all available materials can becreated. In the end, we won’t have to spend timethrough customer support answering questionsthat the modelers can answer relatively easily ontheir own. The days when a modeler had to makesuch an engine from scratch are not so distant,and the effort required for such scratchbuildingwas quite considerable. Today, you only need todecide on which one to choose from our options.And I think that’s decent progress ...F4F-3 mid production version engine. Reducer with two magnetos, side intake for air cooling and two types ofupper intake on the front of the cowl ring; variant with one or two separate cooling flaps on the side covers.F4F-3 late version engine. Reducer with two magnetos, side intake for air cooling and two types of upper intakeon the front of the cowl ring; three cooling flaps in a row above each other on the side covers.F4F-3A engine. Reducer without the two magnetos, no side intake for air cooling; single cooling flaps on the sidecovers.INFO Eduard135July 2023EDITORIAL
Hello, dear friends!
Even before the end of the first half of this year, we managed to move our model packaging operation to our new facility in Sedlec. This significantly simplifies our logistics, because until now, we would typically move the plastic pressings from Obrnice to Most, where they would be packed into kits, and then transported them to our warehouse and sales department in Sedlec. These places are not far from each other, amounting to a few kilometers, but it still involved a lot of driving. Now, just one wall and two doors separate the model packaging department from the warehouse and sales section, and the plastic sprues are stored across the yard. Sure, in the big scheme of human evolution, it’s a small step, but still, a huge help. Among other things, we have an archive of kits that have not yet been restored, of which there are still some sixty, and this is a big step in their eventual return to our range as well. The list of new releases for July thus includes the Spitfire Mk.IXc in 1:72nd scale, along with the Fw 190 A-4 and the Roland C.II in 48th. A few hundred pieces are available from each of these kits. Since we have most of the components in stock, we practically do not need to add anything except the sprues, and we can afford to sell these kits at old, pre-inflation prices. I suspect no one will mind.
Let’s turn our attention to July’s new releases. They have been on sale for a week now, but I don't think this will matter too much.
Model Kits
Since the first release of our 48th scale P-51D Mustang, we’ve been thinking about how to handle the unprecedented amount of color schemes of this aircraft and especially of the centerpiece of this wealth of possibilities, the USAAF 8th Air Force. For a long time, I myself have toyed with the idea of a gradual progression of attention bestowed upon the individual Fighter Groups in my head, but there was still a doubt as to how interesting such a concept would be and how it would pan out. Of course, you can imagine it with decal sheets, but the kit is a little bit different. It would probably be very difficult, if not impossible, to release such a large number of kits and to maintain a consistent level of interest in them. On the other hand, to issue only one Limited Edition kit dedicated to the Mustangs of the 8th Air Force would mean barely scratching the surface of the entire theme, while being somewhat repetitious in covering the most famous airplanes flown by the most famous pilots. After long discussions, we finally decided to release three separate items, dedicated to the three Fighter Wings of the 8th Air Force. After going over dozens of aircraft that offered themselves to us, we put together a mix of ten birds that well document the deployment of the Mustang over the last year of the war. The fact is that we have repeated just one previously released subject in this kit, the famous “Big Beautiful Doll” flown by Lt. Col. Landers. And even this was not taken over from previous releases, but changed to a later version of the marking. The result is a mix of ten aircraft, some of which are the most famous flown by the most famous pilots, and the rest, it must be added that the majority, are lesser known and definitely less covered Mustangs. We assume that anyone who decides that they cannot live without this Limited Edition release will be able to make a choice quite easily with this type of presentation.
However, the fine tuning of the concept of this kit does not end there. The kit contains only one set of sprues, so only one model can be built from it. On the other hand, the decal sheet is doubled up as needed for two complete models, the stencil data and national insignia are duplicated. If someone decides to take advantage of this option, the Overtrees offer will be a great way to go. And those who don’t use it won’t lose anything. The price of the kit, despite the large decal sheet, etchings, masks and Brassin wheels and exhausts, all included in the kit, remains the same as for the standard ProfiPACK item.
And while on the subject of ProfiPACK kits, this month we have the Rufe available, the float version of Zero. After all, the Rufe was actually a conversion of a Zero with the classic land based landing gear. This kit offers five color options covering different deployments of the type. The second ProfiPACK release for this month is a reissue of the 1:48th scale Bf 109F-2. I should probably also mention that the Rufe is in 1:48th scale as well.
In the Weekend line, those who have been waiting a long time for a new edition of the Bf 110 G-4 will have something to smile about. The ProfiPACK Bf 110 G-4 kit (Cat. no. 8208), originally released in January, 2021, is also ready to be re-introduced to the market. This kit was planned for January 2021 release, but December 2021 blaze in our warehouse destroyed all unwrapped sprues, so only a small number of packaged kits went to customers. We are now ready for a second attempt with the with the newly manufactured sprues. It will go on sale in August or September. There are less than 1,000 boxes left, so expect them to sell out quickly. The second July Weekend release is the Fw 190A-5 in 1:72nd scale, and in this case, the choice of color markings are mostly for aircraft with the four-cannon wing.
ACCESSORIES
In our new releases for accessory items, we typically focus on the correspondingly fresh items introduced to the market by the world’s kit manufacturers. Among the photoetched brass and masks, we have the Mi-4A in 1:48th scale from Trumpeter, the MiG-17F from Ammo MiG, the Hurricane Mk.I from Hobby Boss, the Do 335 from Tamiya and the F-4E from Meng. All of these are in 1:48th scale. We also have a new ZOOM set for our Bf 110 G-4 in 1:48th and Fw 190 A-5 in 1:72nd. Keeping in 72nd, we are covering the Mosquito PR Mk.XVI as well. In 1:32nd, we have sets for the F-35A from Trumpeter and the A-20G Havoc from HKM.
As for the new Brassin sets, I would point your attention to the collection of sets for our still new Bf 109F in 1:72nd scale, or to the 48th scale sets for the Do 335 from Tamiya and the gorgeous engines for the no less charming Anson Mk.I from AIrfix. Also standing out among the 48th scale releases is the radiator for our P-51D Mustang. I admit that the execution of this part of the kit was not its high point, and I am happy to report that this is being addressed in the forthcoming P-51B . Even so, the printed parts will generally be an advantage over the original injection molded items, and these are very nice replacements indeed. Certainly, those that don’t go down the road of replacing this part with the Brassin accessory won’t be forced into feeling that the kit they purchased has been compromised in any way in its design and production. We also redesigned and printed the cockpit for the Bf 109F-2, part of a gradual redesign of the old Brassin cast cockpits. There are also attention worthy sets for the F-35B from Italeri in 32nd, as well as an exhaust nozzle for the F-16 from Tamiya and several smaller sets we put together for the Spitfire Mk.I from Kotare, whose creators we wish good luck, much success and a long career as a successful manufacturer of plastic model kits.
We also have the usual new LööK and Space sets, Big Eds and Big Sins that are also worth checking out. Of course, further descriptions of these may be found below in this newsletter.
Articles
I had the ambition to write an article describing the story around the Bf 109F flown by Werner Mölders, but I couldn’t do it. I managed to put together quite a respectable collection of photos, but after analyzing them, I still had nagging doubts and gaps in the information I was able to obtain. In addition, we have not yet been able to find photos that we can legally publish, and without photographic documentation, such an article is meaningless in my opinion. So I will continue to search for more information, consult with people who know a lot more about the Luftwaffe than I do, and hope that something publishable will come out of it. But at this moment I apologize for my inadequacy!
Fortunately, we have plenty of articles in this month’s newsletter to ensure that the forces of boredom are kept at bay. We have the next installment in the report on the air war over Ukraine by Miro Barič. May certainly provided something to report on. Perhaps, you noted that at the end of June more things happened in Russia than in Ukraine, so the next installment will be even more interesting. Maybe it’s not just a passing thing! That Russia is truly a land of miracles where the unseen happens and the impossible becomes reality became clear to me during my service days when I was able to get to know the then Soviet Army quite well. I firmly believe in the inability of the Russians to win anything in the foreseeable future in a prolonged regular war. And it won’t help them to talk about their wars tooth and nail and call them various obscure descriptions like “Special Military Operations” or “brotherly aid”. So I wish for the Ukrainians that their homeland, which the Russians currently consider theirs, be returned to them as soon as possible. It took twenty years for us, I firmly believe that the Ukrainians will do it faster. I hope that the Russians get out of their current mess as quickly as possible and, above all, permanently, because this is really not worthy of a cultured nation and the fact that the Romans once did something similar is not exactly a good argument. Where are the Romans today?
We also have a great piece of an article about the 66th Fighter Wing by Jan Zdiarský. But this issue does not only contain historical articles. We have a report on this year’s 24-hour Iron Bunny event in Bublava written by a member of the winning team, Lukáš Loučka, and another Iron Bunny participant, Jan Baranec, weighs in with a description of the Brassin engine assembly for the Wildcat. Jakub Nademlejnský submitted an article about masks for this month’s newsletter.
I sincerely wish you all a pleasant read with this month’s newsletter.
Happy Modelling!
Vladimir Sulc
Frosty battlefield
Text: Jan Bobek
Illustration: Marek Ryś
Cat. No 82219
American General Billy Mitchell told Congress in 1935: “I believe that in the future, whoever holds Alaska will hold the world. I think it is the most important strategic place in the world.” Because the Kuril Islands could be invaded by Soviet troops with American support, the Japanese command wanted to make cooperation between the U.S. and the USSR as difficult as possible if Stalin entered the war against Japan. Therefore, the Japanese command focused on the Aleutian Islands, some of which they wanted to conquer, to establish bases on, and then attack American supply and military vessels. The attack on the Aleutians and the landings on Attu and Kiska in June 1942 were not an action to divert attention from the attack on Midway, as it is sometimes stated. It was a strategically equivalent part of an invasion operation that had northern and southern objectives, with reserve forces operating roughly halfway between the Aleutians and Midway.
After the Japanese carriers sailed from the Aleutians, the Tōkō Kōkūtai was tasked with fighter cover for the invasion force. Among other seaplanes it operated A6M2-N Rufe fighters. The fighter unit began operations in early July 1942, and was later detached to form the 5th Kōkūtai, redesignated Kōkūtai 452 towards the end of the year.
The weather in the Aleutians is cool and very changeable even in summer, characterized by low clouds. American flying boats and two- and four-engine bombers soon began attacking Japanese forces. Because of the low altitude, their raids were not only covered by fighter escorts, but were preceded within minutes by fighter attacks against air defense positions. These operations involved pilots of Lightnings, Airacobras and also Curtiss P-40s of both the US and Royal Canadian Air Forces.
Rufes were initially moored in the shallows and maintenance was done in largely improvised conditions on shore. A hangar was later built on Kiska Island, but the Allies meanwhile quickly built new airfields on the Aleutians. While defending their bases, Rufe pilots often fought against superior numbers, but were also tasked with anti-submarine patrols and attacks on Allied airfields. The Rufe unit shot down fifteen aircraft certainly and five probably from the summer of 1942 to March 1943. In less than eight months of its combat deployment, it operated against the enemy during sixty days, in many cases conducting multiple actions in a single day. Twelve Rufes and ten pilots were lost in aerial combat. Another 23 Rufes in the Aleutians were written off because of malfunctions and weather.
Among their opponents were P-40 pilots from the 11th FS, 343rd FG. In 1942, they operated out of Fort Glenn on Umnak Island and 11th FS was one of the units that faced a raid by Japanese carrier planes during the attack on Dutch Harbor. Initially, 11th FS was armed with Curtiss P-40Es, which are listed in its reports until August 1943. From September 1942, it also used P-40Ks, and after August 1943 unit´s airmen were flying P-40Ns. While operating in extremely difficult conditions, 11th FS airmen scored six victories and eleven of them did not return from combat. During World War II, nearly 100 more 11th FS aircraft were damaged or destroyed due to accidents. In 1942, 11th FS was led by Lt/Col John Stephen Chennault, son of the legendary Flying Tigers commander. And because the apple didn't fall far from the tree, tiger-inspired paintings also appeared on the noses of 11th FS Curtisses, but they were more prominent than those of his father's American Volunteer Group.
John S. Chennault, like his opponents, faced extremely adverse conditions for combat. He scored one Rufe seaplane on September 25, 1942. Both sides took pride in their ability to accomplish combat missions in the Aleutian area. After the war, Chennault commented in a unit history, “As long as I live, there'll never be another like the “We'll Be There” Squadron. We went through so much and were so ill prepared in everything but morale, but we had that. The hardships the men had to put up with and the manner which they accepted them made you proud to be an American.”
John S. Chennault, who later served in the Korean War, is buried next to his father in Arlington Cemetery.
For more details on the Rufe and its deployment to the Aleutian area, see the April 2023 issue of INFO Eduard magazine.
Back in Russia
Text: Jan Bobek
Illustration: Antonis Karydis
Cat. No. 7470
Jagdgeschwader 26 “Schlageter” is best known for its deployment in Western Europe, which lasted continuously from September 1939 until the end of the war. However, in 1941 its 7th Staffel was deployed for several months in the Balkans, Sicily and Africa. In August 1942, a specialized high-altitude 11./JG 26 was established in France, but in November it was transferred to Italy, then Sicily, and subsequently became involved in fighting in North Africa. In early 1943 it was incorporated into II./JG 51.
The largest part of JG 26 to separate from its parent unit was the contingent that arrived in Russia in early 1943. This was again the 7./JG 26 under the command of Hat. Klaus Mietusch and I./JG 26 led by Maj. Johannes Seifert consisting of a Stab and three Staffeln. Their Fw 190 As were then a novelty on the Eastern Front. JG 26 was backed up by JG 54 “Grünherz”, which was familiarizing itself with the Focke-Wulfs at this time. Mietusch with his 7./JG 26 joined I./JG 54 on the Leningrad front. As a replacement, 4./JG 54 moved to France and continued on the Bf 109 G type. Seifert's I./JG 26 began operating from the Relbitsy base west of Lake Ilmen in early February 1943. Technical support was provided by ground personnel of III./JG 54, whose pilots, without their Bf 109 Gs, moved to Western Europe as well.
In mid-February 1943, I./JG 26 performed attacks against Soviet infantry massing around Lake Ilmen. The pilots completed up to ten sorties a day over several days, and the enemy troops eventually withdrew. Seifert´s I./JG 26 first encountered Soviet aircraft on 16 February west of Demyansk. Airmen from Stab and 1./JG 26 claimed eleven Il-2s without loss of their own.
The first encounter with the Soviet fighters showed that after two years of fighting these had learned a lot and handled well both their new domestically produced aircraft as their machines delivered under Lend-Lease. The battle occurred on 17 February south of Lake Ilmen. I./JG 26s clashed with a formation of Il-2s with fighter escort identified as Yaks and P-40s. The fighter escort prevented the loss of the bombers, one of the German pilots crashed into the ground during the engagement, another was shot down by a fighter, and the third pilot was shot down by flak. Four more Fw 190s sustained damage, one of which was so severe that the machine had to be written off. Pilots from I./JG 26 reported three Curtiss P-40s shot down.
The climatic and combat conditions on this battlefield were very different from what the Schlagetergeschwader airmen knew from their time in France. Air battles were usually fought at lower altitudes and in smaller formations. Fighting often occurred over the front area, where Soviet anti-aircraft artillery was also a tough opponent. One of the airmen who had experience with this battlefield was the commander of 3./JG 26 Hptm. Rolf Hermichen. At the beginning of the war he served as a Bf 110 pilot in 6./ZG 1, which was later redesignated 9./ZG 76 and then 6./SKG 210. He achieved four victories in the Battle of France and added three more during the Battle of Britain. Before the attack on the Soviet Union, he scored one more victory in Norway. In the fighting in the East he performed many strafing attacks and also achieved his last three victories in the Bf 110, shooting down a Pe-2 bomber and two Yak-1s. In 1942 he was appointed commander of 3./JG 26.
Photographs of JG 26's deployments to the Eastern Front are very rare and a number of them relating to Hermichen were published by the late Jerry Crandall in his book Fighters of the Iron Cross. Hermichen scored his 22nd victory after returning to the Eastern Front on February 18, 1943, in a dogfight with a LaGG-3 fighter pilot, while fighting a formation of Il-2s. For the illustration, rendered on a boxart by Antonis Karydis, we have selected Hermichen’s duel with Pe-2 bombers, which took place on March 7 south of Lake Ilmen. He claimed two victories and apparently clashed with several crews from 46. BAP, which conducted a free search for targets in German-occupied territory. The only casualty was the crew of Lt. Georgiy G. Reshetnikov, who remains missing together with his navigator Ml. lt. Mikhail I. Nakonechnyuk and gunner Serzh. Grigory F. Silenok.
When the guns jam
Text: Jan Bobek
Illustration: Adam Tooby
Cat. No. 8405
Martin Becker, with 58 kills, was among the ten most successful German night fighters. Originally serving as a reconnaissance pilot, he switched to night fighters in the spring of 1943, specifically to 11./NJG 4. In August of that year, his unit was re-designated 2./NJG 6 and he became its commander in October. Becker soon began to achieve success against the RAF, claiming six victories in one night and seven on another occasion. On the boxart, Adam Tooby captured one of Becker’s fights in the summer of 1944 with his frequent adversary, a Lancaster crew.
After achieving his 43rd victory, Becker was appointed to command IV./NJG 6, based in Germany, in late October 1944. However, parts of his unit were also detached in Romania and Bulgaria at the time. In addition to Messerschmitt Bf 110 G-4s, the IV. Gruppe was also armed with Junkers Ju 88 G-6s, which was the case for most parts of NJG 6 at the time.
Becker and his crew achieved their most notable success on the night of March 14–15, 1945. The fight was described in detail by Theo Boiten in the publication Nachtjagd War Diaries. The British bombers, which included B-17s in RAF colours, had several targets and the German fighters were greatly hampered by the British jamming radio communications.
Around ten o’clock in the evening, ground control guided fighters from II., III. and IV./NJG 6 and some from NJG 5 to the area around Lützkendorf. Among them was Ju 88 G-6 “2Z+MF” under the command of Becker. His crew consisted of radar operators/gunners Lt. Johanssen and Ofw. Rauch, and Ogefr. Welzenbach as flight engineer. Their machine was equipped with a FuG 220 Lichtenstein SN-2 radar and also a Naxos system for detecting British radars on board of bombers.
Becker’s crew, by combining the two systems, managed to identify six Lancasters in succession and hit them, with some of them observed to hit the ground. Then the Junkers’ front weapons suffered a jam and Becker wanted to return to base. However, Johanssen suggested that if they could get forward and under an enemy bomber, he could open fire from the rear twin MG 131 guns. The crew successively guided Becker under two Lancasters and one British B-17. Johanssen managed to hit all of them. He also observed some of the crew bail out of the B-17 and the aircraft hit the ground. This gave Becker and his colleagues nine victories in one combat flight.
The crews of NJG 6 in the area around Lützkendorf claimed a total of sixteen downed bombers. The RAF lost eight Lancasters in this area and three others were damaged, at least one of which was hit by Johanssen. Fire from this radar operator also sent one Boeing B-17 to the ground. This was BU-O (HB 802) from No. 214 Sqn RAF commanded by Flt/Lt Norman Rix DFC. His crew consisted of British, Australians and New Zealanders and all managed to survive. Their colleagues from another Flying Fortress were not so lucky. They were all captured, but after a few days, five of them were murdered.
Rix’s Boeing was hit at 3,000 feet on its return from the target. The airmen aboard the Flying Fortress thought they had been hit by light flak, but Johanssen clearly identified his target; it was the first time he saw a B-17 with the distinctive silhouette of its tail surfaces. Rix bailed out of the aircraft very low to the ground and almost immediately after opening his parachute he ended up in the tree canopy. Later, while in custody, he managed to convince his wardens to lay down their arms with the German troops in the Bavarian town of Ettringen. He contacted an American tank patrol and informed them that Ettringen was already in British hands. As a result, Allied troops took the site without a fight.
Karl-Ludwig Johanssen completed 68 combat sorties as a radio and radar operator and was credited with assisting 59 night kills. His boss, “Tino” Becker, flew only 110 combat sorties during World War II, 27 of them as a reconnaissance pilot. Together they were decorated on March 20, 1945. Lieutenant Johanssen received the Knight's Cross and Becker, who already had this decoration, received the Oak Leaves.
The First Winter
Text: Jan Bobek
Illustration: Adam Tooby
Cat. No. 82115
When Adolf Hitler broke the Molotov-Ribbentrop Treaty and attacked Stalin’s Soviet Union with his allies on June 22, 1941, the greatest ground and air battles in world history took place. However, the forces of Germany and its satellites launched the attack later than originally planned. And the command's ideas that the Soviets would be defeated by winter were wrong for many reasons. In addition, the Soviet Union soon began to receive help under the Lend-Lease Act. Coming winter 1941/1942 German ground and air units were in a situation for which they were often ill-equipped, unlike their opponents who knew the terrain and the Russian winter well.
One of the units that fought in Russia at that time was Jagdgeschwader 54 “Grünherz” under the command of Kommodore Hannes Trautloft. One of his Gruppen, I./JG 54, was commanded from February 1942 by Hptm. Hans Philipp, whose duel is depicted on a boxart by Adam Tooby. Trautloft ordered preparation of report relating Geschwader experiences from November 1, 1941, to April 30, 1942. It is available in the Bundesarchiv under the signature RL 10/477. The document is 80 pages long and in a few paragraphs, I will try to summarize some interesting points from the first seven chapters.
JG 54 was deployed on a frontline stretching 330 km long in the Army Group Nord area between Lake Ilmen and Leningrad. It was subordinated to Luftflotte 1 within the I. Fliegerkorps. Its armament consisted of Bf 109 F-2s and the first F-4s were received by III. Gruppe in March 1942. In December the temperature dropped to minus 10´C, but by January it reached minus 42°C. During this period, JG 54 flew 8,946 combat sorties and 1,258 ground attack sorties. In doing so, it claimed the shoot-down of 51 reconnaissance, courier and transport aircraft types, 107 bombers, most of which were modern Pe-2 and Il-2s, and destroyed 518 fighter aircraft, more than 80% of which were modern aircraft.
During the winter the Soviet airmen modified their formations in a manner similar to that used by the Germans. Due to the technical superiority of the Bf 109 F, their enemies began to use a defensive circle against which the Germans had to develop offensive tactics. On this battlefield JG 54 encountered for the first time the Curtiss P-40s, which they judged to have good rate of climb and ability to manoeuvre in turns.
The Soviet formations usually flew machines with white camouflage paint as well as the original dark camouflage, which made it difficult for the Germans to get an overview of the number and position of their enemies. The Bf 109 F usually used a four-plane formation (Schwarm), which was split into a pair (Rotte) that attacked and a second Rotte that provided cover. The recommended method of attack was at close range from the rear, due to the quality of the armour of the Soviet machines. When the firing ceased, it was recommended to pull in and fly over the enemy so that the German machine would not be hit by debris.
Soviet bomber formations usually flew in numbers of three to twelve machines with a strong fighter escort. Against such superior numbers, it was necessary to call in additional Rotten and Schwärme from other sections of the front in order to draw the fighter escorts into the fight and then attack the bombers. The Pe-2 formations were very disciplined and it was not recommended to attack them directly from the rear. If a bomber was hit, the other Pe-2 crews would try to line it up in the centre of the formation to protect it.
According to the JG 54 pilots, the Il-2s had excellent armour and it was recommended to fire at the tail surfaces, ideally from above or from the side. The JG 54 report shows respect for the rear gunners of enemy bombers. Mention is also made of the problem of retraining rookie pilots, who had a great appetite for combat but at the same time underestimated the enemy.
Escorting German bombers was more difficult than in the summer of 1941, mainly because of the timing of rendezvous and also because Ju 88 crews tended to use looser formations. JG 54 rated better the Stukas crews, who maintained tight formations in a disciplined manner.
JG 54 judged the enemy anti-aircraft defences to be highly effective, these were particularly dangerous during strafing attacks. It was not recommended to attack a single target twice, and it was essential to fly low when departing.
Markings for A6M2-N Rufe 1/48
Kōkūtai 452, Kiska island, Aleutians, early 1943
This Rufe got dark green paint at the unit level. The camouflage later showed signs of wear, especially on the wing and on the rear fuselage around the horizontal tail surfaces. The aircraft of this fighter unit successively bore at least four different markings on the tail surfaces, depending on how the unit was designated and subordinated to different commands. Its most successful fighter was the CPO Gi-ichi Sasaki. The native from Miyagi Prefecture joined the Navy in 1937. He became a pilot of two-seat float planes and participated in combat in China. He took part in the conquest of the Philippines and the Dutch East Indies on board of the Mizuho seaplane tender. After its sinking, he was assigned to the Tōkō Kōkūtai in the Aleutians, which was eventually renamed the 5th Kōkūtai and then Kōkūtai 452. He achieved a total of four individual victories – five shared and one aircraft credited shared as probably destroyed. He was killed on February 19, 1943, over Amchitka Island in a dogfight with a Curtiss P-40 pilot.
Seaman 1st class, Takio Maruyama, aviation unit of seaplane tender Kamikawa Maru, Shortland, September 1942
This plane was early production Rufe with folding wingtips. The Kamikawa Maru was completed in 1936 as an ocean liner but was converted to a seaplane tender a year later and was combat deployed in the aggression against China until the spring of 1941. At the start of the fighting in the Pacific, her air unit was equipped with E13A1 Jake and F1M2 Pete seaplanes, but by September 1942 she was deployed in the Solomon Islands area with eleven A6M2-Ns and two F1M2s. The main tasks of her airmen were base protection, convoy escorts and also attacks on ground troops on Guadalcanal. In addition to engagements with B-17s and Cactus Air Force pilots, the Kamikawa Maru airmen also got into combat with aircraft from the USS Hornet (CV-8). One of them was Takio Maruyama. He was credited with one victory over a B-17 bomber. The Kamikawa Maru and Maruyama’s performance with the No. 107 aircraft was cited in a letter of commendation by the Commander of the Combined Fleet in September 1942. Maruyama with machine YII-107 was killed on October 10, 1942, in a dogfight with VMF-223 Wildcats while escorting Japanese vessels from the so-called Tokyo Express bound for Guadalcanal. On board the light cruiser Tatsuta was Lt. Gen. Hyakutake.
Kōkūtai 802, Faisi-Poporang base, Shortland Islands, February 1943
This aircraft was among the new ones that Kōkūtai 802 took over in Japan during early 1943. At the unit level, the aircraft received a dark green paint and it probably had a late production stencil on the fuselage. The tail sported a horizontal red stripe on the vertical tail surfaces, which was probably the unit’s identifying marking. It is likely that the aircraft took part in the aerial combat on February 13 and 14 during the defense of the Shortland Islands and Buin, in which the American units suffered fairly significant losses. After relocation to the Marshall Islands area in March 1943, Kōkūtai 802, under the command of Lt.(jg) Yamazaki, was primarily engaged in anti-submarine patrols and the pursuit of four-engine bombers. Long-range reconnaissance was carried out by another part of this unit, which was armed with H8K Emily flying boats. In September 1943, the designation of its aircraft was changed to Y4 in connection with the transition to the subordination of the 22nd Kōkū Sentai (Air Flotilla). The identification markings on the tail surfaces of Rufe seaplanes changed from red to white during service in the Marshall Islands. In October, fighter unit of Kōkūtai 802 was integrated into Kōkūtai 902, and in November, the fighter unit clashed with US Navy aircraft during a raid on Truk.
Takuma Kōkūtai, Takuma base, Japan, 1944
This aircraft was originally finished with grey paint on all surfaces. Later, at the unit, it was given a dark green paint job on the upper surfaces. By the time it was in service with Takuma Kōkūtai, the green paint was badly worn, with reddish-brown primer and metal surfaces visible in some areas. The stripe on the fuselage was probably the designation of the aircraft flown by leader of fighter unit. Takuma Kōkūtai was established in mid-1943 to train seaplane crews and it included a fighter unit with Rufe aircraft which was also tasked with training, including dogfight practicing. However, the command envisaged the eventual deployment of Rufe aircraft by this unit for the air defense of Japan. A photograph of a Rufe seaplane from the Takuma Kōkūtai exists, showing the mount of Ensign Kyoshi Suga armed with 30 kg bombs for use against B-29 bombers, but there is no evidence that such a combat deployment occurred. In 1945, part of the Takuma Kōkūtai was deployed on Kamikaze missions. Takuma Kōkūtai was disbanded at the end of the war.
Kashima Kōkūtai, Kashima base, Japan, 1944
This late production aircraft was finished in a factory applied dark green paint. Kashima Kōkūtai was established in 1938 as a training unit for seaplane crews. Her fighter unit, armed with Rufe floatplanes, was deployed several times to fight alongside Katori Kōkūtai airmen in the Home Defence and achieved several fighter and bomber kills. It was probably with this unit that the Hellcats of VBF-12 from USS Saratoga (CV-3) came into conflict around Kashima on February 16, 1945 and the Hellcats of VF-29 from USS Cabot (CVL-28) on March 18. In the first mentioned combat, the American fighters reported five Rufe kills and in the latter encounter claimed four victories. In May 1945, the Kashima Kōkūtai training section was cancelled, and a number of aircraft and crews were deployed on Kamikaze missions. Kashima Kōkūtai was disbanded at the end of the war.
Markings for P-51D 1/48
P-51D-15, 44-15492, Lt. Billy Clemmons, 38th FS, 55th FG, 8th AF, Wormingford, United Kingdom, April 1945
Billy Clemmons started his pilot training in January 1943 and in February 1944 obtained his “wings“. After he completed his training in August 1944 he was assigned to 38th FS, 55th FG. In the course of his war-time career he flew 62 combat missions and scored four and half air victories including one individual and one shared kill of the Me 262 jet. He destroyed five more aircraft on the ground. He decorated his personal Mustang with an Indian’s head with inscription “Huacoar“ on the port side of the nose and the starboard featured the inscription “My Gal Sal“. During the Korean War Clemmons was called back to the active duty and attached to the 75th Fighter Incerceptor Squadron which flew F-86 Sabre jets. Then he was ordered to the 513th FIS in England and France. After his return to the United States he was assigned to the Flight Training Headquarters as an instructor on T-37 and T-38. He attented several military schools, including the Air War College in Montgomery, Alabama. Consequently he was attached to the Department of the Chiefs of Staff in Pentagon, Washington D.C. and later took part in the introduction of the global military command and management system which was, in fact, the predecessor to the internet. After he finished his military career for several years he worked for Waco Hotel Supply and in the end he started his own restaurant equipment company, Clemco Restaurant Equipment Co.
P-51D-15, 44-14985, Maj. Edward B. Giller, 343rd FS, 55th FG, 8th AF, Wormingford, United Kingdom, September 1944
Edward Giller was born in Jacksonville, Illinois, in 1918. He graduated from the Kemper Military School in Boonville, Missouri and in 1940, the University of Illinois with BS in chemical engineering. In September 1941 he joined the military and at the same time the pilot school where he gained his wings in April 1942. During WWII he commanded the 343rd FS and later became the deputy commander of the 55th FG. As a fighter pilot he flew 115 combat missions and logged 465 hours in P-38 and P-51. He destroyed three enemy aircraft, including Me 262 jet and six more airplanes on the ground. Giller flew two Mustangs, s/n 44-14985 and s/n 44-15701. Both of his Mustangs were christened “Millie G“ after his wife Mildred who was a flight attendant. Giller’s Mustang sported the standard 343rd FS marking i.e. black prancing horse on the yellow rudder. After the war, in 1948, he obtained MS in the chemical engineering and in 1950 a doctorate in the chemical engineering. He served as an executive director of the Weapons Effect Division center. After that he became an assistant director and then director of the research at the Air Force Special Weapons Center at Kirtland airbase where he also acted as a USAF liason officer in the Orion, nuclear spaceship project. He passed away in October 2017 at the age of 99.
P-51D-20, 44-64147, Capt. Richard A. Hewitt, 82nd FS, 78th FG, 8th AF, Duxford, United Kingdom, April 1945
Richard A. “Dick” Hewitt joined the 78th FG based at Duxford in September 1943 and flew with this unit until the end of hostilities. The unit operated P-47 but in December 1944 converted to P-51D Mustang and in the end of that month already flew its first mission with them. Hewitt logged 20 missions flying this type out of his total 100 missions. On March 21, 1945, he assumed command of the 82nd FS after he had shot down three Bf 109 two days earlier. On April 17 he destroyed a Me 262 on the ground after he had shot down another Schwalbe shortly before the landing at the Lechfeld airfield. This kill however remained unconfirmed because his wingman, the only witness to this kill, was consequently shot down and became POW. Hewitt ended the war after two tours of duty during which he logged 426 hours. Official Hewitt’s score was four aerial victories plus four individual and one shared enemy aircraft destroyed on the ground. During his second tour of duty, Dick was promoted to the 82nd FS commander. His awards include Silver Star, four DFC and 13 Air Medals. The inscription “Big Dick” on his Mustang refers to Hewitt’s nickname. After the war he wrote a book “Target of Opportunity.”
P-51D-20, 44-72218, Lt Col. John D. Landers, CO of 78th FG, Duxford, United Kingdom, March 1945
John Dave Landers was born on August 23, 1920, in Joshua, Texas. He joined the Army Air Force in April 1941. After completing the pilot training, In January 1942 he was assigned to the 9th FS in Australia, a unit that flew P-40s. In the Pacific theatre, he scored six kills, and in January 1943, he was called back to the States. There, he served as a flight instructor, but in April 1944, on his own request, was reassigned to a combat unit. It was 38th FS based at Wormingford, operating P-38, which converted to P-51 as of July 1944. After being promoted to Lt. Col., he assumed command of the 357th FG, which he led from October to December 1944. After some downtime in the United States, he returned to Great Britain and was named CO of 78th FG, holding this post until the end of the Second World War. In December 1945, he left the military and worked in construction. He died on September 12, 1989.
P-51D-10, 44-14372, Capt. Kirk B. Everson, 504th FS, 339th FG, 8th AF, Fowlmere, United Kingdom, April 1945
Everson‘s airwar career took off in 1945 only. Regardless, he achieved great successes in the numerous diving strikes on the German-occupied airfields. Mustang he regularly flew was inherited from Richard C. Penrose who had christened it “Beaver Chant“. Everson renamed it “Mery Belt“. On April 4, 1945 he shared a victory over Me 262 above Parchim. Three days lated he shot down a Bf 109 nearby Celle. On April 10, during the strafing attack on the Neuruppin airfield, he destroyed three enemy aircraft and on April 16 three Fw 190 fell victims to his guns at Klatovy airfield. On the following day Everson re-appeared over the Klatovy airfield and this time he claimed the destruction of seven airplanes.
P-51D-10, 44-14419, Capt. William B. Price, 350th FS, 353rd FG, 8th AF, Raydon, United Kingdom, December 1944
Bill Price was a member of the 350th FS, 353rd FG from November 1942 till December 1944 and flew with it 108 missions in two tours of duty. Flying P-47 he achieved two aerial victories and four on the ground. After the unit converted to new P-51D Mustang he scored his last kill at the controls of the aircraft named “Janie“. Price’s Mustang was camouflaged with a green paint on the upper surfaces, probably British Dark Green. The aircraf nose sported the black and white checkerboard, identification marking of the 353rd FG.
P-51D-20, 44-63684, Lt. William B. Bailey, 352nd FS, 353rd FG, 8th AF, Raydon, United Kingdom, May 1945
Lt. William Bradford Bailey commanded the 352nd FS since its formation in October 1942 until July 7, 1944 and in the end of the war he was one of the most experienced pilots of the unit. After his long tenure with 352nd FS, he was transferred to the 353rd FG Headquarters and until the end of the conflict he flew in total 186 missions (454.05 flight hours). On March 2, 1945, a the controls of his Mustang named “Double Trouble Two“ he claimed two Fw 190 destroyed south of Wittenberg. These were last Bailey’s kills of the war. His final score stood at three aerial and three ground victories.
P-51D-10, 44-14896, Maj. Leonard K. Carson, 362nd FS, 357th FG, 8th AF, Leiston, United Kingdom, September 1944
Captain Leonard “Kit” Carson was one of the most successful pilots of the 357th FG. He finished the war as a commander of the 363rd FS with 18.5 kills to which he added three airplanes destroyed on the ground. He flew four P-51 Mustangs, all of them carried his personal inscription “Nooky Booky” on the engine cowling. The aircraft s/n 44-14896 was his third. It sported seven kill markings on the side of the fuselage which Carson scored till the beginning of November 1944. The plane was marked with the standard identification stripes including the invasion bands on the fuselage. Carson’s Mustang was camouflaged in the dark green paint on the upper surfaces including the landing flaps’ interiors. The paint was probably British RAF Dark Green. The lower surfaces were painted in Medium Sea Grey.
P-51D-10, 44-14450, Capt. Clarence E. Anderson, 363rd FS, 357th FG, 8th AF, Leiston, United Kingdom, October 1944
“Bud“ Anderson was born on January 13, 1922 in Oakland, California. In January 1942 he joined the Army and till September 28, 1942 served as an Air Cadet. In November 1943 he was assigned to the 363rd FS, 357th FG. He finished his first tour of duty in June 1944 and returned to the United States for two months. In September 1944 he returned to his original unit. In the beginning of December 1944 he was promoted to Major and in January 1945 finished his second tour of duty. In total he flew 116 combat missions and logged 1423 flight hours. His final score was 17 confirmed aerial victories. After the war he mostly flew as a test pilot and he retired from the Air Force on March 31, 1972. Mustang flown by Clarence “Bud“ Anderson during his second tour was initially camouflaged on all upper surfaces, including the landing flaps interiors, in dark green paint, probably RAF Dark Green. The lower surfaces were painted in Medium Sea Grey. In the end of 1944 Bud had camouflage paint removed from his Mustang and flew it in the natural metal finish. “Bud“ Anderson named his new Mustang the same as the previous ones, “Old Crow“ and shot down in it four more German aircraft. After he finished his second tour of duty, his “Old Crow“ was handed over to Lt. James Taylor from the 363rd FS and renamed “Pretty Pix“. After the war the aircraft was transferred to Neubiberg air base in Germany where it ended up as a scrap metal.
P-51D-15, 44-14888, Cpt. Charles E. Yeager, 363rd FS, 357th FG, 8th AF, Leiston, United Kingdom, October 1944 - January 1945
Charles Elwood “Chuck“ Yeager belongs to the most famous pilots of all times thanks to the fact that on October 14, 1947, flying an experimental Bell X-1 rocket powered aircraft, as a first human he flew at the speed of sound. Before that, during WWII, he had become a fighter ace. “Chuck“ Yeager was born on February 13, 1923 in the little town of Hamlin in West Virginia. He joined the army shortly after graduating from the high school in September 1941 and in December 1942 he was accepted to the pilot training. In March of the following year, he gained his wings and was attached to the 363rd FS, 357th FG equipped with Bell P-39 Airacobra. In England, the 357th FG, with its 363rd FS, was attached to the 8th Air Force and converted to P-51 Mustangs. Yeager flew three Mustangs, all named “Glamorous Glen“ after his fiancee Glennis Dickhouse. Yeager flew his first combat mission in February 1944. On March 4 he scored his first victory against a Bf 109 but on the following day the luck turned its back on him. He was shot down near French Bordeaux. After he successfuly bailed out, he avoided capture with the help of the French Resistance and returned back to England via Spain. His final score at the end of war stood at 12 kills including a Me 262. He continued in the successful aviation career after the war. He commanded the 405th Fighter Wing in Vietnam and in 1970s worked as a Director of the Flight Safety of the USAF. He retired on February 25, 1975 having logged 10,131.6 flight hours on 361 (!) different types of aircraft. He passed away on December 8, 2020 at the age of 97.
Markings for Fw 190A-5 1/72
Oblt. Rolf Hermichen, 3./JG 26, Dno field base, the Soviet Union, March 1943
Rolf Hermichen achieved 66 kills during the WW II, the first 11 of them as a Bf 110 pilot during the battles of France and Britain. He was transferred to III./JG 26 in November 1941 and first served as an adjutant to Josef Priller, the CO of III. Gruppe. As early as May 1, 1942, Hermichen became Staffelkapitän (CO) of the 3. Staffel. When I./JG 26 moved to the Eastern Front in January 1943, he added eight more kills to his existing 21. Already as Hauptmann, on his return to the Western Front he temporarily led III. Gruppe from June 15 to July 4, 1943 and became CO of I./JG 11 on October 16. There, as a part of the Defense of the Reich, he was very successful in combat against Allied bombers. In total, he had 25 (or 26) of them to his credit. His last success came on April 24, 1944, when he shot down a P-51D. He was shot down himself on May 12 and after withdrawal from operational duty, he served at Headquarters of 2. Jagd-Division. From October 1944 to January 1945, Hermichen served as CO of II/JG 104. The Fw 190A-5 he was flying in the spring of 1943 had the original RLM 74 and 75 shades oversprayed by irregular spots of green shades, probably RLM 70 and 71, which were partly oversprayed by white color for winter operations. The white was already quite weathered in March. The original camouflage was probably apparent inside the crosses on the upper side of the wing. The shape and size of the green spots on the wing and right side of the fuselage is a reconstruction.
Maj. Fritz Losigkeit, CO of I./JG 1, Deelen, the Netherlands, April 1943
Fritz Losigkeit (1913–1994) was born in Berlin and starting from October 1936 served with JG 2 “Richthofen”. He joined Legion Condor in Spain in March 1936 but was shot down and captured. In April 1939 he joined 2./JG 26 and later became CO of this unit. A shift in his career occurred in June 1941, when he became member of the diplomatic mission in Japan. After his return in March 1942 he took over the command of I./JG 26, but he did not stay too long there, as he was sent to Eastern Front to lead III./JG 51 shortly afterwards. In April 1944 he became Kommodore of JG 51 and a year later he took over the command of JG 77. Losigkeit scored 68 victories in approximately 750 missions flown and was awarded Knight’s Cross. An interesting feature of the marking of his Fw 190 was the stripe of the flags under the canopy representing his combat deployments and foreign affairs assignments. Emblem of IV./JG 1 and victory marks on rudder are not confirmed by photos. After the war Losigkeit was working for CIA-controlled organization Gehlen, later he became secretary of Free Democratic Party (FDP). Camouflage consists of RLM 74, 75 and 76 colors with spinner in RLM 70.
Lt. Emil Lang, 5./JG 54, Orel, the Soviet Union, summer 1943
Lt. Emil “Bully” Lang managed to shoot down 173 enemy aircraft over the course of more than 400 combat missions. Of these, 144 were achieved in the Eastern Front. Lang, pre-war athlete and Lufthansa pilot, proved to be a real expert in combat flying. His immense success rate could nicely be illustrated with downing 72 enemy aircraft within three weeks of December 1943. At that time, he was 34 and thus one of the oldest Luftwaffe pilots. His lucky days ended on September 3, 1944. At the time, he was a commander of II./JG 26 and was shot down during combat with Spitfires Mk. XII of No. 41 Squadron RAF over Belgian territory. He fell victim to F/Lt. Terry Spencer. This Fw 190A-5 was flown by Lt. Lang during the time he was commander of 5./JG 54. The upper surfaces of Lang’s Fw 190A-5 were camouflaged by irregular fields of two shades of a green and a sand color. The darker of greens was probably RLM 70, while the other two shades were non-standard colors. Undersurfaces were painted in RLM 76 and the aircraft sported yellow markings of the Eastern Front: lower engine cowl, bottom wingtips and rudder and also wide band around the rear fuselage. Other aircraft of JG 54 were finished in the same manner.
WNr. 1230, Obstlt. Walter Oesau, CO of JG 2, Beaumont le Roger, France, June 1943
Walter “Gulle” Oesau joined JG 2 “Richthofen” before the war and in April 1938 was transferred to Legion Condor in Spain. In August 1940, already as CO of 7./JG 51, he was awarded Knight’s Cross after gaining 20 victories in WWII. He briefly led III./JG 51 and in November was appointed CO of III./JG 3. On July 15, 1941, his victory tally had reached 80 and at the end of July 1941, he took command of JG 2 in France. Oesau recorded his 100th victory on October 26, 1941 and was appointed Kommodore of JG 1 in November 1943, following the death of Oberst Hans Philipp. On May 11, 1944, Oesau was shot down and killed by P-38s in the cockpit of Bf 109G-6/AS (WNr. 20601) “Green 13” near St Vith. “Gulle” Oesau scored 127 victories in over 300 combat missions. Nine of them in Spain, 74 in the West and 44 over the Eastern Front. This Fw 190A-5 was manufactured by Focke-Wulf in Marienburg in the first half of 1943. Camouflage consisted of RLM 74, 75 and 76 color shades with spinner painted RLM 70. The rudder sported symbols of five victories (101st to 105th) against four-engined bombers.
Marking for Bf 110G-4 1/72
Oblt. Martin Becker, 2./NJG 6, Florennes, Belgium, May 1944
With 85 kills Martin Becker was the tenth most successful night fighter pilot of the Luftwaffe. He was special for achieving multiple kills of British four-engine bombers during a single mission, scoring nine (!) four-engine bombers on March 14, 1945, although three of them were achieved by his radio operator Ofw. Karl-Ludwig Johanssen, after Becker’s forward firing cannons either jammed or were out of ammo. A native of Wiesbaden, where Becker was born on April 12, 1916, he joined the army in 1936 and was trained as an aerial observer. In this role he flew in the Battle of France, but shortly after he started his pilot training at the Merseburg flight school. Becker received basic and advanced training for night fighters and was assigned to 11./NJG 4, which was transformed into 2./NJG 6 on April 1, 1943. Johanssen served as Becker’s radio operator from March 1944 and became one of the few ROs to be awarded the Knight’s Cross. Becker scored his first victory on September 23, 1943, by the following month he was already Staffelkapitän of 2./NJG 6 and by December 21 he had achieved ace status. His Bf 109G-4 of unknown serial number bore the spray paint of RLM 76, the silhouette of the aircraft was darkened by irregular spots of RLM 75. His aircraft was armed MG 151/20 cannons.
WNr. 720260, Oblt. Heinz-Wolfgang Schnaufer, CO of IV./NJG 1, Sint Truiden, Belgium, April 1944
Heinz-Wolfgang Schnaufer, the most successful night fighter ace of all times, recipient of the Knight Cross with Oak Leaves, Swords and Diamonds, flew from the beginning of his military aviation career as a night fighter. In total he shot down 121 enemy aircraft, predominantly four-engine British bombers. During the whole war he was wounded only once and none of his crew members was ever wounded in combat. Schnaufer survived the war and at the end of hostilities he decided to concentrate on the family wine business. He died on June 15, 1950, two days after the car crash in which he collided with a truck in Cestas near Bordeaux in France. Schnaufer, nicknamed “The Night Ghost of St. Trond”, flew this Bf 110G-4 during the spring months of 1944 when he assumed command of IV. Gruppe Nachtjagdgeschwader 1. The aircraft original camouflage of RLM 74 and RLM 75 on the upper surfaces partially showed through the overcoat of RLM 76. The lower and side surfaces remained in the original coat of RLM 76, the starboard wing undersurfaces were painted black. The bottom position weapons were deleted on this aircraft.
WNr. 110 087, 4./NJG 3, Kjevik, Norway, 1945
The 4./NJG 3 unit was formed in March 1945, out of Nachtjagdstaffel Norwegen, a unit that operated independently from Norway. The purpose of the unit was to intercept allied aircraft over Scandinavia. Besides the Bf110G, the unit also flew the Ju88G and He219. Its last function was on May 8, 1945, evacuating German unit officers from the surrounding areas. Aircraft B4+KA probably did not take part in this final action, because the end of the war found the aircraft still at Kjevik, in Norway. The aircraft carried FuG 220 SN-2b with vertical dipoles, and with an older type of mounting. Originally, the aircraft carried a camouflage scheme of RLM 74 and RLM 75 fields on upper surfaces, and RLM 76 on the undersurfaces, but the uppersurfaces were later oversprayed with RLM 76 (aparto of the nose) and darkened by “snakes” of RLM 71. Starboard wing undesurfaces and engine cowl were oversprayed in black. This aircraft is recorded as crewed by Fw. Kurt Keilig (pilot), Fw. Kurt Schroter (radio operator) and Uffz. Karl Stamminger (mechanic).
Hptm. Wilhelm Johnen, CO of III./NJG 6, Neubiberg, Germany, 1945
Messerschmitt Bf 110G-4 coded 2Z+FR from 7./NJG 6 was one of the aircraft the Allies found at the Neubiberg airbase in the spring of 1945. Even though according to its codes it belonged to 7. Staffel it was actually a personal aircraft of Wilhelm Johnen, III./NJG 6 commanding officer. This airplane is much less known than the other Johnen’s aircraft coded C9+EN in which he performed an emergency landing due to the damaged engine in the night of April 27–28, 1944. Bf 110G-4 2Z+FR was his last aircraft from the later production, equipped with the FuG 220 SN-2D antennae with dipoles fixed at 45 degrees, Eberspächer type exhausts and Schräge Musik cannons. The whole aircraft was oversprayed in RLM 76, upper surfaces were darkened by small patches of RLM 75. According to photos, the aircraft lacked weapons in the bottom of the nose.
Markings for Bf 109F-2 1/48
Bf 109F-2, Hptm. Hans Philipp, CO of I./JG 54, Krasnogvardeysk, the Soviet Union, March 1942
Hans “Fips” Philipp, an ace with 206 kills to his credit over the course of some 500 sorties, was born on March 17, 1917, in Meissen. He joined the Luftwaffe in 1936. At the beginning of the Second World War, he served with I./JG 76, redesignated II./JG 54 in July 1940. As a member of this unit, he participated in the fighting over Britain and the Balkans. He also took part in Operation Barbarossa and was appointed CO of JG 1 in April 1943. For his combat success he was awarded the Knight’s Cross with Oak Leaves and Swords. Philipp was shot down on October 8, 1943, and did not survive his attempt to bail out. The aircraft flown by Hans Philipp was camouflaged with white color over the upper and side surfaces to better suit the conditions of the winter of 1943 in the vicinity of Leningrad. The Gruppe Commander marking was carried on the fuselage, as were the II. Gruppe and JG 54 (Green Heart) identifiers. Both sides of the rudder carried kill marks. The landing gear covers were removed due to their tendency to pile up snow.
Bf 109F-2, WNr. 9553, Oblt. Siegfried Schnell, CO of 9./JG 2, Théville, France, November 1941
Bf 109F-2, WNr. 9553, Oblt. Siegfried Schnell, CO of 9./JG 2, Théville, France, November 1941
Siegfried “Wumm” Schnell, a native of Zeilenzig in Brandenburg (Sulecin, Poland today) joined the ranks of the Luftwaffe in 1936 and at the beginning of the Second World War he served with 4./JG 2. He achieved his first victory in combat over France on May 14, 1940, more followed over Britain and against English and American pilots over Western Europe. After being assigned to JG 54, he first served with its III. Gruppe and was appointed CO of IV. Gruppe on February 1, 1944. While serving in this position, he was shot down over Narva by a Soviet fighter on February 25, 1944, and died. Schnell was awarded the Knight’s Cross with Oak Leaves on July 9, 1941 and downed 93 enemies in the course of Second World War. His aircraft was camouflaged in the standard Luftwaffe fighter scheme using RLM 74/75/76. Both sides of the fin were decorated with the Knight’s Cross with Oak Leaves and victory marks.
Bf 109F-2, Lt. Horst Buddenhagen, 5./JG 3, Darmstadt, Germany, April 1941
In the middle of February 1941, II./JG 3 was sent from the French coast back to Germany for some rest and to re-equip with the Bf 109F. In April, the new Bf 109F-2 were received at Darmstadt sporting the standard RLM 74/75/76 camouflage scheme to which the ground crew added yellow rudders and engine cowls. Lt. Buddenhagen’s aircraft also received the inscription Schluck=Specht 3. At the end of April 1941, II. Gruppe moved to France and after a month at Monchy-Breton was included into units that were assigned to take part in Operation Barbarossa, the attack on the Soviet Union. Aircraft of the 5. Staffel were given bomb racks for the occasion. Lt. Buddenhagen was killed by ground fire on a bombing mission on June 25, 1941.
Bf 109F-2/b, Oblt. Wilhelm Hachfeld, 2./JG 51, Kiev, the Soviet Union, Summer 1941
During fighting over the plains of the Soviet Union, the Luftwaffe leadership planned use of Bf 109F-2s as fighter bombers to attack ground targets. The entire Jagdgeschwader 51, led by Werner Mölders, was tasked with support of Panzergruppe 2 over the central section of the front from the start of Operation Barbarossa. Future Knight’s Cross holder Wilhelm Hachfeld, born on September 20, 1914, in Dessau, was appointed the CO of 2. Staffel on October 8, 1940. Bomben Willi, as he was known, led the unit until August 25, 1941, when he took over the entire I. Gruppe JG 51 and served in that capacity until the end of April 1942. In May 1942, he became the CO of III./ZG 2, in who’s service he fell in Tunisia on December 2, 1942. The aircraft, equipped with ETC50/VIIId was camouflaged in RLM 74/75/76 and, as an aircraft serving in the Eastern Front, was sporting yellow wing tips and fuselage band.
Bf 109F-2, WNr. 9538, Lt. Hans Beißwenger, 6./JG 54, Ostrov, Soviet Union, July 1941
Hans “Beißer” Beißwenger was first assigned to an anti-aircraft artillery unit after entering the Wehrmacht in 1937. A year later he started pilot training program in 1938 and after its successful completion he became instructor. In the winter of 1940, he was assigned to 6./JG 54, and while serving with this unit he shot down a Yugoslav Hurricane on April 7, 1941. Other victories were achieved against Soviet pilots and he eventually accumulated 152 kills. On March 6, 1943, his Bf 109G-2 was the victim of an aerial ramming conducted by Ivan Kholodov of the 32nd GIAP. Beißwenger died, while Kholodov bailed out. The “Yellow 4” was camouflaged in the standard Luftwaffe RLM 74/75/76 scheme, and the sides received an additional squiggle pattern of RLM 75 bordered with irregular lines of RLM 74. Some sources say that the squiggles were in RLM 02 and the linework in RLM 71. The yellow wingtips and fuselage bands were the markings of the aircraft operating on the Eastern Front.
Tail End Charlie
Two Things On My Mind
As the title of this article suggests, I would like to address two topics in this Tail End Charlie issue. The first concerns engines. Specifically, I mean our Brassin engines. I will directly follow up on the step by step article by Honza Baranec, who, in my opinion, assembled and painted the engine for the F4F-4 Wildcat in an absolutely fantastic way. I approached him with the idea of an article on the construction of a separate engine right after I saw the result of his work. Little did I know that at this year’s Iron Bunny event, the competitors would be literally racing Brassin Wildcat engines. I would like to take this opportunity to apologize to the contestants for the fact that the printed instructions do not mention the need to cut the plastic parts, and I recommend that all modelers, in case of confusion, check out the instructions on the product page of our e-shop, as they are always the most up-to-date versions. If we find any discrepancy or error, or if we receive feedback from customers that some steps during construction are not clear to them, we modify the instructions. And since it is not possible to send them to all customers afterwards, we update them on the product page of the e-shop.
Engine with two magnetos on the reduction gear housing.
But there is one more type of question we are receiving from our customers regarding the Wildcat engines. This brings me to the second topic, which is a certain modeling laziness, and maybe I would even go so far as to call it pampering. And we at Eduard are probably to blame for this. We get a lot of questions from modelers about which version of the Brassin engine for the F4F-3 they should actually buy, because there are four on offer – for the early, mid, late and also for the F4F-3A. This also corresponds to the concept of the plastic kit, in which we also deal with several types of cowlings and engine cooling systems, as well as two versions of the engine. In short, Grumman changed and improved these items on the F4F-3 several times during the war. And that’s not even addressing the cowling of the first 19 production machines, which was composed of two halves!
Engine subtype without two magnetos on the reduction gear.
Our recommendation is quite simple. Each modeler must first clarify what camouflage he wants to model and thus what specific aircraft he will build. Subsequently, according to the selected camouflage in the instructions, the choice is made with respect to the appropriate version of the engine, cooling and engine covers that correspond to the chosen camouflage. We have all this conveniently indicated in the instructions for the kits, and it is therefore also a reliable guide for choosing an appropriate Brassin set. A general question like “Which set should I buy for such and such a kit” is often impossible to answer because it deals with multiple variants of the engine. If you don’t have the instructions for the kit with you at the moment, you can access them on the e-shop in electronic form. By comparing the plastic parts specified in the kit instructions with the resin sets, you will get answer to the question of which resin set to buy. To illustrate, I am attaching renders from the construction of the engines so that all readers can see the differences.
F4F-3 early version engine. Reducer without the two magnetos, side intake for air cooling on the front of the cowl ring and one cooling flap on the side covers.
Yes, it may seem complicated to some. If we didn’t care about the design of the F4F-3 model and made only one cover (as most model companies would probably do) and then offered one aftermarket engine, we would have greatly simplified our lives. But then it wouldn’t be us! Our philosophy is to cover the given subject with the highest possible degree of accuracy and historical faithfulness. It requires the study of all available and most up-to-date references and a series of discussions with experts on the given topic. And we think that even modelers should devote some time to studying the materials and also the texts that we publish in the instructions when preparing to build their model. We provide this information to modelers precisely to help them choose camouflage schemes and to clarify as much as possible the technical and camouflage specifics of each aircraft offered in the kit. Short and sweet: We put a lot of effort into preparation, and we expect modelers to put in some effort as well. Through this joint effort, models faithfully corresponding to the originals according to all available materials can be created. In the end, we won’t have to spend time through customer support answering questions that the modelers can answer relatively easily on their own. The days when a modeler had to make such an engine from scratch are not so distant, and the effort required for such scratchbuilding was quite considerable. Today, you only need to decide on which one to choose from our options. And I think that’s decent progress ...
F4F-3 mid production version engine. Reducer with two magnetos, side intake for air cooling and two types of upper intake on the front of the cowl ring; variant with one or two separate cooling flaps on the side covers.
F4F-3 late version engine. Reducer with two magnetos, side intake for air cooling and two types of upper intake on the front of the cowl ring; three cooling flaps in a row above each other on the side covers.
F4F-3A engine. Reducer without the two magnetos, no side intake for air cooling; single cooling flaps on the side covers.
Text: Jakub Nademljenský
LITTLE FRIENDS
Even tight formations failed to protect USAAF bombers effectively from attacks by Luftwaffe fighters. Only the deployment of the P-51 turned the situation in the Allies’ favor. [photo: 487th BG]
The 66th Fighter Wing Over Europe
Jan Zdiarský
The strategic bombing offensive of the Western Allies, whose main goal was to weaken German industry and supply, stood on several pillars. The British Royal Air Force began to attack Germany with a gradually increasing intensity by the time of the Battle of Britain (apart from a few rather desperate attempts made sporadically from September 1939). Even before the American Air Force entered the European campaign, RAF Bomber Command moved to night operations and, with few exceptions, remained there until the end of the war. The daytime skies over Germany and occupied Europe were to belong primarily to the Americans, at least as far as long-range bombing operations are concerned.
Achieving the goals that the Americans had set for themselves in this regard consisted primarily in building a strong bomber force and support units, which were supposed to ensure supremacy in the skies over continental Europe through joint operations. Another pillar was war logistics, which was supposed to transport not only new aircraft and fresh crews to Europe, but also spare parts, equipment, hundreds of thousands of tons of fuel, bombs and other ammunition. It was such a complex and today a rather neglected component of the war effort that even a brief description of it would be well beyond the scope of this article. The third but no less important pillar was fighter support for the bombers.
In Europe, the US Air Force's bombing operations rested on the shoulders of two separate air armies, the 8th Air Force, based in Great Britain, and the 15th Air Force, operating first from North Africa and then from southern Italy.
8th Air Force
The main strength wielded by the US Air Force in the European Theater of Operations (ETO) was undoubtedly the 8th AF, nicknamed the “Mighty Eighth”. As the air component of the Air Force arm of the United States Army (Army Air Force), it was established in January 1942, as VIII. Bomber Command. Under the designation VIII. Bomber Command (which later became a permanent part of the 8th AF structure), it undertook its first operation in the ETO on July 4, 1942, with A-20 Havoc aircraft borrowed from the RAF. At the same time, airfields over eastern England began to see the arrival of regular units of VIII. Bomber Command armed with B-17E bombers. The first distinct operation was a mission to Rouen-Sotteville, France, on August 17th, 1942. In February 1944, VIII. Bomber Command headquarters was integrated into the 8th Air Force and along with it, as part of the ‘new’ VIII. Bomber Command, existing bomber groups. Simultaneously, the VIII. Fighter Command was created, whose main task was to provide protection for the bombers.
The 8th AF reached its peak strength in the summer of 1944. By the end of August of that year, it consisted of three Bomb Divisions (later Air Division) with forty Bombardment Groups (or simply Bomb Groups) spread among fourteen Bombardment Wings and a separate Fighter Command, with three Fighter Wings with sixteen fighter Groups, each with three squadrons. In addition to these, the 8th AF included several reconnaissance and special operations, training and other support units. This was a force that was able to send 1,200 four-engine bombers and around 500 escort fighters over Germany in one day. Since the summer of 1944, the German Luftwaffe had rarely been able to effectively oppose such a force.
In 1945, all but one of the Fighter Groups of the 8th AF were armed with P-51D aircraft, or the P-51K.
It is not without interest that the last combat operation of the 8th AF was a mission to Pilsen, Czechoslovakia on April 25th, 1945. A few days later, the bombers of the 8th AF participated in Operation Mana to supply food to the population of the Netherlands, which was on the brink of starvation, after German troops cut off the food supply.
Range of RAF and USAAF fighters during escort missions over the continent on a WWII map.
15th Air Force
The Second US strategic air force in Europe was the 15th Air Force, formed in November 1943 in North Africa from parts of the tactical 12th and 9th AFs. It was only in December 1943 that the newly formed units of the 15th AF received four-engine bombers and a successful series of bombing missions could thus be undertaken, although the first raid by heavy bombers of the 15th AF on the west coast of Italy on January 22, 1944 had more of a tactical support flavor to it. Major missions were to come mainly after the transfer of the 15th AF to Italy (January - March 1944), when their bombers could reach deeper into occupied Europe and into Germany itself. At the end of the war, the 15th AF had four B-24 Liberator Bomber Wings and one B-17 Flying Fortress Wing. Fighter support was provided by two Fighter Wings with P-38, P-47 and, later, P-51 aircraft. The last mission of the 15th AF came on May 1st, 1945, the target being Salzburg in Austria.
66th Fighter Wing
As noted above, in August 1944, the 8th AF had sixteen Fighter Groups. These were incorporated into three Fighter Wings, namely the 65th FW, 66th FW and 67th FW. The affiliation of specific fighter groups to a given Wing was more or less stable. At the same time, these Wings usually provided escort for bombers of specific divisions from the 8th AF (65th FW for Liberators from the 2nd BD, 66th FW escorted B-17s from the 3rd BD and 67th FW B-17s from the 1st BD).
P-51 Mustang flight from 503rd FS, 339th FG photo: Museum of Air Battle over the Ore Mountains, via Russ Abbey
The 66th FW was formed around five Fighter Groups
55th FG
Nuthampstead September 1943 – April 1944
Wormingford April 1044 – May 1945
For the first six months of its operational activity, the unit was based at Nuthampstead Base north of London, which it later had to leave to make way for the newly arrived 398th BG. Until the summer of 1944, the unit flew the P-38 Lightning, which was replaced by the P-51D Mustang. A number of pilots of this unit thus flew in combat on both types. The identification marking applied up to the P-51 was initially a black stripe on the front of the engine cowl and a black spinner. This was soon replaced by a yellow-green checkerboard pattern and stripes of the same colors on the spinner. A distinguishing feature of the unit was also the color differences in the fuselages of the Mustangs of the individual squadrons, a practice that was abandoned especially by the later months of the war. While the 38th FS had horizontal and vertical tail surfaces painted olive green, the 338th FS flew mostly without any coloring of the tail surfaces. The most impressive livery of this unit were the Mustangs of the 343rd FS, whose anti-glare panels in front of the cockpit arced back to encompass the rest of the fuselage, with the entire fuselage behind the cockpit being sprayed the same olive green. These were not remnants of the OD/NG (olive drab / neutral gray) coloring, because the 55th FG converted over to Mustangs later, meaning that their machines would have been delivered in natural metal and aluminum spray. The arc of green on the fuselages of 343rd FS Mustangs was often edged with dark red or yellow. On occasion, this coloring also appeared on the aircraft of the 338th FS. On the other hand, at the end of the war, the 343rd FS often had its machines only in bare metal coloring, only with a checkerboard pattern on the nose. Also, the 38th FS in 1945 was abandoning the full coloring of the tail surfaces. Instead, identifier colors were applied to the rudders– 38th FS red, 338th FS light green and 343rd FS yellow.
Lt. Jones’ Mustang from the 38th FS, 55th FG shortly after returning from a combat operation. [photo: Museum of Air Battle over the Ore Mountains, via David Jewell]
339th FG
Fowlmere April 1944 – May 1945
The 339th FG was among the newer units of the 8thAF, and therefore arrived in England already wielding P-51 aircraft. Fowlmere, near Duxford, became its base throughout its operational deployment in Europe. The P-51Bs and Cs used at first were replaced by more modern P-51D and K versions during the summer of 1944, but some older B and C fighters remained in service for quite a long time, until the fall of 1944. The identification marking of the unit was a red and white checkerboard on the front of the engine cowl and included the spinner. Later, unit specific squadron colors were applied to the rudder - the 503rd FS received a red rudder, the 504th FS received a green one, while the 505th FS received yellow.
339th FG´s P-51 escorts a damaged B-17 returning from enemy territory [photo: Public Domain]
357th FG
Raydon November 1943 – January 1944
Leiston January 1944 – May 1948
The “Yoxford Boys”, as the 357th FG was nicknamed, moved to England in November 1943. The unit spent a short time at Raydon Base before being moved to Leiston. The 357th FG marking is one of the most impressive to appear in the 8th AF. Many of her early P-51Bs and Cs were still in OD/NG livery, and that combined with the yellow-red checkerboard and, for a period of time, invasion stripes really suited the Mustangs of this unit. However, even natural metal airplanes (and sprayed aluminum) appear unusually colorful in conjunction with that unit's markings. Although a wide variety of markings cannot be denied to other units within the 66th FW, the 357th FG itself was certainly the most varied. Later, this unit also added identification markings of individual squadrons by spraying its rudders – the 363rd FS used red, the 364th FS yellow, and the 362nd FS rudders often remained unpainted, unless the entire fuselage was sprayed olive. With 609 credited aerial victories and 109 aircraft destroyed on the ground, the 357th FG was the most successful unit with the P-51 and the second most successful unit within the USAAF. It is therefore not surprising that more than half of the fighter aces who earned their glory with the 66th FW came from the 357th FG.
P-51D 44-64051 from the 362nd FS, 357th FG at Leiston. [photo: Public Domain]
353rd FG
Goxhill June 1943 – August 1943
Metfield August 1943 – April 1944
Raydon April 1944 – May 1945
For more than a year, this unit operated the P-47 and re-armed with the P-51D in October, 1944. The marking of the group was a black and yellow checkerboard on the nose. Sometimes, it consisted of only three rows, sometimes it was applied to more than half of the nose of the aircraft, even to the extent that it obliterated the anti-glare panel in front of the cockpit. For the P-47, the checkerboards were originally skewed diagonally, later they were sprayed parallel to the horizontal axis of the aircraft. These were also applied to the P-51. The color identifiers of individual squadrons also later appeared for this unit: the 350th FS yellow, 351st FS usually without, the 352nd FS black. The coloring of 353rd FG Mustang rudders was not consistent, and the mentioned colors also appeared on aircraft of other squadrons and therefore cannot be considered definitive identifiers of squadrons within the FG.
78th FG
Goxhill December 1942 – April 1943
Duxford April 1943 – May 1945
One of the oldest fighter units of the 8th AF saw its baptism of fire in the service of the 12th AF in Africa, flying P-38 Lightnings at the time. It returned to England much weakened and in April, 1943 was re-equipped with P-47s. It was on this type that the unit would gain its fame. It did not convert on to the P-51 until December, 1944. The unit's marking was a distinctive black-and-white checkerboard over almost the entire nose of their Mustangs (and previously over the P-47 engine cowls). The individual squadrons were later distinguished by the color applied to the rudder: the 82nd FS used red, the 83rd FS white, and the 84th FS black.
P-51D 44-15469 “Bucephalus” from 78th FG. On this aircraft Lt. William E. Hydorn achieved an aerial victory over a Me 262 on February 2, 1945. [photo: Public Domain]
3rd Scouting Force
Wormingford February 1945 – May 1945
A special unit, built and supported by the 55th FG, was based with this fighter group at Wormingford. Although it was independent, it was functionally related to the 66th FW and was intended to support the 3rd BD. Administratively, however, it fell under the 493rd BG. Its task was to cooperate closely with the bomber associations in weather reconnaissance en route to the target and especially over the target. The Mustang pilots of the 3rd SF were initially dedicated pilots of the 55th FG, but later, their role was taken over mainly by volunteers - experienced former heavy bomber pilots who completed their operational tour with the required number of missions. They knew best what information was needed, and when by their colleagues flying the route behind them. In addition to Mustangs, the unit also flew P-47s and B-17Fs. The color identifiers of their P-51s consisted of red trim on the leading edge of the fillet. The different checkerboards on the cowls were consistent with the unit that the aircraft being flown originated with, predominantly being the 55th FG.
For a very short time, the 66th FW also had other groups, most of the time assigned to other Wings – the 4th FG (1945), 56th FG (1945), 359th FG (1943), 361st FG (1943-44, 1945) and the 479th FG (1945), possibly to the 9th AF (358th FG). However, their temporary involvement with the 66th FW was marginal and we only mention them because they are mistakenly listed as a permanent part of the 66th FW by some sources. Despite this, one of them – the 361st FG - is worth bringing up. This unit was a bit of a jack-of-all-trades, plugging holes where needed. It gradually went through service with all three FWs and at the turn of 1944/45 it was even temporarily tasked with ground support with the 9th Air Force.
The plans for the reorganization of the 8th AF from March 1944, included a version of things that would see the 352nd FG falling under the 66th FW, but in the end it remained part of the 67th FW as did the 50th FG. However, after coming to the ETO, it found itself subordinate to the 9th AF. At the same time, the 353rd FG was to be integrated into the 67th FW. The same document also assigned individual FWs to respective Bombing Divisions, but later reality proved to be different. The 66th FW was to support the 2nd BD, the 67th FW the 1st BD, and the 65th FW was to accompany the 3rd BD on missions.
Excerpt from a strategy document of the 8th AF displaying their bases in East Anglia. Bases utilized by fighter units of the 66th FW are marked with a white star, while yellow stars indicate bases initially used by these units but later handed over to other units.
Big Brothers and Little Friends
From the very first operations of American bombers in Europe in 1942, it was clear that the current group defense tactics of the USAAF bombers was inadequate to deal with the capabilities of the German Luftwaffe. Bomber formations, at the mercy of German single and twin-engine fighter packs, suffered heavy losses. So much so that stopping this method of operations was considered. This can be seen in the raids of the 8th Air Force from the summer of 1942 and especially during the spring to autumn of 1943. It was obvious that without high-quality fighter protection these operations were doomed to failure. The generally known problem was the fact that neither the RAF nor the USAAF had the kind of fighter aircraft that could accompany their Big Brothers over Germany. In August, 1943, the P-47 Thunderbolt aircraft, equipped with drop tanks, were able to accompany the bombers to a distance of approximately 375nm, which roughly corresponded to the area of Frankfurt am Main, Hanover, or Kassel. This, of course, provided that they did not get into a fight with German fighters. Any significant change in the flight regime, let alone the necessity of premature jettisoning of the extra tanks, of course significantly shortened their range. The P-38 had a greater range and in December 1943 they were able to scrape the area of “Big B”, Berlin itself (approx. 520 nm). However, their combat capabilities at that time were already significantly behind the newer versions of the Luftwaffe’s main fighter types, the Bf 109G-6 and Fw 190A-5 and their following variants. Only the P-51B and C, which appeared in Europe at the turn of 1943 / 1944, were able to escort bombers deeper over the Reich itself and the center of Europe. Significantly better protection of the bombers was provided by the P-51D, which entered service during the summer of 1944. These were not only able to escort the bombers to the vast majority of their targets on the continent, but in several cases of special operations of the Frantic type, they protected their Big Brothers taking off from their home bases in Great Britain up to the region of Poltava and Mirgorod in Ukraine (approximately 1,300 nm).
As the Luftwaffe’s ability to respond to American raids weakened, the role of escort fighters shifted partly to ground attack. American aviators destroyed locomotives, substations, German planes on the ground, river boats and other means of transport. In essence, everything that could even remotely appear to be a target of military importance had to be on the lookout for the hunters' thirst
A photo from early period of 8th AF bomber escorts shows a P-38 Lightning of 338th FS, 55th FG. [photo: Museum of Air Battle over the Ore Mountains, via David Jewell]
Protecting the bombers from Luftwaffe aircraft remained a priority task, as long as there was something to protect them from. However, the impression that the German air force was already completely defeated could be very dangerous. This was especially true in the closing months of the war, when Me 262 jets began to appear more and more regularly among the intercepting fighters, which in classic combat were a difficult opponent even for Mustang pilots. Unfortunately for the Germans, realizations regarding the conduct of the war came too late. “Jets” became the prestigious hunting trophy of many USAAF fighters.
It will probably remain an eternal topic of historical debate, which weapon, vehicle or aircraft primarily provided the Allies with the opportunity to end the war in Europe by the spring of 1945 and which element thus ensured the air supremacy necessary for victory. Among the main favorites of the debates will understandably be the planes participating in the strategic bombing of German war industry and transport. And even among proponents of this theory, there will be differences of opinion as to whether these were the four-engined B-17s and B-24s, or their “Little Friends”. Even if the final answer were to be the four-engined heavies, it is quite certain that without their “little brothers” and among them the P-51D, they would never have been able to do their job.
Sources
- Maurer Maurer: Combat Squadrons of the Air Force – World War II, Office of Air Force History, HQ USAF, 1982
- Maurer Maurer: Air Force Combat Units of World War II, Office of Air Force History, HQ USAF, 1983
- Archives of the Air Battle over the Ore Mountains, September 11th, 1944 in Kovářská
- US National Archives and Records Administration, College Park, Maryland; Unit Histories, Reports and Mission Orders
- Proposed plans for organization of the Eight Air Force, HQ EIGHT AIR FORCE, March 1944
- Eight Air Force – Tactical development August 1943 – May 1945, AAF Evaluation Board, 1945
- Wikimedia Foundation, Inc. - Color profiles and emblem of the 8th Air Force – Jan Zdiarský
Air War over Ukraine
A Ukrainian operator prepares a Patriot battery for action.
Patriot vs. Kinzhal
Text: Miro Barič
Photo: Ukrainian defence forces, social networsk and other public sources
This instalment covers the May period and picks up exactly where the previous instalment ended. The Ukrainian attacks against important targets in the Russian rear and the Russian bombing of Ukrainian cities continued without pause. Patriot air defence systems, which have just arrived, have been heavily involved in their defence. Another major weapon from the West has also appeared on the scene, and there has been another black day for the Russian air force.
As we noted at the end of the previous instalment, the Ukrainian capital Kiev has enjoyed almost two months of relative calm. But then the Russian attacks resumed and continued throughout May. This time, however, with a big difference – the Russian missiles were countered by Patriot batteries. The first arrived on April 21 and the second on April 27. One of them was delivered from the USA and the other from Germany. In addition, the Netherlands provided two additional launchers to reinforce these batteries. The Russian forces decided to destroy the Patriot batteries at any cost. After a month of continuous attacks, Putin officially announced the destruction of five Patriot batteries of the two supplied ... This probably needs no further comment.
On contrast, the Russian Ch-47M2 Kinzhal missiles have lost their aura of invincibility. These were put into service by the Russians at the turn of 2017/18. Officially, they have a range of 2,000 km, reach a speed of Mach 10 and can carry a conventional or nuclear warhead. According to Russian propaganda, they are hypersonic weapons. In reality, they are ballistic missiles developed from Iskander surface-to-surface missiles and modified for launch from aircraft – specifically Tu-22M3 and MiG-31 types. With ballistic missiles, all you have to do is calculate their trajectory and send the missile their way, so to speak. Real hypersonic weapons are able to maneuver in such a way that there is no time for the defense to react to a change in trajectory.
Moscow claimed that it had deployed Kizhals against Ukraine from the very beginning of the war. However, they have only used them in small numbers. The reason for this is their high cost (reportedly $10 million) and the small number of units produced. The biggest attack took place on March 9 this year, when the Russians fired six missiles of this type at Ukraine. At least two missiles were lost last year. One Kinzhal apparently crashed due to a malfunction while still on Russian territory, another was destroyed when its carrier, a MiG-31, crashed last October while taking off from Belbek airfield in occupied Crimea.
A long list of achievements of the Ukrainian air defense battery.
The first kill
Now, for the first time, Ukrainian air defences have also destroyed Kinzhal. It happened early in the morning of May 4 over Kiev. The Economist magazine talked about it with 30-year-old Ukrainian Patriot operator Vyacheslav. He said that according to the manual, it was possible to destroy the Kinzhal, but he was only convinced when the order was given to fire the missile and the shoot-down was confirmed. Applause, joy and much swearing followed. Vyacheslav also noticed that the Kinzhal was flying about three times slower than the Russian propaganda communicated. “We have understood Patriot works. The next time, when we saw not one but six Kinzhals on our displays, it was just a matter of routine,” he told The Economist.
Vyacheslav underwent a shortened training that lasted three and a half months. He first trained in Oklahoma, USA, and then in Poland. However, according to the Ukrainians, even this training was too long. After all, Western systems are more automated and there is nothing exceptionally complex about their operation. “The IRIS-T is much less complicated system than the Buk system I was operating before. It’s like switching from a calculator to a MacBook Pro. Western air defense batteries basically do the work for you," The Economist quoted Denis Smazny, training coordinator for IRIS-T and NASAMS, as saying.
A Ukrainian operator prepares a Patriot battery for action.
The debris of the Kinzhal, whose shooting down on May 4 was mentioned by Vyacheslav, fell on a playground. Photos of the debris appeared on social networks. At first, Kiev denied the shoot-down because it did not want to reveal its capabilities to the enemy. However, the Ukraine officials eventually confirmed it. The wreckage of the Kinjal was put on display in Kiev. According to some doubters, they do not correspond to the outer shape of the missile, but according to others, they are part of the internal assembly of the Kinzhal and therefore have nothing to do with the outer shape.
What’s interesting, is the hole in the body of the downed rocket. This corresponds to the hit by the Patriot system. This is because the PAC-3 version missiles do not primarily use an explosive warhead with shrapnel that, when exploding near an enemy missile, might not destroy it. When the first versions of Patriot were deployed, it happened that the enemy missile was merely damaged and kept falling along the ballistic curve. The PAC-3 was therefore developed specifically to destroy ballistic missiles. There are 180 small nozzles on the body of the PAC-3 missile, which are used for fine maneuvering. It also has an improved active radar, so it guides itself to the target. This allows it to react quickly to the movement of an enemy missile and destroy it with a direct hit by its kinetic energy.
Illustrative photo of a MiG-31 with a Kinzhal missile underneath.
Wreckage of the Kinzhal on display in Kiev.
Six more kills
After this setback, Russia sought to destroy the Patriot batteries at all costs, or at least deplete their ammunition supply. During the course of May, Kiev faced as many as twenty attacks. Not only did their number increase, but also their intensity. In the period under review, Russia fired 16 % of the number of missiles it had fired in the previous 15 months. This is three times the average. Attacks have also been intensified. The aim was to keep the Patriot batteries in place, detect their location and then destroy them by continuous shelling. Therefore, the attacks mostly started with suicide drones, continued with cruise missiles, and ended with Kinzhals. One of the strongest attacks came on Tuesday, May 16 – this is the one where Vyacheslav mentions shooting down six Kinzhals.
Ukrainian anti-aircraft unit with Humvee vehicles and Stinger missiles.
This unit also carefully marks its achievements on its Humvees.
The Russian goal that night was clearly to overwhelm the Patriot. They fired a large number of different missiles from the north, south and east all at once. Aircraft fired Kinzhal missiles, ships fired Kalibr missiles from the Black Sea, and Iskander missiles were fired from the ground. The Ukrainian side claimed to have destroyed all the missiles despite the extremely intense attack. The Russians, on the other hand, boasted that one of their missiles destroyed a Patriot system. However, the latter cannot be destroyed in one hit because it is made up of individual elements spaced far apart. In addition to the launchers themselves, there are the control and command modules with radars, which can be several kilometres away. The Russian claim can thus be described as wishful thinking. The US Department of Defense later said that the Patriot system had suffered light damage but was repaired and fully operational again in a few days.
The activity of the Patriot system on the night of May 16 was also captured in videos that were posted live on social media. Recognizing the importance of Patriots for the protection of its cities, Ukraine’s secret service cracked down on the bloggers who posted the videos. This is because they can provide the Russians with information about the current location of the batteries, which is very sensitive. The Russians did not give up for a whole month. At the end of May came a series of attacks that took place at night, during the day, and then again at night – that is, virtually continuously. They had hardly attacked during the day until then. They also tried different tactics. For example, in addition to the different directions and heights of the attacks, cruise missiles and suicide drones circled the site near Kiev, just to lure the air defense forces into action. However, none of this led to success. Other cities, however, are not as well protected, and this is causing damage and loss of lives in them.
Ukrainian soldiers at the front with portable rockets.
Black Day of the Russian Air Force
However, despite all the workload, Ukraine was able to use its air defence systems to attack, or rather to set a trap for the Russian air force. The latter has made a habit of attacking with glide bombs from its territory into northern Ukraine with impunity. However, this changed on Saturday May 13, which became a truly black day. In fact, an entire strike group preparing to launch its deadly payload on Ukrainian targets was shot down in the Bryansk region.
Two Mi-8 helicopters, a Su-34 bomber and a Su-35 fighter hit the ground in succession. They all went down engulfed in flames and smoke. Photographs of the wreckage showed shrapnel holes and all nine crew members of these aircraft lost their lives.
To this day, it is unclear what exactly happened. Initial reports spoke of a mistake by the Russian air defenses, but official Russian sources said that the destruction of the Russian air force machines was the work of saboteurs and launched a large-scale ground operation to catch them. Unofficial Russian military bloggers, however, have been writing from the beginning about the trap set by the Ukrainian air defenses. Indeed, the Russian air force had let its guard down and was always conducting operations from its territory in the same way. The Ukrainian side has studied the Russian procedures thoroughly and has brought air defense missiles to the border of the Chernihiv region. The next time the Russian air force attempted an attack, it shot down the entire group involved. Officially, however, the Ukrainian side is silent about the whole incident. It is clear that it does not want to provide any information to the enemy.
The Russian group consisted of a Su-34 bomber preparing to drop guided glide bombs on the Chernihiv region just inside the border. At least one of the Mi-8 helicopters was in the electronic warfare version and was tasked with jamming the Ukrainian radars, creating a brief window that would allow the Su-34 to carry out its deadly mission unimpeded. The Su-35 provided fighter cover for the entire group. It is possible that the second Mi-8 was also the electronic warfare version, or was ready to rescue crew in case of an aircraft being shot down.
The first Mi-8 crashed in flames after being hit near the town of Klincy, about 50 km from the Ukrainian border. Three crew members were killed. One woman on the ground suffered burns from the falling burning debris. Another Mi-8 crashed in the Unechsky district east of the town of Klincy. Again, the entire crew of three was killed. A Su-34 crashed near the village of Nizhneye, south of Klintsy, close to the Ukrainian border. Both pilots lost their lives. Finally, the pilot of the Su-35 was killed near the village of Suretsky.
It was the worst day for the Russian Air Force since March 5, 2022, when two Su-34s, two Su-30s, two Mi-24/35 helicopters and one Mi-8 helicopter were visually confirmed downed in Ukraine. Heavy casualties are also known to have occurred in the repeated Ukrainian shelling of the Russian-occupied Chornobaivka airfield in Kherson area. The worst day for the occupiers there was March 16, 2022, when at least seven Russian helicopters were destroyed, according to satellite images.
A falling Russian Mi-8MTPR-1 from the 15th Army Aviation Brigade shot down in Bryansk Oblast on May 13.
Burning wreckage of a Russian Mi-8MTPR-1 on the ground near the village of Klincy.
A photo of this Russian Mi-8, which had crashed sometime earlier under unknown circumstances, also surfaced during May.
More Russian losses
In addition to this major incident, however, the Russian Air Force lost several other aircraft during the reporting period. On Wednesday, May 10, one Kamov Ka-52 was shot down in the Avdiivka area in the Donetsk region. Both crew members were killed. At the same time, the Ukrainian 110th Brigade reported a helicopter shoot-down in the area, apparently the same incident.
On Friday May 12, a Mi-28 helicopter crashed in the Dzhankoy district of Crimea. The cause of the crash was apparently a technical failure. The least information is available on the loss of a Ka-52, which occurred on Monday May 22 in Russia’s Belgorod region near the border with Ukraine. The circumstances of its crash are not known, all that is known is that both pilots were killed this time as well.
Among the casualties related to the war in Ukraine, one Su-24 may be counted, which was damaged on the ground of an aircraft factory in Novosibirsk, far away from the front line. The undercarriage of this aircraft was set on fire and damaged in a guerrilla attack on Monday May 8. However, it was there for a long time parked and not used. It was therefore more of a symbolic attack.
A Russian Su-24 that had been grounded for a long time in Novosibirsk.
A decommissioned Su-24 was damaged by landing gear ignition on May 8.
Storm Shadow in action
On the Ukrainian side, only one helicopter was damaged in combat missions in May. The Mi-24 returned to its base with a large hole in the vertical fin on Wednesday, May 17.
Ukrainian Mi-24 damaged on May 17 with the hole in the vertical fin.
Other Ukrainian losses are related to the delivery of new Western weapons. This is a bit of a mysterious story, so we’ll take a closer look at it. On Thursday, May 11, British Defense Secretary Ben Wallace confirmed that Ukraine had received Storm Shadow cruise missiles, capable of hitting targets at a range of more than 250 km. This range is enough to hit virtually all Russian-occupied territories in Ukraine. Wallace praised the scientists and engineers who made it possible to integrate them onto older Soviet-era aircraft used by the Ukrainian Air Force – in this case, the Su-24.
Storm Shadow missile was jointly developed by France and the UK in the 1990s and entered service in 2002. The French use the name SCALP-EG. The missile has a length of 5.1 m, a span of 3 m and a weight of 1,300 kg. Once launched, it drops and follows the terrain at low level. It is powered by a jet engine, with which it reaches a speed of Mach 0.8–0.9. It is guided by GPS and target information is entered on the ground before launch. Once launched, it cannot be changed. Just before the target, the missile starts to climb, drops the warhead cover and is guided by an infrared camera that is hidden under this cover during approach. Thanks to it, it recognizes the target it has entered. If it can’t find it, it aims for an open area to limit collateral damage. Storm Shadow is designed to destroy fortified targets like command posts, airfield shelters, ammunition depots, as well as ships and bridges. It has a twin warhead – the first punches a hole in the target, the second detonates with a delay until inside.
The missiles were successfully deployed by Ukraine the following day. On Friday May 12, they were used to destroy a fuel depot in the city of Luhansk, which until then had been out of range of Ukrainian weapons. Moreover, the depot was not destroyed by a direct attack – the missiles flew in an arc, turned behind Luhansk and struck unexpectedly from behind, from the east. Another interesting means supplied from the West, the ADM-160 MALD deception targets, were also used in the attack. These flying decoys amplify their image on radar and can pretend to be attacking aircraft of various types, or cruise missiles. They thus draw the attention of air defenses and allow a real attack vehicle to stealthily penetrate.
Ben Wallace undoubtedly had a hand in delivering these powerful weapons to Ukraine. His colleague Oleksiy Reznikov therefore gave him a postcard of a Su-24 with Storm Shadow missiles at a joint meeting. Reznikov published it on Thursday, May 25, in an unretouched form. This is strange because the Ukrainian Air Force tries to remove the aircraft’s identifying features in all published images. In this case, both the aircraft number and unit insignia were left. The postcard is also decorated with a large emblem of the 7th Tactical Air Force Brigade. It did not take the Russians long to launch a major missile attack on Sunday May 28 on the Starokostiantyniv airbase in Khmelnytskyi region, which is home to this unit. Stranger still, the Ukrainians, who almost never report their losses, immediately confirmed the destruction of five Su-24s. Thanks in part to these oddities, there was speculation that the destroyed planes were in fact grounded, unairworthy wrecks, and the whole action was just a decoy for Russian missiles.
Ukrainian Su-24 with Storm Shadow missiles on a postcard signed by British Defence Secretary Ben Wallace.
Drones over the Kremlin
Attacks similar to those on Luhansk have been taking place all month across the occupied territory in preparation for the Ukrainian offensive. In addition, however, drone strikes deep inside their territory have also attracted the attention of the Russians. On Wednesday, May 3, two drones even attacked the Kremlin directly. Both were reportedly shot down by air defenses, but one crashed into the dome of one of the buildings and caused a small fire. Moscow was also targeted at the end of the month, on Wednesday May 31. According to the official Russian statement, eight drones were attacking, five were shot down and three were disabled by jammers. What is certain is that some of the “disabled” or “downed” drones crashed on homes in an upscale neighborhood in the south of the Russian capital.
To distract attention, Russian legions operating in Ukraine also launched attacks across the border in late May. Their aim is to overthrow Putin, but these are strange bedfellows who are close to neo-Nazis. However, they are up to the task of unleashing chaos in the border area. The Russian border guards were unable to stop them, so they occupied several villages near the border. They had to withdraw troops from Ukrainian territory and deploy the air force to dislodge them. However, this did not prove very successful. An attack by a pair of Su-34s on an occupied border guard building was caught on a security camera, and the Russian pilots certainly won’t put that mission behind them. The planes attacked with a ground flight with unguided bombs and instead of hitting the building, they properly plowed the field far away from it.
Despite the intense fighting, both sides continued to exchange prisoners on a regular basis. Some of these were also interesting from the point of view of the air war over Ukraine. For example, on Saturday, May 6, it was announced that 45 soldiers had returned to Ukraine, including 42 defenders of the Azovstal steelworks in Mariupol. They were exchanged for three Russian pilots. In this case, therefore, the ratio for the exchange of prisoners was one to 15.
ADM-160 MALD decoy target used on 12 May in the attack on Luhansk.
Dawn of the aircraft carriers
It was the afternoon of November 14, 1910, and Eugene B. Ely was taking off with his Curtiss Pusher off the deck of the USS Birmingham in Hampton Roads, Virginia. USS Roe can be seen in the background. Photo: Eugene B. Ely’s personal album, via NHHC
Text: Jean Laffite
Our June release of Sopwith 2F.1 Camel kit represents the scale model of the very first operational, carrier-borne fighter. It was a modification of the proven standard land fighter design flown by many RNAS squadrons located on the land bases at the Western front during the Great War. Also, this type was the first fighter to attack the airship bases from the deck of an aircraft carrier.
Let’s go back in time to the origin of the naval deployment of flying machines. Initially the aviation role was reconnaissance, which by the way is very important up until today. In the beginning the impractical balloons or first airplanes caused doubts among the admirals. No one was able to imagine that the huge balls filled with flammable hydrogen, or the construction of the several wooden planks and some linen could possibly present a threat to the steel giants. On the other hand, the aviation was able to provide better reconnaissance results than any sailor with binoculars on the top of the tallest mast. To spot the enemy first, know his fleet, its formation and course has always been a tactical advantage. In the end of 19th century, the ever-improving naval artillery played its role as well as it was able to increase the effective range and hit the enemy at the long distances, at the limits of the visual recognition, without jeopardizing their own vessels. Therefore, the aviation was perfectly suited for the role of directing the artillery fire.
The American Civil War gave birth to many innovative solutions in the military equipment designs. Among others it was the first deployment of battle ships, in the case of USS Monitor even equipped with the rotating gun turret which gave name to the whole group of combat vessels designated to fight on the rivers and in the coastal waters. The first submarine deployment is well known as well. Rather amusing, the imagination of a man-driven Confederate submarine named after its creator H. L. Hunley sinking the Union propeller-driven shallop USS Housatonic, on February 17, 1864, in the mouth of Ashley and Cooper rivers as she was on duty to blockade Charleston. Little known fact is that the Union Army was the first to establish the Army Balloon Corps which used anchored balloons for reconnaissance and fire direction in the battles of Bull Run, Yorktown, Fair Oaks and Vicksburg. A sort of aircraft carrier was created. USS George Washington Parke Custis was rebuilt from the coal transporting boat with the deck devoid of all objects that could present an obstacle to the balloon ropes and nets and was used as river transport boat for the Corps. Its designer, an experienced aviator Thaddeus S. C. Lowe, had two gas generators and a balloon installed on the deck. “I have the pleasure of reporting the complete success of the first balloon expedition by water ever attempted. On Sunday early morning I left the Navy yards assisted by the capable fellow aviators and a new device to generate gas which, even though used for the first time, performed admirably,” commented Lowe on the first sailing.
A reconnaissance balloon launched from USS George Washington Parke Custis above Potomac River in November 1861 near Budd’s Ferry. Illustration: via NHHC
Not everything went according to the plans, as a Union General Fitz John Porter learned. He was aware of the balloons’ value, so he joined Lowe to try the new reconnaissance device. During the operations the balloons were always anchored to the ground to prevent them from drifting away. On this flight however, Porter decided to use the single anchoring rope to speed up the ascending balloon as opposed to three or four ropes suggested by Lowe. This single rope broke, and the balloon silently drifted over the Confederate territory. Consequently, it was fired upon, but the crew remained calm and indeed they managed to make several sketches of the enemy positions. Miraculously the balloon then descended back to the Union positions. The whole event must have looked like one of Baron Munchhausen stories. In the middle of 1862 Lowe got infected with malaria in the swampy terrain and had to rest to recover. After his return he learned that all the equipment and resources to operate the balloons were handed over to the Army. In May 1863, after disputing his salary followed by a fall off favor of the Union Army, Lowe left the Balloon Corps. Brothers Allen were given the management of the Corps, but they were not able to lead the unit as effectively as Lowe and before the year 1863 ended the Balloon Corps was disbanded.
Balloon ships
In 1895 French were the first to build the ship designated specifically for the reconnaissance balloons. Her name was Foudre, had 6000 tons displacements and could carry two anchored and one free balloon. She was not very successful and after many modifications she served as a hydroplanes’ mother ship. Nevertheless, during WWI she served as a submarines’ dock. Before the end of the century several isolated military conflicts took place. One of those was a continuous push of the Ottoman Empire troops out of the Balkans. In 1876, thanks to the Russia’s contribution, the Turks were pushed out of Bulgaria. In 1878 Austria-Hungary was victorious over Bosnia-Herzegovina and the Ottoman Empire forces were withdrawing in other territories except of Europe. In 1881 Egypt fell under the Great Britain control. Italians did not want to fall behind. Long time ago they had set their sight on the north coast of Africa, Tripoli, and Cyrenaica areas, nowadays forming most of Libya. The war broke out on September 29, 1911, and according to the Italian account went smooth. The fact that in the beginning of 1912, Bulgaria, Monte Negro, Serbia and Greece joined Italy certainly contributed to the success.
Italian Etrich Taube in Libya. Giulio Gavotti flew this type on his “bombing” raid. Photo: Touring Club Italiano/Marka
So, the Ottoman Empire, in order not to completely loose its influence in Europe, chose the lesser evil and gave up Tripoli, Cyrenaica and Cyprus. The short war, in which Italy lost 1500 soldiers, was the first to feature the deployment of the modern equipment such as airships, airplanes and balloon ships. The first air bombing raid took place as well when on November 1, 1911, the Italian Lieutenant Giulio Gavotti, bombed, if it can be called that way, Tagiura (Jagiura) oasis and the Osman military camp in Ain Zara. He flew Etrich Taube monoplane on the raid and used in total four Cipelli grenades held in the leather sack. Once he reached the target, he screwed the detonators in and threw grenades the size of a grapefruit on the target. Lt. Gavotti was credited with another first ever mission when on March 4, 1912, he flew the first night mission, again in Libya.
The Italian balloon ship Volta, a rebuilt personal steamer Europa, operated at the Libyan coast. The special feature of this ship was a substructure which could house the inflated balloon. The naval operations between Italian and Turkish Navy were fully under the Italian control. In then Albanian port of Preveza five Italian destroyers sank four Turkish ones and on the top of it the Italians captured an auxiliary vessel. On November 7, 1912, in Kufuda bay in the Red Sea, Italians destroyed seven Turkish gun boats and practically eliminated the Ottoman Navy in the Red Sea. On the top of it, in the port of Beirut, the Italians destroyed the old Turkish armored ship Avnillah, torpedo launcher Angora and six supply tugboats. The balloon ships did not prove their value and their role changed from reconnaissance to defense. They became the floating platforms for the barrier balloons protecting the ports, ship convoys or military ships. They formed a passive defense against the airships’ attacks, as we will speak about later.
Giulio Gavotti, Italian aviation pioneer. Photo: archive
Airplanes arrive on the scene
If we realize the fact that the first flight of a machine heavier than air is considered a 279 meters long jump performed by Wilbur Wright in the afternoon of March 17, 1903, and that the first attempts of take off and landing on the ships deck were made by British and Americans in 1910, we learn how rapid the progress of the aviation was in the beginning of the 20th century and we will become aware of the enormous courage demonstrated by those aviation pioneers. In the beginning of the development of the aircraft designated for the naval service two trends became apparent. The deployment of the ground-based aircraft was limited by the take off and landing on the platform installed somewhere on the ship. If it was a fast vessel, for example a light cruiser sailing at 30 knots, approximately 55 kph, and against the wind, the relative speed of the first aircraft and the ship herself did not differ much. The smaller airplane could easily take off from the ships’ platform and land back on it or fly to the ground base if it was in the airplane range. And it happened like that during the first attempt to take off from the 25 by 7 meters platform mounted on the USS Birmingham (CL-2) bow. On November 14, 1910, Eugene Burton Ely at the controls of his Curtiss biplane successfully took off from the cruiser which was at anchor in Hampton Roads port in Virginia. After a short flight Ely landed on the ground. The first landing on the ship’s deck is again credited to Ely when on January 18, 1911, he landed on the USS Pennsylvania stern (ACR/CA-4) in San Francisco Bay. Really courageous “amazing aviator” died the same year during the air show in Macon on October 19, 1911, when he failed to recover from the dive. He emerged from the wreck, however passed away after a while due to a broken neck spine. Just a note, that in 1933, the US Congress posthumously awarded Ely DFC (Distinguished Flying Cross) for his “extraordinary success as a civil aviation pioneer and his important contribution to the aviation development in the US Navy.”
One of the Zeppelins is flying over the German light cruiser S.M.S. Frankfurt during WWI.
Photo: archive
The French ship Fauvette II is just launching the reconnaissance balloon during the trials in the bay near Toulon. Photo: archive
In January 1912, the British launched the aeronautical experiments on board of the HMS Africa and HMS Hibernia battleships. The test flights were performed by Commander Charles Samson flying Short Improved S.27 biplane “S.38” (or “RNAS No.2”). The first successful take off was made in the beginning of May, either 2nd, 4th or 9th, as various sources state different dates. What we know for sure is that Samson took off from HMS Hibernia while the ship was sailing at 10.5 knots i. e., 19.4 kph in the bay of Weymouth in England. Coincidentally King George V was on the fleet’s inspection and witnessed the series of flights performed in Portland in four days. Further experiments were conducted on board the HMS London battleship where the take off platform from HMS Hibernia was installed. All these trials led the Royal Navy to the conclusion that the airplanes are useful on the board of the ships for reconnaissance and other duties but at the same time caused a series of problems. The landing deck, built above the bow complicated the gun fire and the hydroplanes’ recovery (Short S.27 was designed as a floatplane) presented a risk once performed in the rough waters. The Royal Navy continued to develop the concept of a hydroplane ship.
In the beginning of May 1912, Commander Charles Samson is taking off in his Short Improved S.27 biplane off the HMS Hibernia deck in the bay of Weymouth in England. Photo: archive
A problem’ name was Zeppelin
And then the war broke out and soon it was apparent how big problem the existence of the German airships represented. What looked like a clumsy Leviathan full of highly flammable gas, slowly moving through the sky, started to transform into Zeppelin-phobia once the bombs started to fall out of these giants. It cannot be said that the British did not address the Zeppelin threat. Right from the start the First Lord of Admiralty, Winston Churchill, played his role. Thanks to his initiative the air defense of the British Isles was transferred from the Royal Flying Corps (RFC), who anyway were busy in the expedition corps in France, to the Navy air component, Royal Naval Air Service (RNAS). Soon it was clear that the performance of the available British aircraft is not sufficient to oppose Zeppelins and the solution had to be found how to attack them. In addition, the Germans switched to the night attacks. The Admiralty arrived at the conclusion that if the attacks from the air were not possible it was necessary to attack the airships while they were still in the hangars at their bases.
Sopwith Camel is being loaded on the take-off towing platform. Photo: archive
Flying boats
Another way to use the airplanes by the navy were the hydroplanes with the boat-like fuselage. The whole aircraft fuselage was in this case sealed to float on the water surface and replaced the huge floats installed on the standard aircraft. The concept of the “flying boats” came to existence in the United States in the Curtiss Aeroplane and Motor Company workshops owned by Glenn Curtiss. In 1913, for its time very advanced Curtiss Model H was designed, a hydroplane with a boat-like fuselage intended for long-haul flights. The British Navy immediately showed the interest in both purchasing several airframes as well as the license to build them as Felixtowe F.1. On May 14, 1917, Flight Commander Robert Leckie flying Curtiss H12 shot down Zeppelin L22 (LZ 64 class Q). The future Air Marshall was born in Glasgow, Scotland, however in 1909 his family left for Canada where he joined the army. In 1915 he paid 600 Canadian dollars for the pilot training it the Curtiss Flying School, however he only logged three hours on Curtiss Model F flying boat at Hanlan’s Point until the school was forced to close for winter. Robert Leckie managed to take part in shooting down L70 (LZ 112 class X) with Fregattenkapitän Peter Strasser, a German aviation icon, on board. Leckie manned the gun while DH.4 aircraft was piloted by Major Egbert Cadbury.
On August 11, 1918, FSL Stuart D. Culley successfully took off from the H5 platform towed by the HMS Redoubt destroyer and shot down a Zeppelin L-53. Photo: archive
First attacks against airship bases
On September 22, 1914, the British attempted to attack the airship base for the first time. The raid on the base near Dusseldorf, where the airship Z.IX operated from, failed, however. On the second attempt Lt. Reginald Marix flying the Sopwith Tabloid serial number 168, destroyed the army Zeppelin Z.IX (LZ 25, army class) from the altitude of 200 meters. After landing in Antwerp, he had to flee the German Army which was just advancing through Belgium. Encouraged by the success the RNAS wanted to attack the Friedrichshafen base. The mission was flown by single-seat Avro 504C airplanes taking off from the French fort of Belfort. Their bombs did not cause any damage due to the fierce AA fire and the airship L7 (LZ 32 class M) escaped undamaged.
First airship kills by a ground and carrier-born aircraft
The first destruction of the airship in the air is credited to RNAS pilot, FSL Reginald Warneford. On June 7, 1915, he dropped six 20 lb bombs (9 kilos) from his Morane-Saulnier L high wing airplane (serial number 3252) on LZ37 airship (class M) near Gent. The airship exploded in an enormous blast which also damaged Warneford aircraft and due to the engine failure, he had to perform an emergency landing on the enemy territory. While on the ground he managed to repair the engine and after half an hour could fly back to friendly lines. On August 21, 1917, Flight Sub-Lieutenant Bernard Arthur Smart flying a Sopwith Pup from the platform mounted on the gun turret of the cruiser HMS Yarmouth, managed to shoot down an airship L23 (LZ 66 class Q). After that he landed on the water and was recovered by a destroyer.
Landing on the sea surface was standard until sufficiently long landing decks were built on the first aircraft carriers. The front and detachable rear section of Camel 2F.1 were often recovered individually. Photo: archive
Kill scored from pontoon
If you ever saw a picture of an airplane taking off from the pontoon towed by a fast ship, be aware that a fighter taking off in such a bizarre manner achieved a success. The credit goes to the Canadian pilot FSL Stuart D. Culley. On August 11, 1918, destroyer HMS Redoubt was towing the H5 pontoon as a part of Harwich Force in Heligoland Bay when Zeppelin L53 (LZ 100 class V) was spotted. Culley took off in his Camel from the pontoon and after a long climb shot down the airship.
Hydroplanes against Zeppelin bases
During WWI quite many German airship bases were built. The largest ones were located on the North Sea coast in the North-Western Germany: Nordholz, Ahlhorn and Tondern. The Royal Navy learnt about them soon after they were built. Right at the outbreak of the war the British decided to destroy Nordholz base near Cuxhavevn. The attack was scheduled for Christmas 1914 after the attacks from October and November had not been successful due to the inclement weather. Nevertheless, the Royal Navy activity starting on December 21, 1914, by gradual sailing of the part of the fleet did not escape the German attention. On the Christmas Day the British assault group ships set sail and on the following day, at 6 am the hydroplane ships HMS Empress, HMS Riviera and HMS Engadin reached the planned hydroplanes’ launching point. Their assembly and launching on the water then commenced. There were nice Short Folder hydroplanes participating in the mission, each armed with three 20 lbs bombs.
In the end only seven of them took off at 06:54 am (RNAS No. 119, 120, 136, 811, 814 and 815). The weather was unfavorable. The low clouds obscured the whole mission area from the German observation but at the same time made the crews’ navigation difficult. Regardless, soon they were spotted by a German patrol ship which sounded an alarm and consequently the airships L5 (LZ 28 class M) and L6 (LZ 31 class M) took off from the Nordholz base. British aircraft lost the orientation and after a futile search for the base the crews decided to drop the bombs on any target they could come across. Once they started to run out of fuel, they turned to their return path. They themselves became the target of the airships they were supposed to attack. Only two aircraft reached their mother ships. Oly by a miracle none of the pilots perished even though two of them were shortly interned in the neutral Netherlands.
Squadron Commander Edwing H. Dunning flying Sopwith Pup is performing the first successful landing on the HMS Furious deck on August 2, 1917, during the trials in Scapa Flow. The ship was sailing at 26 knots with 21 knots headwind. That provided 87 kph headwind speed on the deck therefore the airplane flew at very low speed relative to the deck. Five days later, during the third attempt to land, Dunning crashed into the sea and perished. Photo: Van A. Swindelle Collection
Tondern and HMS Furious
The short platform mounted on the gun turrets were of course only suitable for take-off and if there was no ground base within reach the pilot’s only option was to land on water. Then he and his airplane were retrieved. The ship concept allowing to land and take off again dated back to 1912 experiments. The ship featured the take off platform on the bow and the landing one on the stern. In March 1918, the armored cruiser HMS Furious, properly modified, and prepared, was chosen for the trials.
There were three hangars at Tondern base which names started with the letters TO, i.e. Tobias, Tonia and Tosca. When HMS Furious entered the service, the Admiralty immediately came up with the idea of how to test her in combat. The plan for the attack on Tondern was code-named Operation F.6 and copies of the Tondern hangars were built at the Turnhouse airfield. Initially eight pilots were chosen for the raid, but one had to drop out and there was no time to train his replacement. Mission F.6 was launched in the morning of June 27, 1918, however, when two days later the formation rendezvoused with the support group, the mission had to be aborted due to the strong winds. The second attempt was code-named F.7 and was launched on June 17 when HMS Furious set sails again escorted by destroyers. In the morning of June 18, at 03:04 am, there were seven Sopwith 2F.1 Camels ready on the HMS Furious deck when the storm struck. Instead of aborting the mission again it was decided to postpone it for 24 hours and HMS Furious, with her escort, waited out the storm by cruising near the Danish coast till the morning of June 19. The weather conditions continued to be less than ideal, but the flight operations were possible, so it was decided to launch the mission. All seven Camels, each with two attached 49 lbs. (22.5 kilos) bombs took off from HMS Furious deck between 03:13 and 03:21 am.
2F.1 Camels ready for take-off from the HMS Furious deck. Photo: archive
The first group was formed by three aircraft flown by Capt. W. D. Jakson, Capt. W. F. Dickson, and Lt. N. E. Williams. The second wave consisted of four airplanes piloted by Capt. B. A. Smart (his Zeppelin kill is described above), Lt. S. Dawson, LT. W. A. Yeulett and Capt. T. K. Thyne. The last-named pilot was forced to return due to engine trouble before reaching the target. At 4:35 am the first group arrived in Tondern and caught everyone by surprise. In the past, there was a fighter flight deployed to Tondern consisting of four Fokkers and four Albatrosses but in 1917 it was disbanded due to the frequent accidents caused by the wet ground. Its duties were taken over by a Navy hydroplane base near the island of Sylt but in the morning of June 19, 1918, they evaluated the weather as not suitable for flying and cancelled the patrol flights. According to the plan the airplanes from the first wave focused on the hangar Tosca which was the largest of all and at that time housed L54 (LZ 99 class U) and L-60 (LZ 10878 class V) airships. The hangar was hit by three bombs and caused a large fire which destroyed both airships. The fourth bomb of the first group hit the hangar Tobias which was consequently attacked by the second group. It also caused the fire by until today it is not clear what burnt in fact. No German was killed during the attack, only four men were wounded.
One of the aircraft that landed in Denmark after a successful raid on the Tondern base. Photo: archive
The sailors on the HMS Furious deck, looking for their Camels returning back were disappointed. Not even one returned. Only two of them made emergency landings on water near the British vessels. At 05:55 am, Dickson landed near destroyer HMS Violet, half an hour later, Smart landed at 6:30. Yeulett was not lucky. He got lost over the sea and crashed. On June 24 the wreck of his Camel was washed ashore near Havrig and the body of his unfortunate pilot was found four days later near Holmsland. Three aviators from the first wave calculated that due to the insufficient fuel they will not make it back, so they headed to the neutral Denmark. The naval Camels (N6771, N6605 and N6823) landed one after another and the pilots were interned. They managed to escape later. One story for all: FL Samuel Dawson successfully landed his Camel N6605 despite the pierced tire on the sand beach Holmsland Klit (Klegold) near the village. He intended to source the gas, refuel, and fly back to his ship. Before he could do any of it, he was detained by police and escorted to the hotel where he met his 2 colleagues. The New Zealander did not want to accept the fate of an interned soldiers. He sneaked out of the hotel in a civil coat and hat and fled. He switched a bicycle for a train until he made it on board of the ship headed for Sweden. From there he continued to Norway where he boarded the ship headed for Scotland.
Fourteen days after the raid he reported back to his base. For his actions he was awarded the Distinguished Flying Cross and remained on active duty. In 1919 he sailed on board of the modified cruiser HMS Vindictive with Franco-British fleet to support the troops fighting Bolsheviks at Petersburg. Sadly, on September 17, 1919, the unbeatable “Kiwi” ran out of luck. He did not return from the patrol flight. The brave aviator was buried in Koivisto, the former Finnish town which is now part of Russia (Primorsk). He was 25 years old. The Tondern base was seriously damaged, and the attack the Germans used it only for backup. Most importantly, the British raid clearly proved that the future is in the aircraft carriers which aircraft present bigger combat potential than impressive, but technically outdated Zeppelins.
The burning hangar Tosca at the Tondern base. The airships L-54 and L-60 stored inside were destroyed. Photo: archive
Sources
J. M. Bruce: “The Sopwith Pup”, Flight International, reissue
V. Hynek, P. Klucina, E. Sknouril: Military ships (3), Nase vojsko, 1988
Guttman, Jon & Illustrated by Simon Smith, Harry Dempsey, Richard Chasemore, Peter Bull : Sopwith Cames, Air Vanguard, 2012
www.Luftshiffe.de
Wikipedia
The author’s clip archive
BBC: Attack of the Zeppelin (movie)
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Info EDUARD