Info EDUARD

Monthly magazine about history and scale plastic modeling.

07/2024

INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/

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    INFO Eduard
    e-magazine FREE Vol 23 July 2024
    # 173

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    INFO Eduard
    # 173
    e-magazine FREE Vol 23 July 2024
    © Eduard - Model Accessories, 2024
    FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!
    This material may only be used for personal use. No part of the text
    or graphic presentations can be used in another publication in any other media
    form or otherwise distributed without the prior written
    permission of Eduard - Model Accessories and authors involved.
    Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.

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    eduard
    eduard
    JULY 2024
    CONTENTS
    Published by Eduard-Model Accessories, spol. s.r.o.
    Mírová 170, Obrnice 435 21
    support@eduard.com www.eduard.com
    EDITORIAL
    KITS
    BRASSIN
    How to Work with Plastic?
    PHOTO
    -
    ETCHED SETS
    SPACE
    BUILT
    ON APPROACH
    –
    July 2024
    TAIL END CHARLIE
    ARTICLES
    BOXART STORY
    Spitfire Mk.XVI High Back ProfiPACK 1/48
    Bf 109G-6 Weekend 1/48
    Fw 190D-9 Weekend 1/48 Re-Release
    P-51D MUSTANG 1/72
    Z-126 Trenér 1/48
    P-51D Mustang 1/48
    Bf 109K-4 1/48
    THE OIL CAMPAIGN
    A Mustang at Boleslav
    Mustang Day
    Aerial War in Ukraine
    -
    Russian Airports Under Fire
    Australian Mark Sixteens
    Ice Sea
    Red Doras
    4
    6
    55
    58
    74
    68
    86
    100
    112
    118
    140

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    Good day, Ladies and Gentlemen!
    With July and the start of the latter half of the
    year, we can proudly say that we have achieved
    our set goals. What we planned for the first half
    of the year, we put into production and made
    available. During the last two weeks of June,
    we shipped all the preordered P-51D Mustang
    Royal Class kits. With this item, we have
    inaugurated the 72nd series of Mustang kits.
    It will largely copy the 48th scale line of
    Mustangs, but it won't be strictly a downsized
    version. The Limited Edition version ‘Aces of
    the Eighth’ is slated and on time for August,
    which carries over some specific aircraft from
    the various 48th P-51 releases, but also offers
    new options that have not been components
    previously. Of course, this will also have
    a bearing on the color profiles in future 72nd
    scale Profipack and Weekend items.
    We launched the Mustangs, both the new
    P-51D 1:72nd and the P-51B in 1:48th released
    in May, last Saturday, June 29th, at the airport
    in Líne in the company of a live Mustang, the
    P-51D ‘Little Rebel’, which in the Line hangar
    was recently replaced by a Spitfire Mk.IX. Those
    who were in Líne on Saturday will certainly not
    regret it, we enjoyed a pleasant and relaxing
    aviation themed morning and learned a lot
    about the Mustang and other aircraft. And those
    who weren't in Líne can take a look at the photo
    report in this issue of our current newsletter
    below. It was already the third such event that
    we organized in cooperation with the Classic
    Trainers Association, and I'm sure it wasn't the
    last.
    We also launched the preorder of the 48th
    B-17F, ‘The Bloody Hundred 1943’ Limited Edition
    kit in June. This is actually a new item for August,
    currently sold out here. However, this does not
    mean that this kit will not be available. A large
    part of the shipment was bought by retailers
    who will continue to sell this kit for some time.
    But as an item offered through our e-shop, this
    piece is gone. As of today, we are missing the
    core item to box all of our B-17Fs, that being the
    plastic. The bulk of these, some 4,800 complete
    sets, are traveling by train and are already in
    Poland. We have the rest of the components that
    make up the kit, and once the plastic arrives,
    we will package the kits and send them out
    to those that preordered around July 15th.
    In the second half of July, we will ship the B-17s
    together with August new releases to retailers.
    The delivered by air portion of the plastic, some
    three hundred sets, is already in our warehouse
    as of the end of last week. We will also pack
    these up this week and send them to the States.
    ‘The Bloody Hundredth 1943’ will then go on sale
    for the first time at the IPMS Nationals 2024 in
    Madison, Wisconsin, July 17-20, along with other
    August items.
    The most common question when launching
    a new kit is ‘what's next?. What other versions
    are you going to release?’ There are also cases
    where someone in the middle of a Mustang
    discussion asks when we will release the
    MiG-21F, but it is, of course, perfectly legitimate
    to ask about other versions of the Mustang
    along with other types of aircraft. Then,
    sometime around the third or fourth incarnation
    of a specific theme, another type of debater
    appears, who will start ranting about another
    uninteresting and completely unnecessary
    Messerschmitt or Spitfire and demand, in the
    stream of a perceived boredom, the release
    of something ‘interesting’, such as a KB-3
    Chuchuliga, or at least a Shorts Tucano. I have to
    disappoint these folks, they will have to accept
    that we are a mainstream company and they
    will have to look for such types from someone
    else. There are many manufacturers of high-
    quality construction kits on the market today,
    so they will surely see not only the Tucano,
    which is already on the market, but also the
    legendary Chuchuliga. As for our next step with
    the Mustang, the P-51B in 1:48th, we will release
    the first Profipack of the P-51B with the original
    canopy, and then, also as a Profipack, the filleted
    P-51B/C at E-day. There, things get a little tricky
    with marking options, since there is no clear
    division between filleted and nonfilleted P-51Bs
    and Cs. Both had or did not have the fillet. In the
    end, it's the same for canopies, so the labeling
    of specific boxings for B-type Mustangs will
    probably be a bit of a pain in the ass. The last of
    the Profipacks, the B version with the Malcolm
    hood, will be released in the middle of next
    year, and then we will deal with the Weekends
    and possibly other Limited Edition releases.
    It will be similar for the 72nd scale Ds, the first
    Limited Edition kit, ‘Aces of the Eighth’, is also
    scheduled to be released in August, followed
    by a Profipack P-51D-5 in November and a D-10
    in January of next year. Further little Ds will
    gradually be released through more Limited
    Edition kits and will basically mirror the 48th
    scale versions.
    EDITORIAL
    INFO Eduard4
    July 2024

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    There are also inquiries about other versions
    of the B-17. We are counting on those, but we'll
    let you rest for a while. The B-17 is a big plane,
    after all, and the kit is also big and above all,
    pretty pricey, so give it at least a year or two
    of peace and other projects won't hurt the
    budget quite so much. In any case, we want to
    continue the history of the 100th BG with a B-17G
    kit, and we also want to release B-17Fs and
    B-17Gs that will cover the entire 8th Air Force.
    We also want to continue working with HKM,
    so some B-25 Mitchell and Lancaster projects
    are beginning to take shape. A TBH 1943 release
    in a different scale is also not out of the question.
    It's certainly within our power to release a 72nd
    scale version, but technically a 32nd scale item
    is also possible.
    Another frequent question is about the
    development status of the P-40E Warhawk
    kit. The Warhawk is currently with the
    technologists, the development of the molds
    is underway, as well as minor modifications to
    the structure so that it optimally corresponds
    to the technological parameters of the actual
    airplane. I am assuming that the second half of
    July will see the first molds, and on E-day at the
    end of September, the plastic will be available
    for viewing. At that time, the plastic will not be
    complete, I think we might have three or four
    sprues out of a total of six, but that will change
    quickly and in November at Telford we might be
    introducing the complete kit and selling it in
    ‘pre-production’ form in white boxes, similar to
    how we did the Mustangs at Easter in Prostějov.
    In addition to the P-40E, we are working on
    other projects. Work continues on molds for
    other versions of the Zero, the A6M5, A6M7
    and the two-seat A6M2-K, as well as molds
    for the MiG-21F. Both are projects for next year,
    the Zekes will be introduced in the first half
    of next year, the MiG-21F in the second half of
    next year. Absolutely no need to worry about us
    abandoning these projects.
    And that will be it with my summarizing
    current and future projects. I hope you enjoy this
    month’s newsletter, and happy reading!
    Keep on modelling!
    Vladimir Sulc
    EDITORIAL
    INFO Eduard
    5
    July 2024

  • THE OIL CAMPAIGN

    Both the Eighth Air Force and RAF Bomber Command were averse (to put it mildly) to “outsiders” trying to convince them to change their strategic target priorities in search of “the magic spot” that would cause the downfall of Germany.

    Adapted from: “Clean Sweep: VIII Fighter
    Command Against the Luftwaffe - 1942-45"
    Thomas McKelvey Cleaver
    HISTORY
    THE OIL CAMPAIGN
    Both the Eighth Air Force and RAF Bomber Command were averse (to put it mildly)
    to “outsiders” trying to convince them to change their strategic target priorities
    in search of “the magic spot” that would cause the downfall of Germany
    Germany and her allies had nowhere near
    the access to oil supplies that the Allies did.
    The Germans had been forced to create
    a synthetic oil industry in the 1930s in anticipation
    of going to war, and the Nazis considered their
    alliance with Romania to be their major diplomatic
    coup, since it gave them access to and control of
    the oilfields around Ploesti, the only source of oil
    in Europe. Ploesti’s oilfields were the source of
    30 percent of the Axis oil supply. The major thrust
    of the assault on the Soviet Union had been on
    the southern front, where anticipated success
    at Stalingrad would have allowed access to the
    oilfields of Baku.
    The Allies had long been aware of the Nazi
    Achilles’ Heel. One of the first missions flown by
    American heavy bombers had been the abortive
    attempt by the HALPRO force, the first B-24s
    assigned to the Ninth Air Force in 1942, to bomb
    Ploesti. The force had not been strong enough to
    inflict any lasting damage. With the Axis forces
    driven from North Africa after may 1943, Ploesti
    again became a target with Operation Tidal Wave,
    flown on August 1, 1943. In the wake of that
    unsuccessful mission, the Fifteenth Air Force
    was created in Italy specifically to mount a major,
    sustained campaign to destroy Ploesti.
    General Spaatz’s USSTAF planners estimated
    they could drop German gasoline production
    50 percent with 15 missions against Ploesti by
    the Fifteenth Air Force and 10 against the German
    synthetic oil industry by the Eighth. Ploesti and
    the German synthetic oil industry was the only
    lifeline the Wehrmacht had to maintaining the
    ability to fight a mechanized war. British planners
    in the Ministry of Economic Warfare had long
    pleaded to no avail with Bomber Command’s Sir
    Athur Harris to attack these targets, with Harris
    dismissing such a plan as a “panacea” that would
    divert him from his campaign to destroy German
    cities.
    Spaatz argued to Eisenhower before SHAEF
    took control of the Eighth that destroying the
    panzer’s gasoline supply was a far greater
    blow against the enemy than destroying easily-
    repaired railroad marshaling yards. Knowing
    he could not get SHAEF’s focus away from the
    Transportation plan, Spaatz pointed out that an
    aerial offensive against oil would only need half
    of Eighth Air Force’s bombers, the rest could be
    employed against the rail system. Unfortunately,
    the Air Force’s history of over-promising on the
    decisive results of striking “strategic” targets
    and the failure of the ball bearing campaign the
    previous fall, worked against Spaatz, even with
    the full support of General Arnold in Washington.
    Churchill, who was concerned that killing
    large numbers of French and Belgian civilians
    living near the rail yards would create political
    problems both during the war and in its
    aftermath, favored the Oil Campaign. However,
    in a meeting at SHAEF HQ on March 25, 1944,
    Eisenhower pressed VIII Bomber Command’s
    General Frederick Anderson about the likelihood
    of success of a campaign against synthetic oil,
    with Anderson forced to confess that the Air
    Force “could not guarantee that the attacks of oil
    targets would have an appreciable effect during
    the initial stages of Overlord.” Anderson did say
    that a campaign against the synthetic oil industry
    “would have a decisive effect within a period
    of about six months.” Since he was concerned
    about the immediate problems associated with
    putting an army into France and keeping it there,
    Eisenhower came down against the proposal.
    RAF Chief of Staff Air Marshal Sir Charles Portal
    found a compromise with the proposal that such
    a campaign would be mounted by both Eighth
    Air Force and Bomber Command once the Allied
    armies were firmly in Normandy and any German
    counterattack had been blunted.
    Since the Fifteenth was not involved in the
    invasion, Spaatz was able to convince Tedder
    to allow him to mount a mission against Ploesti
    shortly after Eisenhower’s decision. The results
    were so good that Tedder allowed the Fifteenth
    to make repeated attacks between early April
    and late June 1944, which saw the Romanian oil
    fields and refineries severely damaged and oil
    production severely curtailed. The Axis would
    The blue noses of the 352nd "Blue-Nosed Bastards of Bodney came in several shades of blue until
    the marking was standardized using RAF Dark Mediterranean Blue. (USAF Official)
    INFO Eduard6
    July 2024

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    lose all access to Romanian oil at the end of
    August 1944, when the country surrendered in
    the face of Soviet invasion.
    The Fifteenth’s four fighter groups that re-
    equipped with the P-51 between March and June
    1944 - the 31st, 52nd, 322nd and 325th - racked
    up impressive scores against both the Romanian
    Air Force and the Luftwaffe on these missions.
    Herschel Green, the 325th group’s leading ace,
    who was a veteran of the North African, Sicilian
    and Italian campaigns, later recalled that the air
    battles over Romania were “the most intense
    combat I experienced in my tour.” Ploesti was
    so important that two Luftwaffe Gruppen -
    including Erich Hartmann’s II/JG 52 - were
    withdrawn from the Eastern Front to reinforce
    the Ploesti defenses.
    With the Ploesti campaign’s demonstrated
    success, Spaatz once again asked Eisenhower for
    permission to bomb the synthetic oil refineries.
    When Eisenhower told him to wait till the end
    of summer, an argument broke out between the
    two that was so intense it was rumored Spaatz
    had threatened to resign. Eisenhower relented
    by authorizing the Eighth to attack on two days
    in May when weather over France prevented
    bombing of rail targets.
    The first mission was flown on May 12, 886
    bombers were sent to bomb a complex of
    synthetic oil plants in central and eastern
    Germany and met significant aerial opposition.
    The 352nd Fighter Group’s John C. Meyer
    almost became someone else’s score in a battle
    over the synthetic oil plant at Prenzlau. Meyer
    spotted a combat wing of Fortresses rocked
    by explosions and took two 487th squadron
    flights to investigate, closer, Meyer saw several
    parachutes in the air, then spotted three gaggles
    of enemy aircraft. He quickly lost the first two he
    spotted in the heavy haze, but one Bf 109 from
    the third flight failed to reach the sanctuary of
    the haze and Meyer set it on fire with one burst.
    After watching it crash, he spotted an airfield
    with bombers on it and made a run in which
    he destroyed a He 177. As he pulled up, a Bf 109
    bounced him and he only managed to escape
    with a series of violent maneuvers taken at
    a low enough altitude he thought for a moment
    he might crash. Meyer was able to return to
    Bodney to complete the last mission of his first
    tour of duty, with claims that raised his score to
    15.5, including 8.5 aerial victories.
    The Eighth lost 46 bombers on the May
    12 missions. However, the aerial battles had been
    one of the worst days for the Jagdwaffe, which
    reported losing 61 fighters. Albert Speer wrote
    of the strike in his memoirs, stating, “On that
    day, the technological war was decided.” Speer
    authorized top priority to repairing the synthetic
    oil refineries and crews worked 24 hours a day
    to restore production.
    On May 28 and 29, the Eighth’s bombers
    returned to hit the newly-repaired facilities
    while the Fifteenth hit Ploesti with its biggest
    attacks. ULTRA intercepts in June confirmed
    that gasoline production had been cut in half.
    Following these attacks, Speer told Hitler that
    if the enemy persisted in these attacks over
    the summer, Germany would have no way to
    prosecute the war by fall.
    With the invasion a week away, a larger
    campaign would have to await victory in
    Normandy. Strategic bombing had finally found
    the target that would change the war.
    By mid-June, the Allies were firmly ashore in
    Normandy. General Spaatz renewed his request
    that the Eighth be allowed to resume attacks on
    the synthetic oil industry. Eisenhower had him
    written permission to divert the bombers from
    direct support of the invasion on days when
    there was good weather over Germany and
    were no missions against “Crossbow sites” (the
    German V-1 launch sites) or infantry support.
    The synthetic oil plants were located near
    coal deposits in the Ruhr, Silesia, south of Berlin
    and Leipzig. These plants produced 75 percent
    of Germany’s total fuel supplies: 85 percent of
    high-grade diesel and gasoline, and all aviation
    gasoline.
    Nearly one-third of this production was
    concentrated in the massive Leuna plant outside
    Merseburg and Politz, 70 miles northeast of
    Berlin. Five other plants located in central
    Germany produced another third.
    The Leuna plant’s 250 buildings covered
    three square miles and employed 35,000
    workers, 10,000 of them slave laborers or POWs.
    A facility that size should have been easy to
    hit with precision bombing, but the German
    defenses involved greasy black smoke sent
    up from hundreds of small ovens that ruined
    visibility. Additionally, decoy buildings that were
    constructed outside the plant were bombed as
    much as the plant itself. The plant was protected
    by 600 radar-supported 88mm anti-aircraft
    HISTORY
    The legendary Chuck Yeager on the wing of his second P-15, P-51D "Glamourus Glen II" in which
    he shot down an Me 262 in November 1944.
    INFO Eduard
    7
    July 2024

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    cannons, while several Luftwaffe fighter units
    were based nearby.
    Merseburg became known as “Mercilessburg”
    to the bomber crews. Second Lieutenant Tom
    Landry, who would become head coach of the
    Dallas Cowboys, flew most of his missions in
    the oil campaign, he remembered that the sky
    over the city and the plant was filled by “an angry
    black cloud of exploding flak.”
    The B-17s and B-24s primarily dropped
    250-pound bombs, these were not strong enough
    to destroy the reinforced concrete blast walls
    protecting the storage tanks, compressors and
    other machinery. These lighter bombs also made
    German firefighting easier because the fires
    were less intense and long-lasting as compared
    to the destructive effect of the RAF 4,000-pound
    “cookies,” that were responsible for most of the
    damage.
    The summer of 1944 saw poor weather, which
    prevented the bombers returning to a target
    quickly. The Germans were able to get plants
    back into production at lowered rates within four
    to six weeks. Toward the end of the campaign,
    air force planners using increased photo
    reconnaissance were able to time attacks to
    coincide with production resumption.
    The first attack of the Oil Campaign was against
    the huge plant at Politz on June 20, 1944. The
    Fourth Fighter Group provided Target Withdrawal
    Support. Fifty ZG 76 Me 410s intercepted the
    bombers, some carrying massive 50mm anti-
    tank cannons, escorted by Bf 109s. The Luftwaffe
    admitted the loss of 12 Me 410s to the Debden
    Eagles and other groups.
    The mission saw the loss of Jim Goodson,
    who led his 336th squadron in his brand-new
    P-51D. Spotting airplanes on the airfield at
    Neubrandenburg on the way home, Goodson
    led the squadron in a low-level attack. As he
    picked out a Do 217 on the field, his Mustang
    took a hit in the vulnerable radiator. With engine
    temperature soaring, Goodson crash-landed on
    the airfield and was quickly captured. Since the
    Mustang looked undamaged from the air, other
    squadron members strafed it as Goodson and
    his captors threw themselves on the ground.
    At the time of his loss, Goodson was VIII fighter
    Command’s leading ace, with 14 aerial victories
    and 15.5 ground kills, he would remain top ace of
    the Fourth.
    The Eighth’s first “Operation Frantic” shuttle
    mission was flown June 21. Among the others,
    First Bomb Division contributed 163 B-17s, their
    escort to the target was performed by 72 P-38s
    of the 364th and 55th groups, and 38 P-47s
    of the 353rd group. The Fourth, flying three
    16-plane squadrons, reinforced by 16 P-51s from
    the 352nd’s 486th squadron, were led by Don
    Blakeslee. They rendezvoused with the bombers
    before they hit the target and flew with them to
    Poltava in Ukraine, a flight of 1,600 miles.
    Shortly after the Eagles picked up the
    bombers over Lezno, Poland, 30 Bf 109s attacked
    the bombers over Siedlice. Captain Frank Jones
    and 1st Lt Joseph Lang each got one, making both
    aces. The 335th squadron’s 1st Lt Frank Sibbett
    was shot down and killed. Blakeslee navigated
    the flight - as he was later proud to recall - with
    four maps and a wrist watch, bringing the group
    to Poltava where they landed at 1450 hours,
    his exact ETA, he considered leading the flight
    across Europe his greatest achievement of his
    wartime career. Ralph Hofer, who wandered
    off on his own again, was unable to rejoin the
    group and got lost. He landed unexpectedly at
    Kiev, where he was closely interrogated by the
    Russians before they let him fly over to Poltava
    the next day.
    Unknown to the Americans, the force had
    been shadowed by a Ju 88 after the formation
    broke away from the main force and headed
    east. That night, the Luftwaffe staged one of their
    last large-scale bombing missions. The Poltava
    airfield was hit, destroying many B-17s - half of
    those on the field.
    With the majority of the Jagdwaffe in
    Normandy, missions over Germany did not find
    larger air opposition until July 18. The 352nd was
    escorting bombers to targets in Peenemünde
    and Zinnowitz when they encountered a mixed
    force of about 40 Me 410s and Ju 88s, with
    a top cover of 20 Bf 109s that were stalking the
    bombers. Outnumbered, the 486th and 487th
    squadrons attacked, quickly dispersing them
    while the Bf 109 cover was engaged by the 328th
    squadron.
    George Preddy, whose run of victories had
    taken off in late June when he exchanged his
    P-51B “Cripes A’Mighty II” for one of the newer
    Captain Pierce McKennon was one of the longest-serving pilots in the 4th FG, arriving in 1943 and flying
    operations to the end of the war. (USAF official)
    The 55th Fighter Group gave up their P-38s for P-51s in the summer of 1944.
    (USAF official)
    HISTORY
    INFO Eduard8
    July 2024

  • Page 9

    P-51Ds, which he named “Cripes A’Mighty
    III”, claimed two Ju 88s destroyed, a third as
    a probable, and two more “damaged.” along with
    a Bf 109 destroyed. With that, his score of aerial
    victories rose to 14.5 and he was recognized as
    the group’s leading ace.
    On July 19, the Fourth ran across Bf 109s over
    Munich. The 336th’s Lieutenants Ira Grounds
    and Francis Grove got two and one, respectively.
    First Lieutenant Curtis Simpson, whose P-51B
    lost its glycol after being damaged during the
    fight later recalled, “This particular escort
    flight was the sixth straight flight that we had
    made to Munich in six days, but it was the first
    one where there was any opposition. We were
    jumped by a group of ‘109s and fought all the way
    into Austria. I was on full throttle for far too long
    a time and my electrical system on the coolant
    shutters went out. When they closed, the engine
    overheated and I lost all of my coolant, If I hadn’t
    been so close to Switzerland I would have ended
    up as a Prisoner of War or dead. I was looking
    for a place to land, since I did not want to jump.
    I found this very short meadow that had some
    white signs on it so I thought that I should try
    it. I had no other choice. I used full flaps with
    no power from the engine and I landed slightly
    on the tail wheel. There was no one there when
    I landed, but as soon as I stopped, here they came.
    The Swiss had helmets similar to the Germans,
    and I was not sure where I was. I stood up in the
    cockpit with my hands raised and asked if they
    were Swiss. Luckily they said yes!” Simpson’s
    Mustang was later repaired and taken on charge
    by the Swiss Air Force.
    On August 6, the 357th group provided escort
    for another shuttle mission to the Soviet Union.
    They picked up the B-17s after they hit the Focke-
    Wulf assembly plant at Rahmel. The bombers
    had been escorted by the 55th group, led by new
    group commander John D. Landers in their first
    P-51 operation. The mission to Gydina and back
    to England covered 1,595 miles in seven flying
    hours.
    Over Poland, nine Bf 109s from JG 51 went after
    the bombers, but 1st Lt Robert Shaw’s flight cut
    them off. Shaw shot one down in flames while
    element leader 1st Lt “Bud” Nowlin chased the
    fighter flown by Hauptmann Gunther Schack,
    Staffelkapitän 7./III./JG.51. Schack split with
    Nowlin in pursuit. A burst hit the 109's radiator
    and brought a spray of coolant before it slowed
    so dramatically that Nowlin overran the fighter.
    Pulling alongside Schack, he realized he had to
    preserve fuel. He waved and climbed away, not
    discovering until he met Schack 40 years that
    shortly after, Schack bailed out.
    That same day saw George Preddy’s best
    day ever. When the group had been informed
    the night before that the August 6 mission
    would be scrubbed for weather, Preddy spent
    the night drinking and shooting craps, he got
    gloriously drunk and won $1,200. He had been
    asleep an hour when he was awakened with the
    news the mission was on. Not only did he have
    a major hangover, but he was supposed to lead
    the mission! He spent 30 minutes in his cockpit
    breathing pure oxygen to clear his head, but
    even so he vomited in his cockpit while flying
    across the sea.
    Ninety minutes later, the bombers were
    approaching Hamburg when 30 Bf 109s were
    spotted stalking the bombers. Preddy led
    White Flight in a bounce from the rear. He later
    reported, “I opened fire on one near the rear
    of the formation from 300 yards and got many
    hits around the canopy. The enemy aircraft
    went down inverted and in flames. At this time,
    Lieutenant Doleac became lost while shooting
    down an Me 109 that had latched onto Lieutenant
    Heyer’s tail.” Preddy and Heyer continued their
    attack. Preddy got behind his second victory and
    got hits around the wing roots, setting the ‘109 on
    fire. “He went spinning down and the pilot bailed
    out at twenty thousand feet.” Heyer shot down
    another Bf 109.
    The enemy formation stayed together with
    the pilots taking practically no evasive action
    as the formation tried to maneuver to attack
    the bombers. “We continued our attack on the
    rear end and I fired on another at close range.
    He went down smoking, and I saw him begin
    to fall apart below us” Another flight of P-51s
    joined the fight. “I fired at another ’109, causing
    him to burn after a short burst. He spiraled down
    in flames.” Still the Germans stayed together as
    they made a left turn to attempt another attack.
    “I got a good burst into another one, causing him
    to burn and spin down. The enemy aircraft were
    down to five thousand now.” One pulled off to the
    left in an attempt to engage Preddy. “I was all
    alone with them now, so I went after this single
    ’109 before he could get on my tail. I got in an
    ineffective burst, causing him to smoke a little.
    I pulled up into a steep climb to the left above him
    and he climbed after me. I pulled it in as tight as
    possible and climbed.” The enemy pilot opened
    fire ineffectively as Preddy outclimbed him in
    a zoom. “He fell off to the left and I dropped
    astern of him. He jettisoned his canopy as I fired
    a short burst, getting many hits. As I pulled past,
    the pilot bailed out at seven thousand feet. I had
    lost contact with friendly and enemy aircraft, so
    I headed home.”
    George Preddy had just shot down six enemy
    fighters in one battle. It would be the ETO record.
    Preddy was still suffering from the epic
    drinking bout when he landed. When he shoved
    open his canopy, everyone wanted to know his
    score. His first words were “NEVER AGAIN!” With
    this, his score was 28, 24 scored in the P-51
    to make him the leading Mustang ace. He was
    awarded the Distinguished Service Cross for his
    record mission, and given 30 days leave back
    home.
    As the Fw 190A-8/R2 Sturmbocks became
    more effective, VIII Fighter Command sent
    fighter groups ahead of the bombers to find and
    break up the Sturmgruppen formations.
    On August 15, II./JG 300 attacked the 303rd
    “Hell’s Angels” group when they found the
    bombers headed for Wiesbaden near Trier. The
    Sturmbocks popped out of the clouds and shot
    down nine B-17s from the low formation. Minutes
    later, Bf 109Gs from I./JG 300 found the 466th
    group’s B-24s near Meppel and shot down four.
    The defending gunners claimed four Fw 190s and
    nine Bf 109s respectively. On August 16, IV./JG 3
    The 357th's P-51D-15 "Missouri Armada" was flown by Captain John B. England. (USAF Official)
    HISTORY
    INFO Eduard
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  • Page 10

    attacked the 91st group near Halle and claimed
    six B-17s in trade for six Fw 190s in a four minute
    battle.
    August 24 saw the loss of the Fourth’s Major
    John T. Godfrey in a freak “friendly fire” incident.
    Leading the 336th squadron, Godfrey spotted
    Ju 52/3m transports on the airfield at
    Nordhausen. He led the strafing attack and shot
    up four while his wingman 1st Lieutenant Melvin
    Dickey shot up three. The light flak was intense
    and Godfrey jinked to make himself a difficult
    target. In so doing, he flew into Dickey’s line of
    fire as he opened up on a fourth ground target.
    Godfrey’s P-51 was hit in the engine and the
    coolant system. With the termperature gauge
    “off the peg” as he later recalled, Godfrey bellied
    in beyond the field and managed to get out of the
    airplane as it caught fire and reach cover before
    the enemy troops arrived, despite suffering cuts
    to his head and leg.
    At the time he went down, Godfrey was tied
    with Jim Goodson as leading ace of the Fourth,
    with 29.88 air and ground victories. After three
    days on the run and walking 13 miles, he tried to
    catch a ride in a boxcar outside Nordhausen, but
    was captured by railway guards. He later wrote
    that being captured and spending eight months
    as a POW was “the best thing that could have
    happened to me,” since he had been obsessed
    with becoming the top ace of the ETO. “Prison
    taught me what was really important in life.”
    September 11 saw the strongest Jagdwaffe
    reaction to a bombing raid since May 28. It also
    saw another Eighth Air Force “Frantic” mission,
    in which 75 B-17s of the 96th and 452nd bomb
    groups bombed Chemnitz then headed on east,
    escorted by the 20th Fighter Group. While there
    was no enemy response, the force had to pick
    their way through heavy weather to land at
    Ukrainian bases. The bombers hit targets in
    Hungary on their way to Italy and the full force
    was back in England by September 17.
    The other escort groups saw plenty of action
    on September 11. One of the forces attacked
    the Leuna factory in “Mercilessburg.” Seven
    JG 400 Me 163s attacked one formation, claiming
    three B-17s in the vicinity of Leipzig. The “Bloody
    Hundredth” 100th Bomb Group was lagging, they
    were hit by an entire Sturmgruppe and 13 B-17s
    went down in the five-minute battle. Had it not
    been for the timely arrival of the 339th Fighter
    Group’s Mustangs, the result might have been
    worse, but the P-51s shot down a good number
    of enemy fighters. The 92nd bomb group was
    also hit, losing eight, with four others so badly
    damaged they made emergency landings at
    Allied airfields in France. The U.S. fighters
    overall claimed an incredible 116 victories for
    the day.
    On September 12, the bombers hit the synthetic
    fuel factory outside Magdeburg. The Jagdwaffe
    again made a strong showing, the groups
    reported loss of 23 B-17s. Overall, 43 bombers
    were lost, but against these enemy successes,
    American fighters returned with claims for
    125 shot down.
    On September 13, the Mustangs claimed 150
    shot down. The famous names from the previous
    year were gone, returned home at the end of
    their tours or shot down. Their replacements
    demonstrated the result of the strong training
    program created in the previous two years back
    in the United States.
    By this point, loss of regular supplies of
    aviation gasoline due to the destruction of the
    synthetic oil factories left the Luftwaffe only
    able to put in occasional appearances, when the
    geschwadern were able to collect sufficient gas
    to mount a mission.
    The synthetic oil campaign carried out in the
    summer of 1944 was the first true test of the
    belief that daylight precision bombing could
    fatally disable the German economy. Eighth Air
    Force flew 28 missions in June, 27 in July and
    23 in August and 15 in September - so fast that
    some bomber crews completed their 35 mission
    tours in only a few months - with the majority of
    the missions targeting the synthetic oil industry.
    In the end, the campaign was won by carpet
    bombing the plants, causing simultaneous
    damage to several plants at a time, which
    was beyond the means of the German repair
    organization to return them to even a modest
    percentage of pre-campaign production. By
    September, synthetic oil production was nine
    percent of what it had been in May, and the
    Ploesti oilfields were in the hands of the Soviets.
    The German aircraft industry achieved its
    highest monthly production total in September,
    but the overwhelming majority of the airplanes
    produced never flew for lack of fuel.
    Over the course of the campaign, Eighth Air
    Force lost almost half its operational bomber
    strength: 1,022 B-17s and B-24s, as well as 665
    P-38s, P-47s and P-51s. While the loss rate was
    1.5 percent over 35 missions as compared to
    3.6 percent over 25 missions during the “Battle
    of Germany” that spring, an aircrewman in the
    Eighth still had a one-in-three chance of being
    killed or made prisoner during his tour.
    After the war, Albert Speer told his
    interrogators that if the Allied Air Forces had
    made these plants their sole objective during
    the summer of 1944, they could have forced
    a German surrender in eight weeks, which would
    have allowed the airmen to achieve their dream
    of winning the war themselves. As it was, what
    was accomplished likely shortened the European
    war by six months.
    Editor's Notes: The author is responsible for the
    historical, terminological and technical accuracy of
    the article.
    P-51D-10 "Pauline" of the 339th Fighter Group. One of the last fighter groups to join VIII fighter Command,
    the 339th FG established themselves as ground attack specialists when the Luftwaffe stopped flying for
    lack of fuel. (USAF Official)
    HISTORY
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  • A Mustang at Boleslav

    A long brief from Historical Airshow Mladá Boleslav

    Originally, I wasn’t even supposed to be in Boleslav. Steve assigned me to Hradec, and took the rest of the shows. But when
    Hradec was postponed to next year, it looked like I wouldn’t be getting in any airshow flight time with the P-51 this year. To
    be perfectly honest, I found that I had no real level of regret from the development. I had a couple of performances under
    my belt with Trener Box and the Pilatus, and that was probably enough to fulfill the year’s requirement to exhibit. However,
    about two weeks before the show, Steve tells me that he has some personal items to take care of and that he will either
    cancel the performance, or pass it on to me. Well, I just happened to be on vacation and had the time, so why not?
    A long brief from
    Historical Airshow Mladá Boleslav
    Radim Vojta
    (foto Petra Nováková)
    EVENT
    So what followed was a phone call to Tomáš
    Ratimec in an effort to find out just what it was
    that was expected from me: ‘Well, you and Míra
    Sázavský will do a two ship flyby, he will then
    separate for some solo aerobatics, and finish up
    with a four ship display with the Thunderbolt and
    Spitfire’. That made a lot of sense to me, as I’ve
    been flying the P-51 for a relatively short time
    and I haven’t had many opportunities to practice
    a solo display yet. I only tried something over
    the airport a couple of times, which was enough
    for me to realize that the Mustang was neither
    a Spitfire nor a Yak-3, and that aerobatics in
    a fairly confined space would not be so easy with
    it. I could, however, fly in a group, since I have
    been doing that quite a bit recently.
    As we packed up in the morning, I immediately
    understood what a new challenge the Mustang
    presented. It has a second seat instead of
    a fuselage tank, so although I tried my best to
    convince Jana that it would be more comfortable
    if she went to Boleslav by train, I failed. Fine,
    I’ll take you with me, I told her - but we need
    to minimize the amount of stuff we carry!
    No evening gown, five o’clock tea dress, three
    handbags and two hats. And certainly, no kitchen
    sink. Maybe two pairs of shorts and a change
    of underwear. But when I looked in the luggage
    compartment after arriving at the airport and
    saw how much space there was, I realized that
    I was in for it. Especially when I took the spare
    tailwheel out, saying that we don’t need to take it
    with us, I got a look that said it all. In addition to
    everything needed for the weekend, ten pairs of
    boots and winter ski gear could easily have been
    accommodated as well.
    After talking with Steve, I planned the trip
    there with a stop at Sazena. I haven’t had
    a chance to land the Mustang on a grass runway
    yet, so I wanted to try it out at a field with
    a longer strip. Most of all, I appreciated that RWY
    15L/33R has a runway edge lights and a length
    of 840 meters, while the adjacent 15R/33L is
    a full 1,315 meters long and has a long clearway
    with the same surface and pavement strength.
    So I came up with a plan to put down in a three
    point landing on the longer runway, but in line
    with the beginning of the lights - and if I manage
    to stop at the opposite end of the line of lights
    without any problems, I will know that the 1000
    meters of runway at Boleslav will suffice. And
    if it doesn’t work, nothing happens, I still have
    another six hundred meters ahead of me – and
    just case, I can set down in Mnichovo Hradiště to
    be safe and fly from there. The Mustang was in
    Boleslav several times, as was the Corsair and
    the Yak-3, but the pilots were more experienced
    on those respective types. I was only there with
    a Spitfire and Hurricane, but that doesn’t really
    count, since they are grass hoppers, any meadow
    being to their liking. I only have a few hours in
    the P-51D so far. The Chief (now generally known
    as Head of Air Operations) from Sazená, Honza
    Šimon, approved my plan, so there was nothing
    standing in the way of the test, except for my own
    fear deep down that I might bounce too much and
    embarrass myself.
    So I loaded Jana into the airplane, and with
    the help of Sucháč and Krechonaut, set off
    into the wild blue over Plasy and Rakovník to
    Sazka. Jana was said to have shed a tear after
    take-off, it was her first flight in a Mustang and
    actually it was a premiere for me too, as I have
    never flown anyone in a warbird. All my flights
    so far have been single seaters, so there was
    no such opportunity, unless we were going to
    recreate a bit of Dark Blue World film and carry
    a passenger in my lap. We rumbled our way over
    the countryside under a gloomy sky, the Merlin
    growling over Plasy, and for a while over the
    landscape of my youth west of Kladno, where
    I know every field intimately, because I underwent
    countless practice dead-stick landings on them
    in training in a Zlin 126, then growled through
    Slaný and up to the shooting range of Mr. Mareš
    at Velvary. Fuel cock, 26 inches, flaps ten, then
    twenty and enter the traffic pattern at Sazená
    after three ultralights and a Seneca doing single
    engine approaches. Damn, that was more traffic
    than I expected. Fortunately, by then we were at
    about 250 km/h, so we could shoehorn into the
    queue pretty easily. So now I was curious how
    it would unfold. Wheels, flaps, propeller, final,
    aim abeam the beginning of runway lights, idle,
    touch down on three points, and….well! Whatta
    ‘ya know? It worked, so all that was left was to
    maintain direction, brake lightly - and suddenly
    I was aware that we had come to a stop after 750
    meters. Damn, I didn’t expect that! And since the
    result was better than expected and the traffic
    at Sazená was greater, I told myself that I would
    The girls by the wing. Between Jana and Petra, the top of the head of lit-tle Andulka Cermak can be seen,
    who is still just a bit shy.
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  • Page 13

    So what followed was a phone call to Tomáš
    Ratimec in an effort to find out just what it was
    that was expected from me: ‘Well, you and Míra
    Sázavský will do a two ship flyby, he will then
    separate for some solo aerobatics, and finish up
    with a four ship display with the Thunderbolt and
    Spitfire’. That made a lot of sense to me, as I’ve
    been flying the P-51 for a relatively short time
    and I haven’t had many opportunities to practice
    a solo display yet. I only tried something over
    the airport a couple of times, which was enough
    for me to realize that the Mustang was neither
    a Spitfire nor a Yak-3, and that aerobatics in
    a fairly confined space would not be so easy with
    it. I could, however, fly in a group, since I have
    been doing that quite a bit recently.
    As we packed up in the morning, I immediately
    understood what a new challenge the Mustang
    presented. It has a second seat instead of
    a fuselage tank, so although I tried my best to
    convince Jana that it would be more comfortable
    if she went to Boleslav by train, I failed. Fine,
    I’ll take you with me, I told her - but we need
    to minimize the amount of stuff we carry!
    No evening gown, five o’clock tea dress, three
    handbags and two hats. And certainly, no kitchen
    sink. Maybe two pairs of shorts and a change
    of underwear. But when I looked in the luggage
    compartment after arriving at the airport and
    saw how much space there was, I realized that
    I was in for it. Especially when I took the spare
    tailwheel out, saying that we don’t need to take it
    with us, I got a look that said it all. In addition to
    everything needed for the weekend, ten pairs of
    boots and winter ski gear could easily have been
    accommodated as well.
    After talking with Steve, I planned the trip
    there with a stop at Sazena. I haven’t had
    a chance to land the Mustang on a grass runway
    yet, so I wanted to try it out at a field with
    a longer strip. Most of all, I appreciated that RWY
    15L/33R has a runway edge lights and a length
    of 840 meters, while the adjacent 15R/33L is
    a full 1,315 meters long and has a long clearway
    with the same surface and pavement strength.
    So I came up with a plan to put down in a three
    point landing on the longer runway, but in line
    with the beginning of the lights - and if I manage
    to stop at the opposite end of the line of lights
    without any problems, I will know that the 1000
    meters of runway at Boleslav will suffice. And
    if it doesn’t work, nothing happens, I still have
    another six hundred meters ahead of me – and
    just case, I can set down in Mnichovo Hradiště to
    be safe and fly from there. The Mustang was in
    Boleslav several times, as was the Corsair and
    the Yak-3, but the pilots were more experienced
    on those respective types. I was only there with
    a Spitfire and Hurricane, but that doesn’t really
    count, since they are grass hoppers, any meadow
    being to their liking. I only have a few hours in
    the P-51D so far. The Chief (now generally known
    as Head of Air Operations) from Sazená, Honza
    Šimon, approved my plan, so there was nothing
    standing in the way of the test, except for my own
    fear deep down that I might bounce too much and
    embarrass myself.
    So I loaded Jana into the airplane, and with
    the help of Sucháč and Krechonaut, set off
    into the wild blue over Plasy and Rakovník to
    Sazka. Jana was said to have shed a tear after
    take-off, it was her first flight in a Mustang and
    actually it was a premiere for me too, as I have
    never flown anyone in a warbird. All my flights
    so far have been single seaters, so there was
    no such opportunity, unless we were going to
    recreate a bit of Dark Blue World film and carry
    a passenger in my lap. We rumbled our way over
    the countryside under a gloomy sky, the Merlin
    growling over Plasy, and for a while over the
    landscape of my youth west of Kladno, where
    I know every field intimately, because I underwent
    countless practice dead-stick landings on them
    in training in a Zlin 126, then growled through
    Slaný and up to the shooting range of Mr. Mareš
    at Velvary. Fuel cock, 26 inches, flaps ten, then
    twenty and enter the traffic pattern at Sazená
    after three ultralights and a Seneca doing single
    engine approaches. Damn, that was more traffic
    than I expected. Fortunately, by then we were at
    about 250 km/h, so we could shoehorn into the
    queue pretty easily. So now I was curious how
    it would unfold. Wheels, flaps, propeller, final,
    aim abeam the beginning of runway lights, idle,
    touch down on three points, and….well! Whatta
    ‘ya know? It worked, so all that was left was to
    maintain direction, brake lightly - and suddenly
    I was aware that we had come to a stop after 750
    meters. Damn, I didn’t expect that! And since the
    result was better than expected and the traffic
    at Sazená was greater, I told myself that I would
    The girls by the wing. Between Jana and Petra, the top of the head of lit-tle Andulka Cermak can be seen,
    who is still just a bit shy.
    EVENT
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  • Page 14

    EVENT
    A P-51D and kegs of Pilsner Urquel. This looks to be the hangar where the valu-ables are stored...
    not even fly the second circuit and go straight
    on to Boleslav. I tried to take off at flaps 20.
    As expected, it required a little more right foot
    to keep the plane pointed in the right direction,
    but other than that, we were back in the air after
    maybe 600 meters…
    The landing in Boleslav on Runway 04 was,
    as expected, without any problems, and so
    we arrived as essentially the very first for the
    Aviation History Day. We dragged all our things
    out of the compartment behind the back seat
    and when Míra and the other Mustang arrived
    about an hour later, we set out to come up with
    a program for the two of us. Quite logically, we
    decided that it would be better for me to be on
    the wing as number two, because I have been
    flyin formations a lot in recent years and this is
    precisely the position I am very used to.
    We started with a ten-second interval, which
    turned out to be unnecessarily long. It took me
    a bit to catch up with Míra, but I was nailing
    the turn. I settled into position and immediately
    managed to find a good aiming point - the pitot
    tube lined up against the prop spinner. After
    a few maneuvers, however, I understood that,
    in general, a formation is a formation is
    a formation, but there is nevertheless a bit of
    a difference. It doesn’t go for the gas as much as
    lighter planes, the inertia is noticeable there, and
    the time that is lost due to a late reaction is not
    that easily made up. The only chance is a slight
    change in the flight trajectory and consequently
    move in closer or further away, precipitating the
    need for sometimes tighter turns, sometimes not
    so much, to put myself where I needed to be.
    Preparation for the show.
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    EVENT
    The airshow began on Saturday and I have
    to say that it was great from my point of view.
    Boleslav’s people have always been very well
    organized. Most of all, I really like the colour
    coordinated staff who’s functions were indicated
    by the colour of the t-shirts they wore, something
    like you find on aircraft carriers. The browns are
    the physically powerful members, the muscle
    that moves according to the reds, which are
    the controlling elements. So it was very easy
    even for a person who was in Boleslav for the
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    EVENT
    (photo: Jakub Vaněk)
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  • Page 17

    EVENT
    first time (and therefore did not know the local
    aero clubbers by face) to find their way around.
    Whenever a plane’s flight time neared, the
    browns set into motion in sufficient numbers
    to push the aircraft off the stand and closer to
    take-off position. As all this was going on, Ondra
    Bordovský in his red t-shirt would inform of
    any necessary changes to the show program
    and made possible all necessary adjustments.
    I don’t even need to talk about the fact that
    fire protection and technical assistance were
    automatically available at all times. Some shows
    are better, some less so, but I would plead with
    the organizers of the latter (and not necessarily
    the smaller) to take note of this specific show
    to see how it’s done. There’s nothing worse
    than when it’s nearing show time and the pilot
    is desperate to find someone to help him push
    the aircraft out - and even then it’s often chaotic,
    because everyone has a different opinion on
    when, who and where to push. Similarly, you tend
    to notice and appreciate the finer points, such
    as receiving an ID badge around the neck with
    contacts for transport to the hotel, of the director
    of the show and information about when and
    where briefings will take place. These amount
    to details, yes, but these are the things that go
    a very long way to making the whole experience
    that much more pleasant.
    Everything else was also perfectly organized;
    food, accommodation, transport to and from the
    hotel, you had somewhere to hide from the sun
    (or cold and rain, the hustle and bustle, as the
    situation warrants), where to strategically pee
    (yes, even that is a problem at some airshows).
    And since we also have a lot of friends in Boleslav,
    from aerobatic pilots to museum workers, we
    were able to spend a lot of quality time with
    people from fifteen to over eighty years of age.
    But, back to the flying…
    As agreed upon beforehand, we took off for the
    first display as a pair. I was surprised myself
    how it went. Acceleration was the same, which
    to be honest I wasn’t really sure it would be -
    we have different propellers, our ‘Little Rebel’
    has the original one with cuffs at the base of
    the blades, while ‘Excalibur’ has the newer and
    more powerful paddle blades. While waiting in
    a designated space, Míra tested me a bit with
    sharper turns, and it was there that I began to
    realize that I needed to put in an effort to keep
    up - the acceleration was nowhere near what
    I’m used to. And it’s always easier to fly two of
    the same type in formation, and so I was curious
    to see how things would go with the Thunderbolt
    in the early evening. We exchanged information
    a few times about who had what engine settings.
    Since they were identical in level flight, it was
    clear that we both had engines in similar
    condition. But I had to go with the revolutions
    a little higher, so that I could then go to a higher
    boost pressure, if the need arose.
    (photo: Jakub Vaněk)
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    ATC gave us the go ahead to begin and I realized
    I had no idea of where the hell we actually were.
    It’s weird, if I am flying in groups with Trener
    aircraft (a Czech designed and built trainer/
    aerobatic type) or Harvards, I sort of know where
    I am all the time without having to look anywhere
    but at the flight leader. I don’t know if I was just
    busier, or if things were happening faster, but in
    short, the spatial orientation was worse at times.
    But Mira informed me that we were going into
    the flypast, so I can reset my vestibular system
    and mentally set a position for the final approach
    to 04. The Mustangs revved up and I could see
    the ground passing by below us, and I am not
    even fully aware of how fast we were flying. Four
    hundred? Five? God knows! We turned slightly
    to the right, returning to the airport. A three-
    sixty followed, and Mira tightened up as per our
    previous planning, and I could feel the increase
    in g’s, and the Mustangs made a whistling sound,
    which is produced at greater angles of attack
    by air flowing through the gun ports. But during
    the turn, I began losing some distance from the
    outside. I couldn’t increase throttle, I had to start
    to tighten the inside of the corner, but even that
    wasn’t enough to compensate anymore... ‘Mira...
    take it down a notch’, I requested, and the distance
    began to shorten, allowing me to get back into
    position. ‘And now bring her back up’. We leveled
    off after the turn, followed by a short flight from
    the airport, a right turn, we throttled up and got
    ready for a break. Flying low over the runway,
    I could peripherally see the aircraft stand behind
    Excalibur and the spectators, transformed into
    one long blur. ‘For so many years I flew at dizzying
    speeds so that the world was a blur to me. The
    landscape was a blur, and a man just a dot’, as
    Werich said in the fairy tale ‘The King Had Three
    Sons’. I waited for Mira’s command. He needed
    speed and inertia to go into a vertical and his solo
    performance. ‘Break…..now!’ Excalibur pulled into
    a cuban eight in front of me and I broke away into
    a turn with a sharp bank and only a slight climb.
    I cut the throttle back to reduce a speed, dropped
    the flaps to twenty, speed 160 mph, and extended
    the gear, and lined up with Runway 22. Full flaps,
    speed 115, I then passed the runway threshold,
    set the throttle to idle, and the engine went from
    a deep growl to an idle ‘mole fart’. I sat her down
    in a three point landing, maintained direction,
    and lightly applied the brakes. Mira whizzed past
    me to the left at high speed and continued his
    display. I left the runway, retracted the flaps, went
    through the standard of procedures, continued
    taxiing and was quite happy, back on the ground.
    Only slightly sweaty…
    In about an hour and a half, we took off again,
    this time for the final passes as a foursome.
    The first pair to take off was a Spitfire Mk.XIV and
    a P-47D Thunderbolt, with the P-51s following
    closely behind. I started in a position on the
    right, I kind of preferred that, and shortly after
    take-off I shifted to the left, as per plan, because
    that was my designated place in the formation.
    We then caught up with the aircraft ahead of
    us, and I was on the inside of the turn, making
    my task a little easier than it was for Mira.
    It didn’t take long for me to get into position and
    slowly, I got in line. The Thunderbolt led the way
    and I noted the silhouette of the Spitfire Mk.XIV
    flying behind him. We got a peek at the Mk.XVI
    with a Merlin, and it had a sort of a subtlety to
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    it compared to the raging XIV with the Griffon
    engine. I slid into position to the Thunderbolt’s
    left and watched him. I couldn’t figure out if
    I like the plane or not. She’s pretty attractiveon
    the ground, but now with the undercarriage
    and flaps tucked neatly away, she really does
    look like a jug, as she was affectionately (or
    not) known during the war. Her name is Nellie
    B. ‘Nellie’, I thought, ‘you’re a tad chubby. Admit
    it….you have an appetite!’ At that point, we were
    getting close to our fly past. The Thunderbolt has
    different dynamics than the Mustang and started
    to pull away from us as we descended, giving us
    something to do to catch up. After the pass, we
    went into a right climbing turn, and the situation
    reversed, with us trying not to overtake her.
    We turned left and went into the second flypast.
    Two Merlins, a Griffon and an R-2800, must be
    quite a sound on the ground! We returned to the
    airport for our break, initiated on command by the
    P-47. Mira went first, climbing and disappearing
    off to the right. After two seconds, it was my turn.
    I tried to overtake Mira in the turn and did so
    while in it. We flew as a pair over the runway and
    broke off for individual passes. I went into the
    circuit and had the Spitfire and T-bolt in front of
    me, also getting ready for their flypast. I lined up
    with ‘Little Rebel’ followed by ‘Excalibur’. I roared
    over Runway 04 and broke right to join a left
    circuit for 22. I watch the other aircraft as they
    went one at a time into their passes. I waited until
    they were out of the way, since landing against
    them would be a pretty lousy idea. ATC confirmed
    and gave me clearance to land. I approached the
    runway, sat her down and came to the realization
    that I had enough for one day.
    Before flight back to Pilsen.
    (photo: Petra Nováková)
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    Sunday flight back to Pilsen
    I have zero idea what I was
    trying to snap a pic of, and
    most likely I just hit the shutter
    button by accident, but it did
    yield an interesting image!
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    Flypast over Rakovnik’s airport on the way
    home. Jana is making sure Lajka the dog has
    a good view from the back seat. Photo: Matyas
    Koehller
    We were the last display, and there’s always
    a kind of a release after the engines are shut
    down. I think that everyone feels some variation
    of the release after all is said and done. In the
    evening we had a few rum pralines and then just
    slept and went home the next day. It was the
    icing on the cake. The P-51D rolls along rather
    well, even in economy cruise power settings.
    We were happy to fly through a few airports
    along the way and before you could say ‘cobbler’,
    we were back in Pilsen.
    So, what more can be said? I’m very glad that
    Steve passed this show on to me, because this
    gave me a lot of flight experience with the type.
    I’ve experienced the huge difference in the
    landing run with a three point landing versus
    landing on main wheels only, however easier and
    safer it is on the wheels with a heavy warbird. We
    confirmed that the P-51D is ideal for a weekend
    trip for two, because it can carry a lot more
    personal items than the Zlín 526. So if you should
    happen to be contemplating which aircraft to
    take on such a trip with your wife, Jana and
    I highly recommend the Mustang!
    Once again, the Boleslav team showed that they
    are extremely capable of putting on an excellent
    airshow focused on aviation, beyond being
    categorized as ‘a small aeroclub with a grass
    airstrip trying to put on a show’. These people
    are performing well in the big league. If we can
    complain about anything, then perhaps Sunday’s
    weather could have come a day early, but that’s
    just to show how hard you have to look to find any
    sort of a negative…
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    After the return to Pilsen. You wouldn’t guess
    it, but the Mustang is quite a bit larger than the
    Trener!
    A meeting of modelers and aviation
    enthusiasts took place at Hangar 3 at the
    Pilsen-Linie airport on the last Saturday
    of June for the premiere christening of two
    new Eduard kits: the P-51B/C Mustang in
    1/48th scale and the P-51D in 1/72nd scale.
    The B-17F “The Bloody Hundredth” was also
    modestly featured, thanks to a stroke of luck
    and logistical effort, as it was the very first
    (and so far only) packaged box. Its big debut
    awaits at IPMS USA in mid-July.
    The event in Pilsen was planned to start at
    11 am, but organizers from Eduard and the
    local Classic Trainers were at the airport
    more than two hours earlier. The first
    visitors began arriving after ten o’clock. Their
    number was limited to one hundred and fifty
    to maintain the intimacy of the event. After
    a welcome by Vladimír Šulc, Radim Vojta, one
    of the pilots of the “Pilsen” Mustang, took the
    floor and shared his experience of flying the
    P-51D. He discussed the differences this
    warbird presents compared to the Spitfire,
    Hurricane, and Yak-3. Jiří Horák, the second
    Czech pilot flying the Little Rebel, then
    described some lesser-known technical
    characteristics of the P-51D.
    Both pilots, being modelers themselves,
    highlighted details important from a model-
    er’s perspective and addressed common
    mistakes regarding the Mustang, such as
    the positions of flaps, control surfaces, and
    landing gear doors during various phases of
    ground presence. After their presentations,
    the Little Rebel was pushed out on a stand
    outside the hangar. Inside, Eduard’s Mustang
    kit designer, Stanislav Archman, gave a pre-
    sentation.
    The actual christening of the kits
    took place before the flight program.
    Saturday’s meeting concluded with a flight
    demonstration of the Little Rebel, piloted
    by Jiří Horák. Everyone agreed that another
    joint event should be organized soon.
    Classic Trainers are a fantastic group, and
    their Hangar 3 is absolutely magnificent!
    Jan Zdiarský
    Photo: Jan Zdiarský,
    Michal Krechowski,
    Vladimír Šulc
    Title artwork:
    Piotr Forkasiewicz
    29 June 2024, LKLN Pilsen-Line Airport
    Hangar 3
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  • MUSTANG DAY

    A meeting of modelers and aviation
    enthusiasts took place at Hangar 3 at the
    Pilsen-Linie airport on the last Saturday
    of June for the premiere christening of two
    new Eduard kits: the P-51B/C Mustang in
    1/48th scale and the P-51D in 1/72nd scale.
    The B-17F “The Bloody Hundredth” was also
    modestly featured, thanks to a stroke of luck
    and logistical effort, as it was the very first
    (and so far only) packaged box. Its big debut
    awaits at IPMS USA in mid-July.
    The event in Pilsen was planned to start at
    11 am, but organizers from Eduard and the
    local Classic Trainers were at the airport
    more than two hours earlier. The first
    visitors began arriving after ten o’clock. Their
    number was limited to one hundred and fifty
    to maintain the intimacy of the event. After
    a welcome by Vladimír Šulc, Radim Vojta, one
    of the pilots of the “Pilsen” Mustang, took the
    floor and shared his experience of flying the
    P-51D. He discussed the differences this
    warbird presents compared to the Spitfire,
    Hurricane, and Yak-3. Jiří Horák, the second
    Czech pilot flying the Little Rebel, then
    described some lesser-known technical
    characteristics of the P-51D.
    Both pilots, being modelers themselves,
    highlighted details important from a model-
    er’s perspective and addressed common
    mistakes regarding the Mustang, such as
    the positions of flaps, control surfaces, and
    landing gear doors during various phases of
    ground presence. After their presentations,
    the Little Rebel was pushed out on a stand
    outside the hangar. Inside, Eduard’s Mustang
    kit designer, Stanislav Archman, gave a pre-
    sentation.
    The actual christening of the kits
    took place before the flight program.
    Saturday’s meeting concluded with a flight
    demonstration of the Little Rebel, piloted
    by Jiří Horák. Everyone agreed that another
    joint event should be organized soon.
    Classic Trainers are a fantastic group, and
    their Hangar 3 is absolutely magnificent!
    Jan Zdiarský
    Photo: Jan Zdiarský,
    Michal Krechowski,
    Vladimír Šulc
    Title artwork:
    Piotr Forkasiewicz
    29 June 2024, LKLN Pilsen-Line Airport
    Hangar 3
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    Hangar 3, morning
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    Launch of the event
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    From left to right: Steve Stead - owner and pilot of Little Rebel,
    Radim Vojta and Jiří Horák - pilots, Vladimír Šulc,
    and Michal Krechowski on the wing.
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    Radim Vojta
    introduces the
    peculiarities of P-51D
    piloting.
    Jiří Horák explains
    the technical
    characteristics
    of the P-51D.
    Preparing the P-51D for flight.
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    Stanislav Archman presents
    on the construction of the P-51B, C, D kits.
    Martin Nademlejnský and his
    team at the Eduard sales stand.
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    Cristening of the P-51B/C 1/48, P-51D 1/72,
    and B-17F “The Bloody Hundredth” 1/48 kits.
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    There’s always plenty to see at
    Classic Trainers in their Hangar 3.
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    P-51D Little Rebel flight demonstration.
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    After the landing - Jiří Horák,
    pilot
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    During the flight
    demonstration, the Little
    Rebel carried several
    kits from the christening
    in place of the original
    fuselage fuel tank. They
    were carefully unloaded
    from the aircraft after
    landing.
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    The very first packaged B-17F “The Bloody Hundredth” 1/48 (August release) was also carried by the Mustang.
    The kit was then signed by Jiří Horák and other members of the Little Rebel team.
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    Two Bluenosers.
    We couldn’t miss this photo arrangement...!
    Some of Eduard’s team arranged a reward in the form
    of a chance to wash Little Rebel after the flight.
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    “I enjoy open hangar days. People come, they look
    around, and they are interested. However, even
    more I like the model events with Eduard - Model
    Accessories that we organize occasionally. We’ve
    collaborated like this before with the Spitfire,
    Hurricane, Trener series Zlins, and yesterday with
    the Mustang. Modelers are disciplined and genuinely
    interested, so it’s no problem to allow them close
    contact with the aircraft. They can take pictures,
    look wherever they want, and there’s no need to
    worry about them touching things they shouldn’t
    and fiddling with something that shouldn’t be fiddled
    with. They’re genuinely interested too, so we enjoy
    talking about planes because they’re always asking
    questions and it’s usually to the point. We hope this
    wasn’t the last event of its kind.”
    Radim Vojta,
    Classic Trainers
    30 June 2024
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  • Mustang day - Bonus

    Mini-walk-around

    LEFT UNDERCARRIAGE BAY
    MUSTANG DAY BONUS
    MUSTANG DAY BONUS
    MINI
    MINI
    -
    -
    WALK
    WALK
    -
    -
    AROUND
    AROUND
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    RIGHT
    UNDERCARRIAGE
    BAY
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    RIGHT GUNBAY
    IDENTIFICATION LIGHTS
    ON THE RIGHT WING TIP
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  • Aerial War in Ukraine - Russian Airports Under Fire

    During the monitored period from May 1 to May 31, the Russians attempted to open a new front in the Kharkiv area. It ended as it always does. Meanwhile, Ukraine intensified its campaign against Russian airports. The targets included air defense systems, radars, and bomb and fuel depots. It seems they are preparing the ground for the anticipated deployment of F-16 fighters.

    Miro Barič
    Russian Airports Under Fire
    The offensive against the Kharkiv region
    began on Friday, May 10. The Russians gathered
    around 50,000 soldiers for it. The Ukrainians saw
    this buildup of forces at their borders but had
    limited options to counter them because the West
    only allowed the use of their weapons under the
    condition they are deployed within the Ukrainian
    territory.
    At first, the Russians advanced quickly,
    causing alarmed comments in the Western press
    and criticism of why Ukraine had not fortified
    this area. Well, try building fortifications right at
    the border under the watch of Russian artillery...
    In reality, the first Ukrainian line was about
    10 km from the border, and the Russians never
    crossed it. The border zone was a kind of gray
    area patrolled only by small units.
    The Russian advance focused on the town of
    Vovchansk northeast of Kharkiv and the village
    of Lypci, located a bit further west. The plan was
    to create two pincers aimed ultimately at Kharkiv
    – or at least to divert Ukrainian units from other
    areas of the front. None of this succeeded.
    In other sectors, the Russian advance did not
    speed up, and even in the Kharkiv region, they
    only managed to occupy a few abandoned
    villages at great cost. By the end of the monitored
    period, the Ukrainians even started pushing the
    Russians back.
    Western Missile against Russia?
    This Kharkiv adventure did have one significant
    consequence, although not the one the Russians
    envisioned. Most Western countries lifted
    restrictions that prohibited Ukrainians from
    using their weapons against Russian territory.
    The result was, for instance, the destruction of an
    S-300 battery in the Belgorod region. The S-300
    missiles, in a ground-to-ground configuration,
    were previously used by the Russians to shell
    Kharkiv and kill its residents.
    At first glance, this sounds overly optimistic.
    However, details gradually emerged, revealing
    that the USA only slightly relaxed its restrictions.
    Ukrainians can only use standard GMLRS
    missiles from HIMARS rocket launchers, with
    a range of about 80 km, against Russian territory.
    They cannot attack Russia with ATACMS missiles,
    which have a range of 300 km. Thus, critical
    command posts of the Russian army remain
    out of Ukrainian reach. The areas Ukraine can
    shell are also limited, and they must carefully
    select their targets. They can only strike those
    units actively attacking Ukrainian territory from
    Russian soil. Therefore, Ukraine continues to
    fight mainly with domestically produced drones
    on Russian territory, while Western missiles
    are used against occupied territories, focusing
    particularly on Crimea.
    Attacks on Airports
    On Saturday, April 27, drones struck the
    Kuschevskaya airbase in Russia's Krasnodar
    region. One Flanker (Su-27 or Su-35) was
    damaged, and one unidentified aircraft was
    destroyed. Much more significant, however, was
    the hit on a warehouse containing kits for the
    wing-mounted guided glide bombs, which was
    completely destroyed. The Russian air force
    had been using these bombs to attack Ukrainian
    frontline positions for several months, so their
    destruction is a welcome aid to the defenders
    in the trenches.
    On Tuesday, April 30, 12 ATACMS missiles hit
    targets around the Dzhankoi and Gvardeiskoe
    airbases in occupied Crimea.
    Belbek airport in Crimea suffered massive
    damage on Wednesday, May 15, after being
    hit by ATACMS missiles. Two MiG-31 fighters
    and one unidentified aircraft were completely
    destroyed. One Su-27 was damaged, and
    another three Su-27s were likely damaged.
    One MiG-29 was also destroyed. This
    MiG-29 was one of the nine originally Ukrainian
    fighters captured by the Russians at Belbek
    airbase during the 2014 occupation of Crimea
    and had remained in a non-operational state
    since. Additionally, a fuel depot was completely
    burned down, which is a significant blow to
    the Russian air force's ability to operate from
    Belbek. Without the necessary infrastructure,
    it's just a concrete runway without the
    capability to quickly prepare aircraft for combat
    missions. The final blow was the destruction
    of an S-400 air defense battery, with photos
    of the battery appearing on social media.
    During the monitored period from May 1 to May 31, the Russians attempted to open
    a new front in the Kharkiv area. It ended as it always does. Meanwhile, Ukraine
    intensified its campaign against Russian airports. The targets included air defense
    systems, radars, and bomb and fuel depots. It seems they are preparing the ground
    for the anticipated deployment of F-16 fighters.
    Note the weathering
    on this Ukrainian MiG-29.
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    The aircraft hits were confirmed by satellite
    images.
    On Sunday, May 19, the Kushchevskaya
    airbase was again targeted by Ukrainian drones.
    One Flanker (Su-27 or Su-35) was destroyed.
    This aircraft originally belonged to the Russian
    Knights aerobatic team, identifiable by its
    distinctive white-blue-red coloring. One Su-34
    was also damaged. The damaged aircraft can
    also be seen in satellite images. After the attack,
    most of the Russian aircraft left this base.
    On Wednesday, May 22, five ATACMS missiles
    hit an S-400 air defense battery at Mospino
    airport in the Donetsk region. The radar, control
    center, and two launchers were destroyed, while
    one launcher was damaged.
    Destroyed in the Air
    In total, the Russian air force lost six aircraft
    on the ground and five more were damaged
    during the month. Only one aircraft was lost in
    the air, but it was a significant loss. A Su-34 with
    the designation RF-95002 and fuselage number
    "red 21" was destroyed during a combat flight on
    S-400 system destroyed on May 15 at the Belbek airport in Crimea.
    A Maxar satellite captured the wreckage of two MiG-31
    fighters the day after the attack on Belbek airport.
    A fuel depot at the Belbek base, in a satellite image from Maxar, shown before and after the attack.
    A destroyed warehouse containing kits for glide bombs at the Kuščevskaja base. A Flanker in the colors of the Russkiye Vityazi aerobatic team was
    destroyed on May 19 at the Kuščevskaja base. The upper photo was
    taken by Planet Labs on May 5, and the lower one was taken on May 23.
    A pair of MiG-31 fighters in an image released by the
    Russian Ministry of Defense.
    A destroyed non-airworthy ex-Ukrainian MiG-29 at Belbek airport.
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    Monday, May 6, near the town of Valuyki in the
    Belgorod region. It belonged to the 47th Bomber
    Aviation Regiment of the 105th Mixed Aviation
    Division. Its crew, Yevgeny Kuznetsov and
    Vladimir Strelkov, did not have time to eject and
    both pilots died. According to Russian sources,
    they were among the most experienced pilots.
    The aircraft had also completed a number of
    combat missions, symbolized by the red stars
    below the cockpit, with the first ones added in
    Syria.
    Additionally, Ukraine reported shooting down
    seven Su-25 attack aircraft and one Ka-52
    helicopter during the monitored month, but these
    losses have not yet been confirmed. In one case,
    however, there is a blurry video purportedly
    capturing the strike on a Russian Su-25.
    Fuel in the Gunsight
    In addition to airport attacks, Ukraine
    continued targeting refineries, strategic
    enterprises, and other significant sites. On Friday,
    May 10, an ATACMS missile completely destroyed
    the largest fuel depot in the entire Luhansk
    region.
    A major attack occurred on the night of May
    11-12, when Ukrainian military intelligence
    (GRU) drones repeatedly hit a refinery in
    Volgograd, approximately 475 km from the
    front line. Simultaneously, steelworks in
    Novolipetsk and another refinery in Kaluga
    were attacked. The next day, a Storm Shadow
    missile struck a large radar complex in Crimea.
    On Friday, May 17, a concentrated attack
    targeted a refinery in Tuapse in southern Russia.
    Ukrainians exploited gaps in Russian air defense,
    sending a total of 80 drones in a column. This
    same refinery had been seriously damaged by
    drones back in January, with repairs lasting until
    April.
    On the morning of Thursday, May 23, a Russian
    Voronezh-DM radar station in the Krasnodar
    region, used for over-the-horizon early detection,
    was hit by drones. This occurred 430 km from
    the front line. The radar's stated range was up
    to 6,000 km.
    In Luhansk, on Monday, May 27, an old, long-
    unused airfield, now serving the Russians for
    importing and storing supplies, was targeted
    by ATACMS missiles. Based on the massive fire
    that broke out on the runway, a fuel depot was
    destroyed.
    Bombing Their Own
    The Russians also shelled their own territory,
    albeit unintentionally. On Sunday, May 4, a glide
    bomb intended for Kharkiv fell on Belgorod,
    damaging around 30 houses and resulting in
    civilian casualties.
    In three months, the Russian air force dropped
    46 FAB-250 and FAB-500 bombs on its own
    territory. On May 18, eight of these bombs fell in
    the Belgorod region alone. These reports come
    from Russian media that support the attack on
    Ukraine. Then, on May 20, four glide bombs fell
    on Shebekino, which is on the Russian side of
    the border opposite Ukrainian Vovchansk. It is
    fortunate for Russian civilians that most of these
    bombs did not explode, likely because they were
    not armed during faulty or emergency drops.
    A controversial incident occurred in Belgorod
    on Sunday, May 12, when a multi-family building
    in a residential area was hit. Part of the building
    collapsed immediately, and the rest fell on the
    rescuers searching for victims in the rubble.
    At least 15 people died and 20 were injured. It is
    unclear what hit the building. Various Russian
    sources mentioned an ATACMS missile, Tochka-U,
    Vilkha, or a guided Hammer bomb. It was also
    speculated tha the Czech Vampire rocket
    launcher was used. Some Russian sources
    admitted that the building was not intentionally
    targeted, claiming a downed missile had hit it.
    The building was not struck from the Ukrainian
    side, as windows on the adjacent entrance
    remained intact. The explosion occurred on the
    side facing Russian territory, where neighboring
    windows were shattered. Most likely, the
    building was hit by a Russian air defense missile.
    It should be noted that conspiracy theories
    emerged suggesting the building was blown up
    by the Russian secret service. Similar suspicious
    explosions preceded Putin's first term in office
    in 2000. He was "re-elected" again recently.
    The practical outcome of his fifth term is
    a change in the position of defense minister.
    Sergei Shoigu was replaced by Andrei Belousov.
    Duels between Boat and Helicopter
    Ukraine continued its naval drone operations.
    In addition to attacking Russian ships, they
    started using these drones armed with
    unconventional weapons. Drones equipped
    with Grad rocket launchers shelled the coast
    A Su-34 marked RF-95002 and fuselage number "red
    21" was destroyed on May 6. Combat mission symbols
    are visible under the cockpit.
    The Voronezh-DM radar station hit by
    Ukrainian drones on May 23.
    A Russian bomb that fell on a house in the Belgorod
    region of Russia.
    An apartment building destroyed in Belgorod on May 12.
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    of Crimea. On Monday, May 6, footage of battles
    between Ukrainian drones and Russian patrol
    helicopters was released. In one video, a Russian
    Kamov Ka-29 helicopter fires a machine gun at
    a Ukrainian naval drone in Vuzka Bay, Crimea.
    The prolonged duel involved intense maneuvering
    from both vehicles, but eventually, the boat was
    hit and started burning.
    However, a second battle ended in a draw.
    The naval drone was equipped with an anti-
    aircraft missile, either an R-73 or R-60, mounted
    on a rail on its back. When a Russian Mi-8
    helicopter attacked, the drone fired this missile
    at it. Although the missile missed, the helicopter
    retreated to safety.
    During the observed period, naval drones sank
    at least one Russian speedboat and reportedly
    hit a Russian minesweeper. The Karakurt-class
    corvette Cyclone was supposedly destroyed
    by missiles in the port of Sevastopol on Sunday,
    May 19.
    Ukrainian Losses
    The Ukrainian air force also suffered losses
    during this period, both on the ground (though not
    as severe as the Russian losses) and one in the
    air. On Saturday, May 11, the Russians managed
    to locate a forward helicopter base near
    Manvelivka in the Dnipropetrovsk region. Two
    Mi-24 helicopters were destroyed in the
    subsequent attack, killing at least three pilots:
    Major Anatoliy Skiba, Lieutenant Oleksandr
    Atasov, and Chief Sergeant Serhiy Nazarčuk,
    all reportedly from the 11th Independent Army
    Aviation Brigade.
    On May 15, 16, and 18, the airfield in Myrhorod
    in the Poltava region was repeatedly targeted
    by Russian missile attacks. Satellite images
    indicate that one aircraft shelter took a direct hit,
    but it is unclear if anything was inside.
    Subsequently, on Wednesday, May 22, Dnipro
    airport, where retired Yak-40 aircraft were
    destroyed the previous month, was hit again.
    This time, a MiG-29 fighter was struck. Given the
    intense fire, it was likely an airworthy airplane
    and not a decoy.
    The sole Ukrainian air loss occurred on Friday,
    May 17, when a Su-27 from the 831st Tactical
    Aviation Brigade was shot down while attacking
    ground targets. The experienced pilot, Lieutenant
    Colonel Denis Vasyljuk, was killed. The aircraft
    was reportedly hit by an R-37 or R-77 missile
    fired by a Russian Su-35S fighter.
    Propaganda vs. Reality
    To avoid accusations of spreading only
    "Western propaganda," we also include some
    from the Eastern perspective. The Russian
    armed forces officially announced that from
    May 11 to May 17, they destroyed four Mi-24
    helicopters, six MiG-29 fighters, and one Su-27.
    Out of these eleven claims in one week, only
    Images from the duel between a Russian Ka-29
    and a Ukrainian naval drone.
    A Ukrainian Su-24.
    Lieutenant Colonel Denis
    Vasyljuk died on May 17 in the
    cockpit of a Ukrainian Su-27.
    FrankenSAM –
    a combination of
    a Buk launch
    system and
    Sea Sparrow
    missiles.
    A Kub system delivered
    to Ukraine from the
    Czech Republic.
    A Ukrainian OSA AK with R-73 missiles.
    A Ukrainian MiG-29 in a shelter.
    A Ukrainian naval drone equipped with an R-73 missile.
    INFO Eduard
    53
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  • Page 54

    three are confirmed.
    Since the start of the three-day special
    operation, which by the time this information
    was released had lasted 816 days, the Russians
    officially announced the destruction of 601
    aircraft, 274 helicopters, 24,234 unmanned
    vehicles, 522 anti-aircraft missile systems,
    16,058 tanks and other armored vehicles, 1,303
    rocket launchers, and 9,635 guns and mortars.
    How Ukraine could have obtained such quantities
    of equipment and how it can continue to fight
    after such losses remains unexplained by
    Russian propaganda.
    Austrian expert and author of many books on
    military aviation Tom Cooper published much
    more sober figures. His Slovak colleague Miloš
    Šipoš compiled tables of losses that are 100%
    verified, showing that from February 24, 2022,
    to May 18, 2024, Ukraine lost 38 aircraft of all
    types and 48 helicopters. This does not include
    decommissioned machines that were grounded
    at airports and subsequently destroyed or
    captured by the Russians.
    During the same period (two years and three
    months), the Russian air force lost 99 aircraft
    and 117 helicopters. The actual numbers on
    both sides are likely higher as many losses are
    confirmed only after several months.
    New Reinforcements
    Finally, let's mention some new additions to
    the Ukrainian air force's arsenal. MiG-29 fighters
    were seen equipped with BRU-61 racks. Each
    of these racks can normally carry four GBU-39
    SDB (Small Diameter Bombs). The BRU-61s are
    mounted on the inner hardpoints under the wings
    near the fuselage. However, the MiG-29's payload
    capacity isn't large enough to handle a full load
    of eight GBU-39 bombs. Each rack can therefore
    carry a maximum of three bombs, totaling
    six. There were also flight photos showing
    a MiG-29 carrying five of these bombs – three on
    one rack and two on the other. According to the
    accompanying description, these photos even
    showed an originally Slovak MiG-29, but this
    is not certain. At the very end of the observed
    period, it was reported that Sweden would
    deliver two Saab 340 Airborne Early Warning and
    Control (AEW&C) aircraft to Ukraine. In recent
    years, these aircraft have received upgraded
    electronic systems providing them with higher
    protection. Their radar can capture aerial
    targets at a range up to 400 km and can track
    more than 300 targets simultaneously – not just
    aerial, but also maritime and ground targets. For
    the planned deliveries of F-16 aircraft, this is
    significant because the Saab 340 can serve as
    extended eyes for these fighters. Until now, the
    Ukrainian air force did not have this capability,
    while the Russian side had the advantage with
    A-50 aircraft.
    GBU-39 bombs under the wing of a MiG-29.
    A Ukrainian Mi-17V-5 helicopter was damaged by
    a shrapnel, presumably from a man-portable missile.
    The photo was released on May 30. The Afghan
    emblem is visible under the Ukrainian insignia.
    A hypermarket in Kharkiv that was hit by a Russian glide bomb on May 25, killing 19 people
    and injuring 65.
    These photos allegedly show an originally Slovak MiG-29 carrying the GBU-39 bombs.
    INFO Eduard54
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    #8286
    BOXART STORY
    The wereabouts of Allied air units during
    World War II were often very tortuous, and
    their pilots faced many difficulties. Two RAAF
    squadrons that became part of the Australian
    Coltishall Wing at the turn of 1944 and 1945
    serve as examples of different deployment
    paths.
    The first unit, No. 451 Squadron, was deployed
    in Africa and the Mediterranean from May 1941
    until the end of 1944. Initially, its pilots flew
    Hurricanes, switching to Spitfires in March 1943,
    and even testing Hawker Typhoon Mk.Ib planes
    in the Mediterranean in the second half of the
    year. Ultimately, however, the unit remained
    loyal to the Spitfires. Its deployment was so
    monotonous and casual that it became the
    squadron with the lowest morale in the RAAF in
    1942 and 1943. By the end of 1944, the command
    was not considering moving No. 451 Squadron
    back to Australia, and its equipment was not
    suitable for deployment in Italy. Therefore,
    it handed over its Mk.IX Spitfires to another unit,
    moved to Britain, and re-equipped with Mk.XVI
    Spitfires.
    The second unit of the Australian Wing,
    No. 453 Squadron, had a considerably more
    colourful history. It was first deployed with
    Brewster Buffalo aircraft in the fight against
    the Japanese, and after suffering heavy losses,
    the command disbanded it in the spring of 1942.
    In the summer of 1942, a new RAAF unit with
    this number was established in the UK with
    Spitfire aircraft.. In January 1944, it became
    part of No. 125 Airfield, then No. 125 Wing within
    the 2nd Tactical Air Force in May 1944. It was
    one of the squadrons operating from French
    territory in June 1944 and withdrew to the
    UK in September 1944. Its pilots scored their
    last aerial victories on September 27, 1944, in
    combat with Messerschmitt Bf 109s at Arnhem.
    In Britain, both squadrons were based at
    Matlaske airfield as part of the Australian Wing
    and became part of the Air Defence of Great
    Britain (ADGB). The main task of the Australian
    airmen was to attack V-1 and V-2 weapon
    launchers in the Netherlands. Occasionally, they
    were tasked with fighter sweeps or escorting
    bombers, but their primary mission was ground
    attacks, targeting train transports or armoured
    personnel carriers. The Australians no longer
    clashed with enemy airmen, their main
    adversary was German flak.
    The Wing was led by former No. 453 Squadron
    RAAF commander, W/Cdr Donald G. Andrews,
    who had previously served with RAF Squadrons
    No. 615, 245, and 175. He served with Australian
    No. 453 Squadron until May 1944 and was
    awarded the DFC for his performance. After an
    operational hiatus, he assumed command of
    the Australian Wing in February 1945. Despite
    incorporating his old No. 453 Squadron into it,
    he also deployed pilots from No. 451 Squadron
    into combat. He later recalled that within
    ten days, German flak shot down two of his
    wingmen, fortunately with both airmen escaping
    safely. Records from both squadrons, however,
    indicate that malfunctions and accidents were
    the primary causes of Spitfire losses.
    In April 1945, the Australian Wing primarily
    escorted British bombers on daytime operations
    over northern Germany. An exception was
    on April 11, during a raid by about a hundred
    Halifaxes on Bayreuth railway station. Andrews
    personally led the wing in this action, but
    executing the escort was challenging as
    bomber crews struggled to maintain formation.
    This raid marked the third attack on the city in
    April 1945, resulting in the destruction of about
    a third of its buildings. American troops entered
    Bayreuth on April 14, 1945.
    The final ceremonial task of the Australian
    Wing was to provide escort by No. 453 Squadron
    for Queen Wilhelmina of the Netherlands on
    her return to her homeland on May 2, 1945.
    Following the end of the war in Europe, the
    Wing relocated to bases in Germany.
    Andrews's personal Supermarine Spitfire
    LF Mk XVI, TB520, adorned with fuselage
    designation DGA and Gremlin emblem, remained
    in service for nearly two more years after the
    war's conclusion. It was transferred to No. 183
    Squadron RAF at Wunsdorf in mid-June 1945.
    A few weeks later, the Spitfire was sent to the
    UK to join No. 587 Squadron of the RAF. After the
    squadron disbanded in June 1946, ownership
    of Andrews's former aircraft passed to
    No. 691 Squadron. Unfortunately, the Spitfire
    sustained irreparable damage during take-off
    at Middle Wallop airfield in Hampshire on March
    24, 1947.
    Illustration: Piotr Forkasiewicz
    Australian Mark Sixteens
    Text: Jan Bobek
    INFO Eduard
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  • Page 56

    BOXART STORY #84201
    Throughout most of its existence,
    Jagdgeschwader 5 operated over various
    regions of northern Europe. Its Stab, I., II.,
    and III. Gruppe equipped with Bf 109E, F and
    Gs based in northern Finland, fought mostly
    against elements of the Soviet air force in the
    area of Murmansk. It’s IV. Gruppe operated mostly
    from bases in Norway and often against aircraft
    of the RAF and on occasion with the Fleet Air Arm.
    Besides the aforementioned Jagdgruppen under
    JG 5, there were also two other autonomous
    Staffeln with twin-engined Messerschmitt Bf 110
    and Fw 190A fighter-bombers.
    Jagdgeschwader 5 was quickly nicknamed
    ‘Eismeer’, (meaning ‘Ice Sea’), an obvious
    reference to their theatre of operations. Their
    most successful period was through 1942 and
    1943 while operating against the Soviets. The
    number of kills attained by JG 5 pilots was
    apparently in the neighbourhood of 2700 (though
    some sources put the number as high as 3200).
    Among JG 5's top fighter pilots were two airmen
    who achieved over 200 victories during their time
    with the unit. These were Theo Weissenberger,
    who achieved a total of 208 victories, and
    Heinrich Ehrler, whose score stood at 204 kills.
    Aerial combat in this part of Europe was
    challenging not only because of the climatic
    conditions but also due to other factors, such as
    the position of the sun during the Polar Day, when
    the sun does not set and can be seen just above
    the northern horizon at night. If aerial combat
    took place over the sea, an aviator's prospects
    for rescue in the event of a surface landing were
    poor, even during the summer months.
    This box art by Antonis Karydis depicts
    part of an aerial encounter that took place on
    July 20, 1943, at 10:30 pm near Vardø, Norway.
    Hptm. Heinrich Ehrler played a key role in this
    engagement, for which he was awarded the Oak
    Leaf Cluster to the Knight's Cross.
    A German convoy was sailing near Vardø, and
    the Soviets attempted to attack the vessels
    several times throughout the day. The last raid
    was carried out by eight Shturmoviks from the
    46th ShAP based at Vaenga airfield. The first
    four were led by regimental commander Maj.
    Mikhailov, and the second group was led by
    Capt. Kalichev. The escort for the first group
    was provided by Airacobras from the 255th
    IAP SF, and the second group was protected
    by Hurricanes from the 78th IAP. The Soviet
    formation took off at 22:36 Soviet time, but one
    of the Shturmoviks had to turn back due to
    engine problems. Mikhailov's formation attacked
    the German vessels at 23:28 and reported two
    hits. Kalichev's group, reduced to three aircraft,
    attacked artillery positions on the Norwegian
    coast near Kiberg.
    At that moment, enemy pilots flying
    Messerschmitt Bf 109 Gs from II./JG 5, who had
    taken off from nearby Kirkenes, were already in
    the target area. The Soviet fighters claimed to
    have downed five aircraft, which they identified
    as Fw 190s, but the Germans appear to have
    suffered no losses in this engagement. Three
    Hurricanes were shot down in the battle, and
    none of the pilots survived. Another Hurricane
    crashed during the return. In this engagement,
    Ehrler, as commander of 6./JG 5, claimed two
    Hurricanes as his 111th and 112th victories. Some
    Hurricanes, possibly as many as five, were
    claimed by other airmen of II./JG 5.
    Ehrler took command of III./JG 5 in 1943 and
    became Kommodore of the entire JG 5 in mid-
    1944. However, his career was ruined by the
    RAF raid on the battleship Tirpitz on November
    12, 1944. Mistakes and misunderstandings on
    the part of command of both the Kriegsmarine
    and aerial ops resulted in JG 5 not being told
    where the ship was or where the bombers were!
    The end result is well known, but JG 5 CO, Ehrler,
    was brought before a court, and the sentence
    of the classic show trial, three years’ detention,
    was reported by the BBC a day before it was
    published, no less!
    Thanks to the activities of Ehrler’s subordinates,
    it became possible for Hitler to step in and have
    the sentence reduced to three months. At the
    same time, Ehrler was allowed to return to
    the front. Theo Weissenberger took him under
    his protective wing to JG 7, equipped with the
    Me 262. With this unit, Ehrler died in combat in
    April, 1945. According to witnesses who heard his
    final words, his death was the result of a suicide
    ramming attack of an American B-24 Liberator.
    The majority of the responsibility for the chaos
    during the defence of the Tirpitz lies on the
    shoulders of the command of air operations in
    Norway, who was no other than Generalleutnant
    Eduard Ritter von Schleich, a veteran of the First
    World War and good friend of Goering’s. Three
    days after the sinking of the Tirpitz, Goering
    quietly moved him behind the scenes.
    Text: Jan Bobek
    Illustration: Antonis Karydis
    Ice Sea
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  • Page 57

    #84102
    BOXART STORY
    One of the legendary fighter pilots of II./JG 52,
    "Heino" Sachseberg, was retrained from flying
    the Bf 109 to the Me 262 after achieving his 104th
    victory in the spring of 1945. His final unit was
    Galland's Jagdverband 44 equipped with Me 262
    jets.
    The jet powered Me 262 were most vulnerable
    during take-off and landing. Aircraft of JV 44
    were no different, because during low speeds,
    the Me 262 was more difficult to control, and the
    throttle had to be treated with a gentle respect,
    or the result could be a stalled engine
    or a fire. During the final phases of the war,
    it was standard practice for jet aircraft to be
    covered by piston engined planes during these
    critical flight phases. As a result, JV 44 organized
    a protective flight using Fw 190 Ds under the
    leadership of Heino Sachsenberg.
    Sachsenberg was a logical choice. He certainly
    didn’t lack bold nerve, and he had several year-
    long experience fighting fast flying enemy
    fighters at low altitudes. His pilots also had to
    contend with another danger - friendly ground
    fire. According to the memoirs of Johannes
    Steinhoff,
    a good chunk of crews of the anti-aircraft
    artillery at Riem were women. There was no real
    effort to distinguish between friendly and enemy
    aircraft. The Me 262 did enjoy relative security in
    this respect due to its distinctive silhouette and
    engine noise. Perhaps this was why the bottom
    surfaces of the Doras of JV 44 were painted red
    on the bottom, with white stripes.
    The duties of Sachsenberg’s protective flight
    were largely improvised. His pilots couldn’t
    communicate directly with the pilots of the
    jet powered Me 262s. They simply took off and
    circled the field at low altitudes until the Me 262s
    were safely on their way. Usually, there were
    two Fw 190 Ds in the air, but, as an exception,
    Riem was circled by four.
    Problems began when the jets returned.
    For them to set down as quickly as possible,
    there must not have been anything in their way.
    The Focke-Wulfs always had to land before the
    Messerschmitts. This left their colleagues in the
    Me 262s to land without the protective cover and
    dependant on their skill, luck and field AAA.
    Galland himself was victim of this practice.
    On April 26, 1945, he crashed at Riem with
    injuries and a damaged aircraft. There was no
    one in the air to cover him. Sachsenberg’s -190s
    were covered in their shelters at the northern
    edge of the air field, and his pilots weren’t too
    close to the remaining JV 44 pilots. Up to now,
    there are five Fw 190 Ds that served with JV 44,
    and most of them wore a black and white square
    symbol with a red ring and a specific slogan. The
    inscription was very personal and the authorship
    was probably tied to a specific pilot.
    Almost certainly, this is the case with Red ‘3’,
    which was assigned to Hptm. Waldemar Wübke
    (15 victories and a veteran of JG 54). Apparently,
    this notorious prankster and Sachsenberg
    understood each other quite well, and on his
    aircraft he reiterated the inscription from
    his aircraft as far back as 1940. Another two
    pilots who flew with Sachsenberg (and were
    confirmed by JV 44 documentation) were Lt. Karl
    H. Hoffmann and Hptm. Klaus Faber (2 victories
    and a JG 27 veteran). The fifth member of this
    flight was not Fw. Bodo Dirschauer, as previously
    stated, but Maj. Wilhelm Steinmann, a holder of
    the Knight's Cross with 44 victories.
    The protection flight over Riem engaged
    American pilots only a few times, but details are
    nevertheless lacking. During the evacuation of
    the base, two Focke-Wulfs were left behind, the
    remainder were to move to Ainring at Salzburg.
    It appears that only two made it, and the third
    was found at the end of the war at Bad Aibling.
    JV 44 always reported having five Fw 190 D-9s
    and Fw 190D-11s. Klaus Faber recounted after
    the war ferrying Red ‘13’ from Ainring to Bad
    Aibling. On the way, he met a group of Mustangs
    and Thunderbolts, and reportedly shot down
    one, maybe two of them. He was also to deliver
    a supply of whiskey back to Ainring. Capitulation
    found JV 44 at Ainring, at Salzburg and Innsbruck.
    Her members found their way home fairly quickly.
    Note: This text is a slightly edited excerpt
    from Sachsenberg's biography, published in
    INFO Eduard 11/2010. A biography of his uncle,
    WWI naval fighter Gotthard Sachsenberg, can be
    found in INFO Eduard 04/2021.
    Illustration: Antonis Karydis
    Red Doras
    Text: Jan Bobek
    INFO Eduard
    57
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  • Page 58

    #8286
    Spitfire Mk.XVI High Back
    1/48
    The ProfiPACK edition kit of British fighter aircraft Spitfire Mk.XVI
    in 1/48 scale. It is possible to built either the Spitfire Mark Sixteen
    with standard canopy or with high back from the kit.
    plastic parts: Eduard
    marking options: 6
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    Product page
    KITS 07/2024
    INFO Eduard58
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  • Page 59

    TB752, S/Ldr Henry Zary, CO of No. 403 Squadron, B.114 Diepholz, Germany,
    April–May 1945
    SM403, F/O Gordon M. Hill, No. 416 Squadron, B.56 Evere, Belgium, December 1944
    The Spitfire serial number TB752 was built by
    Vickers-Armstrong at the Castle Bromwich
    factory with elliptical wingtips and was handed
    over to No. 33 Maintenance Unit RAF Lyneham
    on February 21, 1945. The first combat unit with
    which TB752 served was No. 66 Squadron in March
    1945, where it received the fuselage code LZ
    -
    F.
    On March 25, 1945, it suffered damage to its wing
    and propeller during an emergency landing, which
    was repaired by No. 409 RSU. On April 19, 1945, the
    repaired TB752, this time with clipped wingtips,
    was transferred to a new operational combat unit,
    No. 403 Squadron. There it received the codes
    KH
    -
    Z and became the favorite aircraft of No. 403
    Squadron commander S/Ldr Henry Zary. On his
    very first flight with TB752, Zary shot down one
    Bf 109 on April 21, scoring five confirmed victories
    and becoming an ace. On April 25, he destroyed
    one Me 262 and one Ju 88 during strafing attack
    on German airfield with TB752. Other No. 403
    Squadron pilots achieved notable successes in
    the cockpit of TB752 in the last days of the war.
    For example, on April 25, P/O D. Leslie shot down
    one Fw 189, on May 1 F/O R. Young shot down an
    Fw 190 and on May 3 F/O Fred Town sent down
    a He 111. Shortly after the war, the TB752 propeller
    cone received a red, white and blue paint job and
    the code letters KH
    -
    Z were given black outlines.
    In 1955 TB752 was moved to Manston where it
    stood for many years on a pedestal at the airport
    entrance gate. In 1978 the Medway branch of the
    Royal Aeronautical Society offered to refurbish it
    and on July 7 was TB752 transferred to Rochester
    Airport. On September 15, 1979, following
    a successful refurbishment, TB752 returned
    to Manston in the livery of No. 403 Squadron.
    In mid-December 1944, No. 416 Squadron was
    rearmed from Mk.IX Spitfires to the all-new
    Mk.XVIE ones. One of the first of the newly
    delivered Spitfires was an aircraft with serial
    number SM403 with a shortened wingspan,
    which subsequently received the code letters
    DN
    -
    S. When SM403 was taken by F/O Gordon
    Hill for a flight test to see how the new Spitfire
    performed, the name “Sweet Sixteen” stuck with
    him upon landing and he had it painted on the
    tank cover of his new Spitfire by ground staff.
    According to his personal recollections, the
    “Sweet Sixteen” was his favorite Spitfire. Hill’s
    first combat mission with the new SM403 was
    a patrol of twelve “Sixteen’s” on Christmas
    Day 1944 over the Malmedy-Houffalize area.
    By December 31, 1944, No. 416 Squadron had
    flown 73 combat sorties on patrols and sweeps
    and claimed a kill on an Fw 190. By the end of
    World War II, No. 416 Squadron had then flown
    2,040 combat sorties with its “sixteens” as part
    of No. 127 Wing, adding to its wartime total of
    75 confirmed kills the amount of enemy ground
    equipment destroyed.
    KITS 07/2024
    INFO Eduard
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  • Page 60

    TB349, F/Lt Malcom J. Gordon, No. 421 Squadron, B.90 Petit Brogel, Belgium,
    February–April 1945
    RR227, S/Ldr Otto Smik, No. 127 Squadron, B.60 Grimbergen, Belgium, November 1944
    Malcolm “Mac” Gordon was very proud of his
    Spitfire which bore a long unintelligible inscription
    “Chinawattakamapoosekinapee” on the left side
    of the engine cowling. The story of this strange
    inscription took place one evening over a few
    beers when Mac and Bill Marshall decided to come
    up with a name for Mac’s Spitfire. As the night wore
    on and the beer consumption increased, the name
    got longer and longer. The red Indian emblem
    on the left side of the engine cowling depicts
    the logo of the McColl Frontenac Oil Company,
    which sponsored No. 421 Squadron. “Mac” Gordon
    achieved a total of five kills during his wartime
    career in the cockpit of several Spitfires with
    Nos. 403 and 421 Squadron and received the DFC.
    When No. 127 Squadron was rearmed with
    Spitfires Mk.XVI in early November 1944, Otto Smik
    DFC became its new commander on November
    13. He had the honor of becoming one of only
    three Czechoslovaks to command a British
    squadron. Unfortunately, Smik’s command was
    short-lived. He was shot down by anti-aircraft
    artillery during an attack on Zwolle station
    on November 28, 1944 and did not survive an
    emergency landing with his difficult-to-control
    aircraft. Smik chose the serial number RR227
    as his personal Spitfire for No. 127 Squadron.
    Unfortunately, the appearance of his aircraft is
    not documented photographically. Earlier sources
    state that the fuselage designation may have
    been 9N
    -
    B or 9N
    -
    R, but new research confirms
    that both the fuselage letters B and R were worn
    by Spitfires of a different serial number at the
    time. Among the first newly delivered Spitfires to
    No. 127 Squadron after Smik’s death was an
    aircraft that received the letter N. It is thus
    very likely that Smik also took his favorite
    letter N for No. 127 Squadron as he did during
    his time in the ranks of Czechoslovak No. 310
    and No. 312 Squadrons. Smik also painted the
    symbols of kills on his planes in various forms,
    the flag of the Squadron commander cannot be
    completely ruled out, nor can the presence of
    the Czechoslovak cockade. S/Ldr Otto Smik was
    the most successful Czechoslovak pilot fighting
    in Spitfires, in their cockpits he achieved eleven
    confirmed kills of enemy aircraft and destroyed
    three V-1 missiles.
    KITS 07/2024
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  • Page 61

    F/Lt Gordon M. Braidwood, No. 322 Squadron, B.106 Twente, Netherlands, April 1945
    TB520, W/Cdr Donald G. Andrews, CO of Coltishall Wing, RAF Matlaske,
    United Kingdom, March–May 1945
    No. 322 Squadron was formed at Woodvale in June
    1943 by renumbering No. 167 squadron, which had
    in its staffing a high proportion of Dutch pilots.
    In December 1943 it moved south to Hawkinge
    with its Spitfires Mk.V. In March it moved to
    Acklington where it was rearmed with the all-
    new and powerful Spitfires Mk.XIV with Griffon
    engines. As part of the West Malling Wing, the unit
    was deployed during the V-1 missile offensive
    against southern England in early June, and by
    the end of August the pilots of No. 322 Squadron
    had succeeded in destroying 108.5 V-1 missiles.
    When the threat ended in August, the unit was
    rearmed to Spitfires LF Mk.IX. Rearmament to
    Spitfires Mk.XVIe followed in November, and
    in early 1945 the unit moved to Belgium to join
    the Norwegian No. 132 Wing. Here, as part of the
    2nd TAF, it mostly carried out support attacks on
    German ground and air equipment until the end
    of the war. One of the most successful pilots was
    British A Flight Commander, F/Lt G. M. Braidwood,
    who was credited with five aircraft destroyed and
    seven damaged while strafing German airfields.
    Australian “Don” Andrews, a native of
    Queensland, joined the RAAF in November
    1940. He trained in Canada and sailed to the UK.
    In November 1941 he was posted to No. 615 (County
    of Surrey) Squadron and six weeks later to
    No. 245 (Northern Rhodesia) Squadron, with
    which he remained until July 1942 when he joined
    No. 175 Squadron as Squadron Leader. He was then
    transferred to No. 453 (RAAF) Squadron where
    he initially commanded A Flight and in September
    took over the whole Squadron and received
    a DFC. He remained in command of No. 453 (RAAF)
    Squadron until the end of his tour in May 1944.
    After retirement he took over the Coltishall Wing
    in February 1945 as supernumerary, supervising
    two Australian Spitfire squadrons (Nos. 451 and
    453 Squadron). In April he was given command of
    the Biggin Hill Wing. He left the wing in June, was
    repatriated in September and retired from RAF
    service in April 1946. During his wartime career
    he achieved one confirmed kill, one probable
    kill and damaged three enemy aircraft. All his
    personal aircraft were decorated with a drawing
    of a “Gremlin” figure holding a sign on the nose
    reading “You Have Been Warned”.
    Recommended: for
    Spitfire Mk.XVI High Back 1/48
    FE1223 Spitfire Mk.XVI seatbelts STEEL (PE
    -
    Set)
    648307 Spitfire Mk.XVI top cowl (Brassin)
    3DL48041 Spitfire Mk.XVI SPACE (3D Decal Set)
    OVERTREES
    #8286X
    Pro Spitfire
    Mk.XVI High Back
    1/48
    Product page
    OVERLEPT
    #8286-LEPT1
    Pro Spitfire
    Mk.XVI High Back
    1/48
    Product page
    #648307
    KITS 07/2024
    INFO Eduard
    61
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  • Page 62

    #84201
    Bf 109G-6 Erla
    1/48
    The Weekend edition kit of German WWII fighter aircraft Bf 109G-6 in 1/48 scale.
    The real Messerschmitts presented in this kit were all built in Erla Leizig factory.
    plastic parts: Eduard
    marking options: 4
    decals: Eduard
    PE parts: no
    painting mask: no
    resin parts: no
    Product page
    KITS 07/2024
    INFO Eduard62
    July 2024

  • Page 63

    Bf 109G-6, Hptm. Heinrich Ehrler, CO of 6./JG 5, Alakurtti,
    Finland, July 1943
    Bf 109G-6/R6, WNr. 15367, Oblt. Herwig Zuzic, CO of 8./JG 1,
    Leeuwarden, the Netherlands, July 1943
    Heinrich Ehrler began his military career in 1935
    with the anti-aircraft artillery and fought in the
    Spanish Civil War as a member of 3.F/88. He
    completed fighter training in early 1940 and was
    assigned to 4./JG 77, which was later redesignated
    4./JG 5, based in Norway. In late May 1942, Ehrler
    was transferred to 6./JG 5 at Petsamo and became
    its commander in August. He achieved his 100th
    victory on June 8, 1943. During this period, he flew
    a Bf 109G-6 Yellow 12 in Erla factory camouflage,
    with the symbols of his aerial victories painted on
    the left side of the rudder. As the Kommodore of
    JG 5, Ehrler was responsible for cover of the
    Tirpitz battleship, which was anchored in Norway.
    After its sinking, he was wrongly convicted,
    but the sentence was commuted. On February
    27, 1945, he joined JG 7, flying Me 262 jets.
    In combat with Liberator bombers on April 4, 1945,
    he managed to shoot down two B-24s and
    rammed a third. According to witnesses who
    heard Ehrler’s last words, he carried out
    a suicide attack. His number of victories thus
    stopped at 208, and for these achievements,
    he was decorated with the Knight’s Cross with
    Oak Leaves.
    Herwig “Lauser” Zuzic was born on June 23, 1917,
    in Oberweissburg, Austria. During Operation
    Barbarossa, he flew with 4./JG 77. On September
    24, 1941, flying his Bf 109E-4 he collided with
    Ofw. Eugen Wintergest’s Bf 109E-7 to the north
    of Perekop. Both pilots were captured by the
    Soviets and used in propaganda efforts to
    convert Luftwaffe pilots to the Soviet Air Force.
    After a few months, they were dropped off in
    Romania as agents. They immediately reported
    to the German authorities, were reinstated
    into Luftwaffe service, but withdrawn from
    the Eastern Front. In early 1943, Zuzic served
    at the rank of Oberleutnant with IV./JG 1 and in
    March 1943 was appointed commander of 8./JG 1.
    He had 13 kills from the Eastern Front painted on
    the left side of the rudder of his Bf 109G-6 Black
    1. His 14th and last victory came on July 27, 1943,
    when he shot down a B-17. On August 19, 1943, he
    collided mid-air with another Bf 109G-6 during an
    air battle over Zuidzande and was killed.
    KITS 07/2024
    INFO Eduard
    63
    July 2024

  • Page 64

    48885 Bf 109G-6 (PE
    -
    Set)
    FE910 Bf 109G seatbelts STEEL (PE
    -
    Set)
    FE1170 Bf 109G-6 Weekend (PE
    -
    Set)
    644003 Bf 109G-6 LööK (Brassin)
    644060 Bf 109G-6 LööKplus (Brassin)
    648247 Bf 109G exhaust stacks (Brassin)
    648250 Bf 109G-6 engine & fuselage guns (Brassin)
    648255 Bf 109G-6 propeller (Brassin)
    648261 Bf 109G-6 wheels (Brassin)
    648265 Bf 109G external fuel tanks (Brassin)
    648309 Bf 109G undercarriage legs BRONZE (Brassin)
    648843 Bf 109G-6 cockpit PRINT (Brassin)
    3DL48014 Bf 109G-6 SPACE (3D Decal Set)
    D48025 Bf 109G stencils (Decal Set)
    D48027 Bf 109G Balkenkreuze (Decal Set)
    D48045 Bf 109G-6 national insignia (Decal Set)
    EX510 Bf 109G camo scheme - Erla (Mask)
    EX512 Bf 109G spinner spirals (Mask)
    EX525 Bf 109G-6 classic canopy (Mask)
    Recommended: for
    Bf 109G-6 Erla 1/48
    Bf 109G-6, WNr. 15909, Hptm. Gerhard Barkhorn, CO of II./JG 52,
    Anapa, the Soviet Union, September 1943
    Bf 109G-6/R6, WNr. 26048, Oblt. Friedrich Brock, 8./JG 54,
    Ludwigslust, Germany, January 1944
    The personal aircraft of Gerhard Barkhorn, who
    was CO of II./JG 52, was manufactured by the Erla
    factory. At least a part of Erla G-6 production
    utilized the cowling designed for the G-5 version
    with an additional small bump on the right side.
    The name “Christl” is a reference to Barkhorn’s
    wife Christa. The black double chevron identifies
    the aircraft of the Gruppe CO. Barkhorn achieved
    301 aerial victories during WWII, all of them as
    a member of JG 52. This makes him second
    among German fighter aces. His first victim was
    downed on July 2, 1940 and the last on January
    5, 1945. In 1945, Barkhorn became the CO of JG 6
    and flew Me 262 jet fighters as a member of JV 44
    shortly before the German surrender. In the post
    war era, he joined Bundesluftwaffe. Barkhorn
    was awarded the Knight’s Cross on August 23,
    1942 with Oak Leaves (on January 11, 1944) and
    Swords (on March 2, 1944).
    Friedrich Brock was born on May 6, 1916, in
    Perlach. In August 1939, he began his training
    at the Schule/Flieger-Ausbildungs-Regiment
    23 in Kaufbeuren. In November 1940 he transferred
    to Flugzeugführerschule A/B 63 in Marienbad.
    In March 1942 he joined Jagdfliegervorschule
    3 in Vienna-Schwechat and completed his
    fighter pilot training on November 12, 1942, with
    Ergänzungs-Jagdgruppe Ost in France. His first
    combat unit was 8./JG 54 at Siverskaya Air Base.
    He joined on November 13, 1942. In January 1943,
    III./JG 54 was transferred to Oldenburg to defend
    northern Germany. Brock achieved his first kill
    there on June 13, 1943. Later he was shot down
    several times during fights with American B-17s
    and was seriously wounded on April 8, 1944. His
    Black 8 aircraft bore all the identifying features
    of the period, i.e., the 8./JG 54 emblem on the
    nose, the III./JG 54 emblem under the cockpit
    and a blue identification stripe on the rear. Flying
    this aircraft, Uffz. Günther Sahl was shot down
    and killed on April 9, 1944. After his recovery,
    Friedrich Brock became the operations officer
    of III./JG 54 (later renamed IV./JG 26) in October
    1944 and did not fly combat missions anymore.
    In May 1945 he was captured and after his
    release in September 1945 he devoted himself
    to his profession as a dentist. He died on May 3,
    1994, in Berlin.
    KITS 07/2024
    INFO Eduard64
    July 2024

  • Page 65

    Fw 190D-9
    Weekend edition kit of German WWII fighter aircraft
    Focke Wulf Fw 190D-9 in 1/48 scale.
    plastic parts: Eduard
    marking options: 4
    decals: Eduard
    PE parts: no
    painting mask: no
    resin parts: no
    #84102
    1/48
    Product page
    Re-Release
    KITS 07/2024
    INFO Eduard
    65
    July 2024

  • Page 66

    WNr. 600424, Lt. Heinz Sachsenberg, München-Riem, Germany, April-May 1945
    WNr. 210194, Fw. Werner Hohenberg, Stab I./JG 2, Merzhausen,
    Germany, January 1, 1945
    Lt. Heinz Sachsenberg (104 victories) was the CO
    of Platzschutzschwarm. The aircraft assigned to
    Sachsenberg carried the inscription ‘Verkaaft’s
    mei Gwand, I foahr in himmel’, which is a Bavarian
    proverb ‘sell my shroud, I am leaving for Heaven’.
    The font was Schwab, which was popular at the
    time. Sachsenberg, holder of the Knight’s Cross,
    came from an aviation family. His uncle Gotthard
    was an World War I ace and holder of Pour
    le Mérite, as he shot down 31 enemy aircraft.
    Heinz’s brother, also named Gotthard, flew a night
    fighter with NJG 3 and shot down two British
    bombers and fell on March 8, 1943. Sachsenberg´s
    ‘Dora’ was found at the end of the war at Munich-
    Riem, where it was left behind after the JV 44 fled
    to Austria at the end of April 1945.
    Fw. Werner Hohenberg, took part in the raid on
    St. Trond airport flying as a part of the I./JG 2 staff
    flight of commander Franz Hrdlicka. During this
    sortie Hohenberg´s aircraft was hit in the tail
    surfaces and on return the engine of his aircraft
    was hit by the anti-aircraft gun projectiles. At 9:35
    he force-landed at Dorff village and spent the
    rest of the war in captivity. The B Battery of the
    430th AAA Batalion was credited with shooting
    him down. Hohenberg’s Dora sports a typical
    Sorau factory camouflage in RLM 75/81/76 on the
    fuselage and also on the wings. The spiral was
    painted on the front part of the propeller spinner
    only. Stripes on the rear fuselage indicate JG 2
    deployment in the Reich Defense role.
    KITS 07/2024
    INFO Eduard66
    July 2024

  • Page 67

    WNr. 210909, Maj. Gerhard Barkhorn, Stab JG 6, Welzow,
    Germany, February 1945
    WNr. 210003, Oblt. Hans Dortenmann, 12./JG 26, Germany, 1945
    The personal aircraft of Gerhard Barkhorn, the
    new CO of JG 6 at the time, was manufactured by
    the Focke-Wulf factory in Sorau. The name ‘Christl’
    is a reference to Barkhorn´s wife Christa. Marking
    on the fuselage identifies the Geschwader’s CO
    aircraft. Barkhorn achieved 301 aerial victories
    during WWII, all of them as a member of JG 52,
    putting him in second place among German fighter
    aces. His first victory was achieved on July 2, 1940
    and the last on January 5, 1945. In 1945, Barkhorn
    became the CO of JG 6 and flew Me 262 jet fighters
    as a member of JV 44 shortly before the German
    surrender. Barkhorn was awarded the Knight´s
    Cross on August 23, 1942, with Oak Leaves
    (on January 11, 1944) and Swords (on March 2, 1944).
    In the post-war era, he joined Bundesluftwaffe.
    Oblt. Hans Dortenmann, a 38-kills fighter ace and
    Knight's Cross holder, noted in his memoirs that
    he used Dora WNr. 210003 as a personal mount
    from September 1944 to the end of hostilities.
    He personally destroyed her to avoid falling into
    enemy hands at the end of the war. At first, during
    Dortenmann´s service with III./JG 54, the airplane
    was marked 'Red 1'. In late February III./JG 54 was
    redesignated IV./JG 26, and Dortenmann was
    appointed Staffelkapitän of 12./JG 26. His Dora
    became 'Black 1'. The White-Black band appeared
    on the tail as well as IV. Gruppe‘s wave. According
    to Dortenmann´s memoirs, the original RLM 74/75
    camouflage scheme was changed to RLM 81/82,
    but the reason for re-painting remains unknown.
    A new style blown canopy was installed instead
    of the original flat one. The vertical part of the tail
    unit was painted yellow from JG 54 days.
    48651 Fw 190D-9 (fotolept)
    FE1209 Fw 190D-9 Weekend (fotolept)
    644014 Fw 190D-9 LööK (Brassin)
    648688 Fw 190D exhaust stacks (Brassin)
    648737 Fw 190D landing flaps PRINT (Brassin)
    648757 Fw 190D landing flaps wooden PRINT (Brassin)
    3DL48185 Fw 190D-9 SPACE (3D obtisk)
    EX328 Fw 190D Weekend (maska)
    Recommended: for
    Fw 190D-9 1/48
    #648757
    KITS 07/2024
    INFO Eduard
    67
    July 2024

  • How to Work with Plastic? Part I - The Basics

    In this workflow article, I will cover the most basic modeling procedures and techniques, presenting the tools that help with usual activities every modeler should master. For this demonstration, I've chosen the new P-51B/C 1/48 scale kit, which includes several features for easy assembly, such as the parts being connected to the sprues from the bottom, making it especially beginner-friendly.

    How to Work with Plastic?
    KITS
    Jakub Nademlejnský
    In this workflow article,
    I will cover the most basic
    modeling procedures and
    techniques, presenting
    the tools that help
    with usual activities
    every modeler
    should master. For this
    demonstration, I've chosen
    the new P-51B/C 1/48 scale kit,
    which includes several features for easy
    assembly, such as the parts being connected
    to the sprues from the bottom, making it especially
    beginner-friendly.
    Experienced modelers might initially see this article
    as unnecessary, but I recommend reading it nonetheless.
    Repetition is the mother of wisdom!
    Part I
    -
    The Basics
    The photo shows all the tools
    I use to build the model.
    I use two types of nippers.
    The blue-handled nippers
    have cutting blades on
    both sides and are more
    substantial, making them
    better for splitting bulkier
    frames or massive sprues
    that are hard to access.
    Comparison of frame cuts: on
    the left is the frame cut with
    the single cuttingblade nippers,
    and on the right with the two
    cutting-blade nippers. The
    single cutting-blade makes
    a straight cut, while two cutting-
    blades tend to chip the plastic.
    The red-handled nippers have
    only one cutting blade and
    a flat blade, and when used
    on frame sprues, they cleanly
    cut through in one go. Note,
    I always position the flat blade
    against the plastic part.
    INFO Eduard68
    July 2024

  • Page 69

    KITS
    A piece of the cockpit floor part cut with single
    cuttingblade nippers. The photo shows the
    bottom sprue stumps on the part.
    Here, the sprue stumps on the bottom of the cockpit floor are
    visible.
    I'll cut these sprue stumps off with single
    cutting-blade nippers.
    I sand the spots clean after cutting. Alternatively, I can clean the part with
    a straight-bladed scalpel...
    or a round-bladed scalpel.
    When handling
    small parts,
    I use straight
    tweezers. I don't
    hold the part too
    tightly to avoid it
    slipping out of the
    tweezers.
    I place the control stick on the
    cockpit floor in the slot where the
    instructions indicate to glue it.
    I then glue it in place using Mr. Cement SP glue. I dip the brush thoroughly into the glue,
    wipe the excess against the edge of the container, and then apply a sufficiently wet brush
    to the joint between the stick and the floor.
    INFO Eduard
    69
    July 2024

  • Page 70

    The joint dries within 5 seconds. Any excess glue will disappear after
    the first coat of primer or paint.
    Here, I used Mr. Cement S glue to glue the tank, which dries
    a little slower than Mr. Cement SP glue.
    I use the same procedure to attach the tank in the cockpit.
    The bottom sprue stumps can also be found on
    the wing halves. Again, I cut them off with single
    cutting-blade nippers...
    KITS
    INFO Eduard70
    July 2024

  • Page 71

    For gluing fuselage halves or wings, I always dry-fit the parts together and flatten them
    to make the joint as clean as possible.
    To glue the wing halves together, I decided to use
    Mr. Cement SP B, which is Mr. Cement SP glue tinted
    black. The color allows me to see where the glue
    has been applied.
    ...and sand the stumps from
    the sprues with a coarse file.
    KITS
    INFO Eduard
    71
    July 2024

  • Page 72

    Caution: when using solvent glues, always keep your fingers
    well away from the glued joint...
    ...otherwise, your fingers will etch the surface of the wing.
    I then sand the glue marks carefully with
    a file.
    I restore the panel lines that were lost during sanding and gluing with a razor saw.
    I restore the panel lines on the leading
    edge of the wing, one at a time from both
    halves of the wing.
    Another option is to use a chisel, which
    I place in an existing engraved line and pull
    backward to complete the new engraving.
    When sanding, I move the file according to the
    shape of the leading edge of the wing to keep
    its shape.
    The wing is then sanded and polished
    with fine files or sandpaper of 1000, 1200,
    and finally 1500 grit.
    I place the saw in the existing lines and, with slow
    forward strokes, restore the lost panel lines.
    KITS
    INFO Eduard72
    July 2024

  • Page 73

    I use Mr. Cement S glue to dissolve any residual plastic dust. I then polish the entire area with 1500 grit sandpaper dipped in water.
    I prick one rivet at a time.
    Polish and sand the joint of the wing halves. There will be no
    difference after applying a primer surfacer or paint.
    Lost rivets are restored with a phonograph needle fixed in a holder.
    To be continued...
    KITS
    INFO Eduard
    73
    July 2024

  • Page 74

    BRASSIN
    LööK set - Brassin pre-painted dashboard and STEEL
    seatbelts for A-20J/K in 1/32 scale. Easy to assemble,
    replaces plastic parts. Recommended kit: HKM
    Set contains:
    - 3D print: 2 parts
    - resin: 3 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard and STEEL
    seatbelts for F4U-2 in 1/48 scale. Easy to assemble,
    replaces plastic parts. Recommended kit: Magic Factory
    Set contains:
    - resin: 1 part
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    634046
    A-20J/K LööK
    1/32 HKM
    644265
    F4U-2 LööK
    1/48 MAGIC FACTORY
    Product page
    Product page
    INFO Eduard74
    July 2024

  • Page 75

    644273
    B-26B Marauder LööK
    1/48 ICM
    LööK set - Brassin pre-painted dashboard and STEEL
    seatbelts for B-26B Marauder in 1/48 scale. Easy to
    assemble, replaces plastic parts. Recommended kit: ICM
    Set contains:
    - 3D print: 2 parts
    - resin: 2 parts
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    BRASSIN
    Collection of 3 sets for P-47D-30 in 1/48 scale.
    Recommended kit: Miniart
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    644274
    P-47D-30 LööKplus
    1/48 MINIART
    Product page
    Product page
    INFO Eduard
    75
    July 2024

  • Page 76

    BRASSIN
    Collection of 4 sets for Bf 109G-6 in 1/72 scale.
    Recommended kit: Eduard
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - gun barrels
    - exhaust stacks
    - undercarriage wheels
    Collection of 4 sets for Bf 109F in 1/72 scale.
    Recommended kit: Eduard
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - gun barrels
    - exhaust stacks
    - undercarriage wheels
    674010
    Bf 109G-6 LööKplus
    1/72 Eduard
    674011
    Bf 109F LööKplus
    1/72 Eduard
    Product page
    Product page
    INFO Eduard76
    July 2024

  • Page 77

    BRASSIN
    Brassin set - fuel drop tanks for P-51B or P-51C
    in 1/48 scale. The set consists of 2 tanks. Made by
    direct 3D printing. Easy to assemble, replaces plastic
    parts. Recommended kit: Eduard
    Set contains:
    - 3D print: 6 parts
    - decals: yes
    - photo-etched details: no
    - painting mask: no
    Brassin set - engine for P-51B or P-51C
    in 1/48 scale. The cowlings are included.
    Recommended kit: Eduard
    Set contains:
    - resin: 55 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    6481004
    P-51B/C engine
    1/48 Eduard
    Product page
    Product page
    6481005
    P-51B/C 75gal drop tank early PRINT
    1/48 Eduard
    INFO Eduard
    77
    July 2024

  • Page 78

    6481009
    P-51B/C/D seat Type 3 PRINT
    1/48 Eduard
    672358
    P-51D exhaust stacks PRINT
    1/72 Eduard
    BRASSIN
    Brassin set - pilot seat for P-51B or P-51C
    or P-51D in 1/48 scale. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 1 part
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    Brassin set - exhaust stacks for P-51D in 1/72 scale.
    Made by direct 3D printing. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - 3D print: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Product page
    Product page
    Product page
    INFO Eduard78
    July 2024

  • Page 79

    BRASSIN
    Brassin set - propeller for P-51D in 1/72 scale. Made
    by direct 3D printing. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - 3D print: 3 parts
    - resin: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    672361
    P-51D Hamilton Standard propeller PRINT
    1/72 Eduard
    Brassin set - exhaust stacks for P-51D in 1/72 scale.
    Made by direct 3D printing. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - 3D print: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    672359
    P-51D exhaust stacks w/ fairing PRINT
    1/72 Eduard
    Product page
    Product page
    INFO Eduard
    79
    July 2024

  • Page 80

    BRASSIN
    Brassin set - propeller for P-51D in 1/72 scale.
    Made by direct 3D printing. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - 3D print: 3 parts
    - resin: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - cockpit for P-51D-5
    in 1/72 scale. Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 21 parts
    - decals: yes
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    672363
    P-51D-5 cockpit PRINT
    1/72 Eduard
    672362
    P-51D Hamilton Standard propeller uncuffed PRINT
    1/72 Eduard
    Product page
    Product page
    INFO Eduard80
    July 2024

  • Page 81

    BRASSIN
    Brassin set - the undercarriage wheels for P-51D
    in 1/72 scale. The set consists of the main wheels and
    a tail wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    672366
    P-51D wheels diamond tread
    1/72 Eduard
    Product page
    Brassin set - the undercarriage wheels for P-51D
    in 1/72 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plastic
    parts. Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    672367
    P-51D wheels oval tread
    1/72 Eduard
    Product page
    INFO Eduard
    81
    July 2024

  • Page 82

    BRASSIN
    Brassin set - the undercarriage wheels for P-51D
    in 1/72 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plastic
    parts. Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    Brassin set - pilot seat for P-51D in 1/72 scale.
    Made by direct 3D printing. Easy to assemble,
    replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 1 part
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    672372
    P-51D seat PRINT
    1/72 Eduard
    672368
    P-51D wheels cross tread
    1/72 Eduard
    Product page
    Product page
    INFO Eduard82
    July 2024

  • Page 83

    www.eduard.com/bfc
    BUNNY BUNNY FIGHTERFIGHTER
    CLUB
    Eduard's special membership club for all modeling enthusiasts!
    15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduard
    products and also discount on various other non-Eduard products. Fixed, permanent, forever!
    Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be sold
    products, specially made for BFC members.
    Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts on
    their products at fairs and events all over the world? BFC members will have even higher discount at
    these events.
    Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode
    (used for event discounts). This exclusive T-shirt will be only available
    to the members of BFC.
    Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.
    That means lot of fun at E-day for two days and entry kit, absolutely free!
    * E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic Championship
    BOX CONTENT:
    Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassin
    parts (two different types of wheels, landing flaps, dust filter with
    eyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si
    -
    dewalk instrument and control panels with photo-etched details and
    seat belts.
    BOX CONTENT:
    Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassin
    parts (undercarriage wheels, cockpit, exhaust nozzle, FOD).
    How to become a member of BFC?How to become a member of BFC?
    Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduard
    product in your shopping cart. To apply this discount, the Activation product has to be in your shopping
    cart. Activation product is excluded from this calculation.
    Activation products:Activation products:
    Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72

  • Page 84

    BRASSIN
    Collection of 6 sets of tools for German WWII
    AFV in 1/35 scale.
    - pickaxes
    - crowbars
    - wire cutters
    - shovels
    - axe
    - hammer
    All sets included in this BIG SIN are available separately, but
    with every BIG SIN set you save up to 30 %.
    SIN635001
    WWII German tool set
    1/35
    Product page
    INFO Eduard84
    July 2024

  • Page 85

    BRASSIN
    Collection of 4 sets for F-16C Block 42 in 1/48 scale.
    Recommended kit: Kinetic
    - cockpit
    - undercarriage bays
    - undercariage wheels
    - exhaust nozzle
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    SIN648127
    F-16C Block 42 till 2005
    1/48 Kinetic
    Product page
    INFO Eduard
    85
    July 2024

  • Page 86

    PHOTO
    -
    ETCHED
    JULY 2024
    USS Ranger CV-4 part 1
    1/350 Trumpeter
    #53311
    INFO Eduard86
    July 2024

  • Page 87

    B-24J bomb racks
    1/48 Hobby Boss
    #481142
    PHOTO
    -
    ETCHED
    B-24J undercarriage
    1/48 Hobby Boss
    #481140
    INFO Eduard
    87
    July 2024

  • Page 88

    PHOTO
    -
    ETCHED
    B-24J bomb bay
    1/48 Hobby Boss
    #481141
    SBM-2 Super Mystere landing flaps
    1/48 Special Hobby
    #481143
    INFO Eduard88
    July 2024

  • Page 89

    B-26B bomb bay
    1/48 ICM
    #481145
    PHOTO
    -
    ETCHED
    B-26B exterior
    1/48 ICM
    #481144
    B-24J nose and radio compartment
    1/48 Hobby Boss
    #491451
    INFO Eduard
    89
    July 2024

  • Page 90

    B-26B rear interior
    1/48 ICM
    #491455
    PHOTO
    -
    ETCHED
    INFO Eduard90
    July 2024

  • Page 91

    SBM-2 Super Mystere Israeli AF
    1/48 Special Hobby
    #491456
    A-6E electronic equipment
    1/72 Trumpeter
    #72738
    PHOTO
    -
    ETCHED
    INFO Eduard
    91
    July 2024

  • Page 92

    F-15J MSIP
    1/72 Fine Molds
    #73827 #SS827
    PHOTO
    -
    ETCHED
    INFO Eduard92
    July 2024

  • Page 93

    Dunstable Business Centre, Office Suite No.2, Blackburn Road, Houghton Regis, Bedfordshire LU5 5BQ
    Tel: +44 (0)1582 668411, Email: kim@guidelinepublications.co.uk
    All major credit cards accepted.
    Orders can be placed by mail, telephone, email or through the website.
    (www.guidelinepublications.co.uk) Plus postage and packing on all
    orders. Overseas readers pay postage at air mail printed paper rate.
    Warpaint on the web
    For more information and secure ordering please visit:
    www.guidelinepublications.co.uk
    1 Bristol Beaufighter £13.00
    2 Blackburn Buccaneer £13.00
    3 Junkers Ju 87 Stuka £13.00
    4 North American F-100 Super Sabre £13.00
    5 Hawker Typhoon £13.00
    6 Avro Shackleton £14.00
    7 Junkers Ju 88 £13.00
    8 Hawker Hunter £17.00
    9 Grumman F4F Wildcat/Martlet £13.00
    10 Vickers Wellington £13.00
    11 de Havilland Sea Vixen £13.00
    12 Fairey Swordfish £15.00
    13 Focke Wolfe Fw 200 Condor £14.00
    14 BAC Lightning £18.00
    15 Short Stirling £14.00
    16 Hawker Sea Fury £13.00
    17 Gloster Javelin £14.00
    18 Douglas Skyraider £14.00
    19 de Havilland Hornet and Sea Hornet £14.00
    20 Supermarine Seafire (Griffon engine) £15.00
    21 Armstrong Whitworth Whitley £14.00
    22 Gloster Meteor £20.00
    23 Fairey Gannet £15.00
    24 Dornier Do 217 £14.00
    25 Short Sunderland £14.00
    26 Bristol Blenheim £15.00
    27 de Havilland Vampire £20.00
    28 Fairey Firefly £17.00
    29 Hawker Sea Hawk £15.00
    30 Avro Vulcan £16.00
    31 RAF/RN Phantoms £17.00
    32 Douglas A-20 Boston/Havoc £17.00
    33 Heinkel He 177 £14.00
    34 Avro Lincoln £16.00
    35 Fairey Barracuda £15.00
    36 Handley Page Victor £16.00
    37 Gloster Gladiator £17.00
    38 Republic F-105 Thunderchief £15.00
    39 Supermarine Walrus £13.00
    40 Canadair/Commonwealth Sabre £16.00
    41 Fairey Fulmar £15.00
    42 Boulton Paul Defiant £13.00
    43 Lockheed F-104 Starfighter £18.00
    44 de Havilland Venom £15.00
    45 Martin B-57 Canberra £16.00
    46 Handley Page Halifax £17.00
    47 McDonnell F-101 Voodoo £15.00
    48 Westland Lysander £15.00
    49 Fiat G.91 £15.00
    50 Bristol Beaufort £15.00
    51 Lockheed Neptune £16.00
    52 Fairey Albacore £15.00
    53 Avro Anson £16.00
    54 Westland Whirlwind F.Mk I £13.00
    55 Hawker Tempest £14.00
    56 Blackburn Firebrand £14.00
    57 Handley Page Hampden £14.00
    58 Supermarine Swift £14.00
    59 Lockheed Hudson £14.00
    60 English Electric Canberra £20.00
    61 Savoia Marchetti S.79 Sparviero £14.00
    62 Handley Page Hastings £14.00
    63 Vickers Valiant £14.00
    64 Convair F-102 £15.00
    65 Westland Wessex £17.00
    66 Bristol Bulldog £13.00
    67 Folland Gnat and Ajeet £13.00
    68 Bristol Brigand £13.00
    69 Martin B-26 Marauder £14.00
    70 Vought Corsair £18.00
    71 Armstrong Whitworth 650/660 Argosy £14.00
    72 Vickers Supermarine Merlin Seafire £14.00
    73 North American B-25 Mitchell £15.00
    74 Hawker Siddeley Harrier £17.00
    75 BAe Sea Harrier £15.00
    76 Grumman Tracker/Trader/Tracer £17.00
    77 Curtiss P-40 £15.00
    78 Aer Macchi C.202-205 Folgore-Veltro £15.00
    79 Consolidated PBY Catalina £17.00
    80 Saab Draken £17.00
    81 Junkers Ju 52 £14.00
    82 BAC Jet Provost £17.00
    83 Fairey Battle £17.00
    84 Grumman F6F Hellcat £18.00
    85 Supermarine Scimitar £15.00
    86 Vickers Wellesley £15.00
    87 Grumman Avenger £18.00
    88 Lockheed T-33A £15.00
    89 Avro Lancaster £18.00
    90 Boeing B-17 £18.00
    91 Mikoyan-Gurevich MiG-21 'Fishbed' £27.00
    92 Grumman HU-16 Albatross £17.00
    93 Messerschmitt Me 262 £15.00
    94 Supermarine Attacker £15.00
    95 Westland Sea King £18.00
    96 Consolidated B-24 Liberator £27.00
    97 North American RA-5C Vigilante £18.00
    98 Avro York £17.00
    99 McDonnell Demon £17.00
    100 Republic F-84F and RF-84F £20.00
    101 de Havilland D.H.82 Tiger Moth £16.00
    102 Convair B-36 £16.00
    103 Avro Manchester £14.00
    104 General Dynamics F-111 & EF-111A £20.00
    105 Sopwith Pup £14.00
    106 Sikorsky S-55/H-19 & Westland Whirlwind £18.00
    107 Ilyushin Il-2 ‘Sturmovik’ £15.00
    108 Martin Mariner and Marlin £17.00
    109 Douglas C-54/R5D Skymaster & DC-4 £21.00
    110 Westland Scout & Wasp £16.00
    111 Vought OS2U Kingfisher £16.00
    112 Douglas A3D Skywarrior £20.00
    113 Panavia Tornado ADV £17.00
    114 McDonnell F-4 Phantom II £25.00
    115 Armstrong Whitworth Albemarle £14.00
    116 Hawker Fury and Nimrod £17.00
    117 Douglas F4D/F-6 Skyray & F5D Skylancer £15.00
    118 NAA B-45 Tornado £16.00
    119 Grumman F9F Panther £15.00
    120 Mikoyan-Gurevich MiG-15 £17.00
    121 Douglas A-4 Skyhawk £26.00
    122 Albatros D.I - D.III £16.00
    123 de Havilland (Canada) Chipmunk £15.00
    124 Mikoyan-Gurevich MiG-17 £17.00
    125 Bristol Britannia, Argus and Yukon £17.00
    126 Grumman F-14 Tomcat £26.00
    127 Cessna T-37 A/B/C and A-37 A/B £21.00
    128 Bristol Scout £15.00
    129 Mikoyan-Gurevich MiG-3 £18.00
    130 Ilyushin Il-28 £18.00
    131 Auster in British Military & foreign air arm service £18.00
    132 Boeing B-52 Stratofortress £25.00
    133 Douglas C-47 Skytrain/Dakota £25.00
    134 Aero L-29 Delfin £21.00
    135 DH.89 Dragon Rapide & Dominie £17.00
    136 Airspeed Oxford & Consul £18.00
    137 Douglas SBD Dauntless £28.00
    138 Lockheed F-117 Nighthawk £18.00
    139 de Havilland (Canada) DHC-2 Beaver £18.00
    140 North American OV-10 Bronco £28.00
    141 Vickers Viking, Valetta & Varsity £19.00
    Warpaint Specials
    No.1 Republic P-47 Thunderbolt £19.00
    No.2 Messerschmitt Bf 109 £25.00
    No.3 de Havilland Mosquito £25.00
    No.4 Cessna Bird Dog £12.00
    No.5 NAA P-51 Mustang and Derivatives £22.00
    No.6 Dambusters and the Lancaster £20.00
    Having launched the signature bomber for use in the European Theatre, Boeing embarked on a voyage into
    the unknown. Bringing together numerous untried technologies the Boeing Aircraft Company launched its
    most significant bomber, the B-29 Superfortress. Although beset by development problems and having
    suffered the loss of the prototype and its Chief Test Pilot Eddie Allan, the company pushed on to create the
    first long-range strategic bombers. Once the Pacific Islands had been captured the B-29 Bomb Groups
    began bombing raids on the Japanese Home Islands. On the other side of the Himalayas further bomb
    groups launched attacks against targets in Japan. As combat experience grew the focus turned to
    destroying as much as possible of its production facilities, mainly by firebombing areas known to have
    these targets. And then the world changed forever. The use of two atom bombs against Hiroshima and
    Nagasaki had shown the power of the atom. When the Japanese finally surrendered the Cold War
    arrived to take its place. War in Korea followed, being the swan song for the B-29 while its younger
    sibling, the B-50, assumed the mantle of Strategic Defence, a position it held until the B-47 Stratojet
    arrived. One of the largest aircraft of World War II, the B-29 remained in service in various roles throughout the
    1950s, being retired in the early 1960s after 3,970 had been built. The Royal Air Force flew the B-29 with the service name
    ‘Washington from 1950 to 1954’ while the re-engined B-50 Superfortress Lucky Lady II became the first aircraft to fly around the world
    non-stop, during a 94-hour flight in 1949. The Soviet Union produced 847 Tupolev Tu-4s, an unlicensed
    reverse-engineered copy of the B-29. This latest in the essential Warpaint series offers a comprehensive look at
    the famous bomber in all its guises, with history, development, service details, and colour artwork and scale plans
    by Sam Pearson.
    Boeing
    BB--2299
    and
    BB--5500
    Superfortress
    By Kev Darling
    B-29 Superfortress 44-70072 X-55 named Limber Richard of the 5th
    Bombardment Squadron, 9th Bombardment Group, flying toward Japan
    with other squadron bombers in 1945. The bombing missions against
    Japan a 3,500 mile round trip, could last as long as sixteen hours. Also
    shown is at least one B-29 of the 1st BS of the same group, complete
    with black and yellow rear fuselage and fin bands. (USAF via DRJ)
    WARPAINT SERIES No.143
    paint Master 21/06/2024 14:48 Page 118
    During the 1960s, Dassault commenced development of what would become the Mirage F1 as a private
    venture, alongside the larger Mirage F2. Work on the F1 eventually took precedence over the more costly
    F2, which was cancelled during the late 1960s. The Armée de l'Air took great interest in the fledgling F1 to
    meet its requirement for an all-weather interceptor aircraft. The Mirage F1 was of similar size to the Mirage
    III and Mirage 5 and was powered by the same SNECMA Atar engine that had been used on the
    larger Dassault Mirage IV, however, unlike its predecessors, it had the layout of a swept wing, but mounted
    high on the fuselage, and a conventional tail surface as used by the F2. Although it had a smaller wingspan
    than the Mirage III, the Mirage F1 nevertheless proved to be superior to its predecessor, carrying more
    fuel while possessing a shorter take-off run and greater manoeuvrability. This latest addition to the
    Warpaint series includes all the usual reference and historical material that has made the series the go-
    to source for modellers and aviation enthusiasts alike. This book is written by Andy Evans and is
    superbly illustrated by Sam Pearson.
    All these titles are available in printed format via our on demand printing service. Please contact our office for further information.
    £25.00
    Warpaint series No.143
    Orders from the world’s book
    and hobby trade are invited
    New
    release
    Previous Warpaint titles
    £19.00
    Warpaint series No.142
    Boeing BB--2299 and BB--5500
    Superfortress
    GGUUIIDDEELLIINNEE PPUUBBLLIICCAATTIIOONNSS LLIIMMIITTEEDD
    Dassault
    MMIIRRAAGGEE FF11
    By Andy Evans
    A French Air Force Mirage F1 returns to its mission
    after receiving fuel from a US Air Force KC-10
    Extender while flying over Afghanistan in support of
    Operation ‘Enduring Freed om’, on 25 Novem ber
    2010. (US Air Force Photo/Staff Sgt. Eric Harris)
    WARPAINT SERIES No.142
    42 Warpaint Mirage F1.qxp_Warpaint Master 19/03/2024 20:24 Page 58
    Dassault MMiirraaggee FF11
    Warpaint 143 B-29 & B-50 + Mirage F1.qxp_Warpaint Advert 22/06/2024 09:42 Page 1

  • Page 94

    INFO Eduard94
    Březen 2024

  • Page 95

    B-17 ACCESSORIES
    INFO Eduard
    95
    Březen 2024

  • Page 96

    B-17 ACCESSORIES
    INFO Eduard96
    Březen 2024

  • Page 97

    B-17 ACCESSORIES
    INFO Eduard
    97
    Březen 2024

  • Page 98

    B-17 ACCESSORIES
    INFO Eduard98
    Březen 2024

  • Page 99

  • Page 100

    easy
    application
    3DL48184 SMB-2 Super Mystere Israeli AF SPACE 1/48 Special Hobby
    3DL48185
    Fw 190D-9 SPACE 1/48 Eduard
    Product page
    Product page
    INFO Eduard100
    July 2024

  • Page 101

    easy
    application
    SPACE
    3DL48186 A-10C SPACE 1/48 Great Wall Hobby
    3DL72034
    A-6E SPACE 1/72 Trumpeter
    SPACE
    Product page
    Product page
    INFO Eduard
    101
    July 2024

  • Page 102

    3DL72036 P-51D-10 SPACE 1/72 Eduard
    Product page
    SPACE
    3DL72035 P-51D-5 SPACE 1/72 Eduard
    Product page
    INFO Eduard102
    July 2024

  • Page 103

    SPACE
    3DL72037 P-51D-15+ SPACE 1/72 Eduard
    SPACE
    Product page
    INFO Eduard
    103
    July 2024

  • Page 104

    SPACE
    3DL72039 L-29 SPACE 1/72 AMK/Eduard
    Product page
    3DL72038 F-15J MSIP SPACE 1/72 Fine Molds
    Product page
    INFO Eduard104
    July 2024

  • Page 105

    EDDIE THE RIVETER
    ER32007
    Triple radial rows
    1/32
    ER48012
    Triple radial rows
    1/48
    Product page Product page
    ER72007
    Triple radial rows
    1/72
    Product page
    This product is used to create raised
    rivets on rounded surfaces. It can be used
    for example on propeller cones, engine
    covers and engine radiators. How to work
    with these products can be found in
    INFO 08/2023.
    INFO Eduard
    105
    July 2024

  • Page 106

    BIG ED
    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30 %.
    BIG5372 HMS Ark Royal 1939 1/350 I LOVE KIT
    BIG49410
    P-47D-30 1/48 MINIART
    BIG49411
    U-2R 1/48 Hobby Boss
    53305 HMS Ark Royal 1939 part 1 1/350
    53306 HMS Ark Royal 1939 part 2 1/350
    53307 HMS Ark Royal 1939 part 3 1/350
    53308 HMS Ark Royal 1939 part 4 1/350
    491432 P-47D-30 1/48
    FE1433 P-47D-30 seatbelts STEEL 1/48
    EX1025 P-47D-30 1/48
    491438 U-2R 1/48
    FE1439 U-2R seatbelts STEEL 1/48
    EX1021 U-2R 1/48
    Product page
    Product page
    Product page
    INFO Eduard106
    July 2024

  • Page 107

    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30 %.
    BIG ED
    BIG49412 Lancaster B Mk.III Dambuster PART I 1/48 HKM
    BIG49413
    Lancaster B Mk.III Dambuster PART II 1/48 HKM
    BIG72180 PBM-5A 1/72 Academy
    491434 Lancaster B Mk.III Dambuster cockpit 1/48
    FE1435 Lancaster B Mk.III Dambuster seatbelts STEEL 1/48
    EX1027 Lancaster B Mk.III Dambuster 1/48
    481133 Lancaster B Mk.III Dambuster undercarriage 1/48
    481135 Lancaster B Mk.III Dambuster bomb bay 1/48
    481136 Lancaster B Mk.III Dambuster radiators 1/48
    72735 PBM-5A exterior 1/72
    72736 PBM-5A bomb bay 1/72
    73821 PBM-5A interior 1/72
    SS822 PBM-5A seatbelts STEEL 1/72
    CX382 PBM-5/PBM-5A 1/72
    Product page
    Product page
    Product page
    INFO Eduard
    107
    July 2024

  • Page 108

    MASKS
    IT FITS!
    EX1048 SMB-2 Super
    Mystere TFace
    1/48 Special Hobby
    EX1049 A-10C
    1/48 Great Wall Hobby
    EX1050 A-10C TFace
    1/48 Great Wall Hobby
    CX663 A-6E
    1/72 Trumpeter
    CX664 P-51D US national insignia
    1/72 Eduard
    CX665 P-51D surface panels
    1/72 Eduard
    CX666 F-15J MSIP
    1/72 Fine Molds
    CX667 B-24H
    1/72 Airfix
    EX1048 SMB-2 Super Mystere TFace
    EX1050 A-10C TFace
    EX1050 A-10C TFace
    EX1049 A-10C
    EX1049 A-10C
    EX1050 A-10C TFace
    EX1050 A-10C TFace
    EX1048 SMB-2 Super Mystere TFace
    INFO Eduard108
    July 2024

  • Page 109

    CX663 A-6E
    CX666 F-15J MSIP
    CX667 B-24H
    CX663 A-6E
    CX666 F-15J MSIP
    CX667 B-24H
    INFO Eduard
    109
    July 2024
    MASKS

  • Page 110

    RELEASES
    JULY 2024
    STAVEBNICE
    PE
    -
    SETS
    ZOOMS
    MASKS
    8286 Spitfire Mk.XVI High Back 1/48 ProfiPACK
    84201 Bf 109G-6 Erla 1/48 Weekend
    84102 Fw 190D-9 Re-Release 1/48 Weekend
    53311 USS Ranger CV-4 part 1 1/350 Trumpeter
    481140 B-24J undercarriage 1/48 Hobby Boss
    481141 B-24J bomb bay 1/48 Hobby Boss
    481142 B-24J bomb racks 1/48 Hobby Boss
    481143 SMB-2 Super Mystere landing flaps 1/48 Special Hobby
    481144 B-26B exterior 1/48 ICM
    481145 B-26B bomb bay 1/48 ICM
    491451 B-24J nose & radio compartment 1/48 Hobby Boss
    491455 B-26B rear interior 1/48 ICM
    491456 SMB-2 Super Mystere Israeli AF 1/48 Special Hobby
    72738 A-6E electronic equipment 1/72 Trumpeter
    73825 A-6E 1/72 Trumpeter
    73827 F-15J MSIP 1/72 Fine Molds
    FE1456 SMB-2 Super Mystere Israeli AF 1/48 Special Hobby
    FE1457 SMB-2 Super Mystere
    seatbelts Israeli AF STEEL 1/48 Special Hobby
    SS825 A-6E 1/72 Trumpeter
    SS826 P-51D seatbelts STEEL 1/72 Eduard
    SS827 F-15J MSIP 1/72 Fine Molds
    EX1048 SMB-2 Super Mystere TFace 1/48 Special Hobby
    EX1049 A-10C 1/48 Great Wall Hobby
    EX1050 A-10C TFace 1/48 Great Wall Hobby
    CX663 A-6E 1/72 Trumpeter
    CX664 P-51D US national insignia 1/72 Eduard
    CX665 P-51D surface panels 1/72 Eduard
    CX666 F-15J MSIP 1/72 Fine Molds
    CX667 B-24H 1/72 Airfix
    BIG-EDBIG-ED
    BIG ED
    BIG5372 HMS Ark Royal 1939 1/350 I LOVE KIT
    BIG49410 P-47D-30 1/48 MINIART
    BIG49411 U-2R 1/48 Hobby Boss
    BIG49412 Lancaster B Mk.III Dambuster PART I 1/48 HKM
    BIG49413 Lancaster B Mk.III Dambuster PART II 1/48 HKM
    BIG72180 PBM-5A 1/72 Academy
    INFO Eduard110
    July 2024

  • Page 111

    RELEASES
    BRASSIN
    LöökPLUS
    BIG SIN
    SPACE
    EDDIE THE RIVETER
    634046 A-20J/K LööK 1/32 HKM
    644265 F4U-2 LööK 1/48 Magic Factory
    644273 B-26B Marauder LööK 1/48 ICM
    6481004 P-51B/C engine 1/48 Eduard
    6481005 P-51B/C 75gal drop tank early PRINT 1/48 Eduard
    6481009 P-51B/C/D seat Type 3 PRINT 1/48 Eduard
    672358 P-51D exhaust stacks PRINT 1/72 Eduard
    672359 P-51D exhaust stacks w/ fairing PRINT 1/72 Eduard
    672361 P-51D Hamilton Standard propeller PRINT 1/72 Eduard
    672362 P-51D
    Hamilton Standard propeller uncuffed PRINT 1/72 Eduard
    672363 P-51D-5 cockpit PRINT 1/72 Eduard
    672366 P-51D wheels diamond tread 1/72 Eduard
    672367 P-51D wheels oval tread 1/72 Eduard
    672368 P-51D wheels cross tread 1/72 Eduard
    672372 P-51D seat PRINT 1/72 Eduard
    644274 P-47D-30 LööKpkus 1/48 MINIART
    674010 Bf 109G-6 LööKplus 1/72 Eduard
    674011 Bf 109F LööKplus 1/72 Eduard
    SIN635001 WWII German tool set 1/35
    SIN648127 F-16C Block 42 till 2005 1/48 Kinetic
    3DL48184 SMB-2 Super Mystere Israeli AF SPACE 1/48 Special Hobby
    3DL48185 Fw 190D-9 SPACE 1/48 Eduard
    3DL48186 A-10C SPACE 1/48 Great Wall Hobby
    3DL72034 A-6E SPACE 1/72 Trumpeter
    3DL72035 P-51D-5 SPACE 1/72 Eduard
    3DL72036 P-51D-10 SPACE 1/72 Eduard
    3DL72037 P-51D-15+ SPACE 1/72 Eduard
    3DL72038 F-15J MSIP SPACE 1/72 Fine Molds
    3DL72039 L-29 SPACE 1/72 AMK/Eduard
    ER32007 Triple radial rows 1/32
    ER48012 Triple radial rows 1/48
    ER72007 Triple radial rows 1/72
    JULY 2024
    INFO Eduard
    111
    July 2024

  • Page 112

    BUILT
    P-51D MUSTANG
    DUAL COMBO
    1/72
    built by Robert Szwarc
    #R0021
    MARKING K
    INFO Eduard112
    July 2024

  • Page 113

    BUILT
    P-51D-25, 44-72671, 2nd Lt. William Saks, 457th FS, 506th FG, 20th AF, Iwo Jima, June 1945
    2nd Lt. William Saks is better known among
    historians for his Mustang’s decoration than
    his combat achievements and enemy aircraft
    kills. In the ranks of 457th Fighter Squadron he
    participated in the B-29 bombers escort sorties
    which were devastating Japanese islands or in
    the entire 506th FG Mustang fleet raids against
    the logistical centers and other military targets
    in Japan. His fate was sealed on June 1, 1945,
    when returning to Iwo Jima he perished together
    with another eleven pilots of his unit due to bad
    weather. The day is therefore called Black Friday
    in 506th FG records. William Saks flew this
    mission with aircraft 44-72885. Tails of the 457th
    FS aircraft were sprayed in green color for better
    recognition during the long range escort flights.
    2nd Lt. Saks named his aircraft Enchantress,
    there was a sparsely-clad girl painted under the
    windshield inspired by Albert Varga’s artwork.
    INFO Eduard
    113
    July 2024

  • Page 114

    BUILT
    built by Zdeněk Nožička
    1/48
    Z-126 Trenér
    #82181
    MARKING D
    INFO Eduard114
    July 2024

  • Page 115

    BUILT
    OK
    -
    IGT, No. 735, Kunovice Aero Club, Czechoslovakia, 60s and 70s
    This trainer was produced in 1953 as C 105-233
    and served with the army until October 17, 1955,
    when it obtained civilian registeration. It was
    then handed over to Svazarm and flew in the
    Kunovice Aero Club in an attractive aerobatic
    livery including a “witch” drawing on the nose.
    It served until 1976, when it was removed from
    the registry on September 1 and subsequently
    cut up to inspect the airframe for corrosion.
    As it turned out, there was nothing wrong with
    the aircraft...
    Product page
    INFO Eduard
    115
    July 2024

  • Page 116

    P-51D-15, 44-15041,
    flown by Lt Col. John
    C. Meyer, 352nd FG,
    8th AF, Y-29 Asch,
    Belgium, December
    1944
    Brooklyn native John Charles Meyer
    finished flight training on July 26th,
    1940 at the age of 21, after which
    he was assigned to the 33rd PS on
    Iceland, a unit that was tasked with
    convoy escort duties, flying the P-40.
    After his return to the States, he was
    named the CO of the newly formed
    487th FS, which had undergone
    conversion training onto the P-47 and
    in June 1943 was transferred to United
    Kingdom, from where they performed
    escort missions for four engined heavy
    bombers over continental Europe.
    In April of 1944, the unit was rearmed
    with the Mustang, and the number of
    kills attributed to Major Meyer began
    to rise. In November 1944, he was
    named Deputy Commander of the
    352nd FG, to which his own 487th FS
    was subordinate. Under his command,
    the 352nd FG was relocated to the
    forward base at Asch in Belgium. On
    January 1st, the Luftwaffe conducted
    a raid on this base, and Meyer was
    able to get his unit in the air to counter
    the raid, claiming a pair of Fw 190s in
    the process. These would be the last
    two kills that he would achieve during
    the war, because on January 4th, he
    suffered a major fracture of his left
    leg, the treatment of which required
    his return to the United States. After
    the war, John Mayer remained in
    the military, and took part in combat
    in Korea, and in Vietnam he led the
    Linebacker II campaign. Over the
    course of the Second World War, he
    shot down 24 enemy aircraft, and he
    added another two during the Korean
    War. He retired a General as the head
    of the Strategic Air Command. He
    passed away as the result of a heart
    attack on December 2nd, 1975.
    1/48
    P-51D Mustang
    built by Paolo Portuesi
    #82102
    MARKING C
    BUILT
    INFO Eduard116
    July 2024

  • Page 117

    1/48
    Bf 109K-4
    built by Daniel Křivánek
    #84197
    MARKING A
    WNr. 332529, Stab JG 52, Deutsch Brod, Protectorate
    of Bohemia and Moravia, May 1945
    At the end of the war, at least three Bf 109s with a tulip pattern on the nose were
    found at the Deutsch Brod base (Havlíčkův Brod today). The surviving engine
    cowling bears a grey paint and red tulip marking. These were apparently the
    machines of the Stab JG 52, commanded by Kommodore Hermann Graf, who
    had the same markings in 1943 with JG 50. When Oberst Graf became CO of
    JG 52 in October 1944, he introduced the same markings to his Stab planes,
    including the green fuselage numbers. Graf brought two wingmen to his Stab,
    Lt. Anton Resch and Oblt. Heinrich Füllgrabe (67 victories; KC holder), who was
    killed in January 1945 on the “green 2”. By the end of the war, Resch had scored
    most of the victories of Stab JG 52, so it is possible that he also flew 332529.
    He was awarded the Knight’s Cross in early April 1945 and achieved a total of 91
    victories during 210 combat sorties. The fuselage number was probably green,
    but the decal also offers a black variant. Fuselage was painted in RLM 74 and
    RLM 75 with yellow-grey version of RLM 76. Vertical tail was painted in darker
    version of RLM 74 and 75, the RLM 74 had a tinge of green. Wing was painted
    with lighter shade of colors RLM 74, 75 and 76.
    Product page
    BUILT
    INFO Eduard
    117
    July 2024

  • Page 118

    ON APPROACH
    AUGUST 2024
    634047
    Boston Mk.IV LööK
    1/32 HKM
    644275
    B-24J LööK
    1/48 Hobby Boss
    644281
    B-17F LööK
    1/48 Eduard
    BIG49414 Buccaneer S.2B 1/48 Airfix
    BIG49415 Buccaneer S.2B Gulf War 1/48 Airfix
    BIG49416 FM-1 1/48 Tamiya
    BIG49417 MC.200 1/48 Italeri
    BIG49418 F-14A 1/48 Great Wall Hobby
    634047 Boston Mk.IV LööK 1/32 HKM
    644275 B-24J LööK 1/48 Hobby Boss
    644281 B-17F LööK 1/48 Eduard
    674012 P-51D-5 LööK 1/72 Eduard
    674013 P-51D-10 LööK 1/72 Eduard
    674014 P-51D-15+ LööK 1/72 Eduard
    6481010 P-51B/C wheel bay PRINT 1/48 Eduard
    6481011 B-26B wheels 1/48 ICM
    6481014 Fw 190A seat PRINT 1/48 Eduard
    6481015 FM-1 exhaust PRINT 1/48 Tamiya
    6481016 FM-1 wheels 1/48 Tamiya
    6481017 FM-1 seat PRINT 1/48 Tamiya
    6481020 B-17F wheels diamond tread 1/48 Eduard
    6481021 B-17F engines 1/48 Eduard
    6481022 B-17F undercarriage legs BRONZE 1/48 Eduard
    6481023 B-17F guns 1/48 Eduard
    6481024 B-17F wheels cross tread 1/48 Eduard
    6481025 B-17F wheels block tread 1/48 Eduard
    6481026 B-17F wheels oval tread 1/48 Eduard
    6481027 B-17F wheels rhomboid tread 1/48 Eduard
    672364 P-51D-10 cockpit PRINT 1/72 Eduard
    672369 P-51D wheels block tread 1/72 Eduard
    672370 P-51D wheels diamond tread 2 1/72 Eduard
    672371 P-51D wheels block tread 2 1/72 Eduard
    672373 P-51D 75gal drop tanks PRINT 1/72 Eduard
    672375 P-51D 110gal fuel tanks PRINT 1/72 Eduard
    672377 P-51D gun sights PRINT 1/72 Eduard
    672378 P-51D bazooka rocket launcher 1/72 Eduard
    644276 Bf 108 regular wheels LööKplus 1/48 Eduard
    644277 Bf 108 spoked wheels LööKplus 1/48 Eduard
    644278 P-51B/C framed canopy LööKplus 1/48 Eduard
    644279 P-51B/C Malcolm Hood canopy LööKplus 1/48 Eduard
    SIN648128 Beaufort Mk.I 1/48 ICM
    SIN648129 A-1 armament 1/48 Tamiya
    BIG ED (August)
    BRASSIN (August)
    LöökPlus (August)
    BIGSIN (August)
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for Boston Mk.IV in 1/32 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: HKM
    Set contains:
    - 3D print: 2 parts
    - resin: 3 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for B-24J in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Hobby Boss
    Set contains:
    - resin: 1 part
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard and STEEL seatbelts
    for B-17F in 1/48 scale. Easy to assemble, replaces plastic
    parts. Recommended kit: HKM
    Set contains:
    - resin: 4 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    PRELIMINARY IMAGES
    INFO Eduard118
    July 2024

  • Page 119

    674012
    P-51D-5 LööK
    1/72 Eduard
    674013
    P-51D-10 LööK
    1/72 Eduard
    674014
    P-51D-15+ LööK
    1/72 Eduard
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for P-51D in 1/72 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for P-51D in 1/72 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for P-51D in 1/72 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    ON APPROACH
    PRELIMINARY IMAGES
    PRELIMINARY IMAGES
    INFO Eduard
    119
    July 2024

  • Page 120

    ON APPROACH
    AUGUST 2024
    6481010
    P-51B/C wheel bay PRINT
    1/48 Eduard
    6481011
    B-26B wheels
    1/48 ICM
    6481014
    Fw 190A seat PRINT
    1/48 Eduard
    Brassin set - wheel bays for P-51B or P-51C
    or P-51D in 1/48 scale. Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 5 part
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - the undercarriage wheels for B-26B
    in 1/48 scale. The set consists of the main wheels
    and a nose wheel. Easy to assemble, replaces
    plastic parts. Recommended kit: ICM
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: yes
    Brassin set - pilot seat for Fw 190A
    in 1/48 scale. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 1 part
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    INFO Eduard120
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  • Page 121

    ON APPROACHAUGUST 2024
    6481015
    FM-1 exhaust PRINT
    1/48 Tamiya
    6481016
    FM-1 wheels
    1/48 Tamiya
    6481017
    FM-1 seat PRINT
    1/48 Tamiya
    Brassin set - exhaust pipes for FM-1 in 1/48 scale.
    Made by direct 3D printing. Easy to assemble, replaces
    plastic parts. Recommended kit: Tamiya
    Set contains:
    - 3D print: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - the undercarriage wheels for FM-1
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces
    plastic parts. Recommended kit: Tamiya
    Set contains:
    - 3D print: 2 parts
    - resin: 2 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: yes
    Brassin set - pilot seat for FM-1 in 1/48 scale.
    Made by direct 3D printing. Easy to assemble,
    replaces plastic parts. Recommended kit: Tamiya
    Set contains:
    - 3D print: 1 part
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    INFO Eduard
    121
    July 2024

  • Page 122

    ON APPROACH
    6481020
    B-17F wheels diamond tread
    1/48 Eduard
    Brassin set - the undercarriage wheels for B-17F
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plastic
    parts. Recommended kit: Eduard
    Set contains:
    - resin: 7 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    6481022
    B-17F undercarriage legs BRONZE
    1/48 Eduard
    Brassin set - the undercarriage legs for B-17F
    in 1/48 scale.The set consists of the main wheels
    legs and a tail wheel leg. Easy to assemble,
    replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 4 parts
    - bronze: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    6481021
    B-17F engines
    1/48 Eduard
    Brassin set - engines for B-17F
    in 1/48 scale.The set consists of 4 engines.
    Recommended kit: Eduard
    Set contains:
    - resin: 92 parts
    - decals: yes
    - photo-etched details: yes
    - painting mask: no
    AUGUST 2024
    INFO Eduard122
    July 2024

  • Page 123

    ON APPROACH
    6481023
    B-17F guns
    1/48 Eduard
    6481024
    B-17F wheels cross tread
    1/48 Eduard
    6481025
    B-17F wheels block tread
    1/48 Eduard
    Brassin set - the guns for B-17F in 1/48 scale.
    The set consists of 14 guns. Easy to assemble,
    replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 32 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Brassin set - the undercarriage wheels for B-17F
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - resin: 7 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    Brassin set - the undercarriage wheels for B-17F
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - resin: 7 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    AUGUST 2024
    INFO Eduard
    123
    July 2024

  • Page 124

    ON APPROACH
    6481026
    B-17F wheels oval tread
    1/48 Eduard
    Brassin set - the undercarriage wheels for B-17F
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plastic
    parts. Recommended kit: Eduard
    Set contains:
    - resin: 7 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    672364
    P-51D-10 cockpit PRINT
    1/72 Eduard
    Brassin set - cockpit for P-51D in 1/72 scale.
    Made by direct 3D printing. Easy to assemble,
    replaces plastic parts. Recommended kit: Eduard
    Set contains:
    - 3D print: 21 parts
    - decals: yes
    - photo-etched details: yes, pre-painted
    - painting mask: no
    6481027
    B-17F wheels rhomboid tread
    1/48 Eduard
    Brassin set - the undercarriage wheels for B-17F
    in 1/48 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - resin: 7 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    AUGUST 2024
    INFO Eduard124
    July 2024

  • Page 125

    ON APPROACH
    672369
    P-51D wheels block tread
    1/72 Eduard
    672370
    P-51D wheels diamond tread 2
    1/72 Eduard
    672371
    P-51D wheels block tread 2
    1/72 Eduard
    Brassin set - the undercarriage wheels for P-51D
    in 1/72 scale. The set consists of the main wheels and
    a tail wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    Brassin set - the undercarriage wheels for P-51D
    in 1/72 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plastic
    parts. Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes;
    Brassin set - the undercarriage wheels for P-51D
    in 1/72 scale. The set consists of the main wheels and
    a tail wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    AUGUST 2024
    INFO Eduard
    125
    July 2024

  • Page 126

    ON APPROACH
    672373
    P-51D 75gal drop tanks PRINT
    1/72 Eduard
    Brassin set - fuel drop tanks for P-51D
    in 1/72 scale. The set consists of 2 tanks.
    Made by direct 3D printing. Easy to assemble,
    replaces plastic parts. Recommended kit: Eduard
    Set contains:
    - 3D print: 4 parts
    - decals: yes
    - photo-etched details: no
    - painting mask: no
    672377
    P-51D gun sights PRINT
    1/72 Eduard
    Brassin set - gun sights for P-51D in 1/72 scale.
    Set consists of 3 gun sights. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 3 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    672375
    P-51D 110gal fuel tanks PRINT
    1/72 Eduard
    Brassin set - fuel drop tanks for P-51D in 1/72 scale.
    The set consists of 2 tanks. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 4 parts
    - decals: yes
    - photo-etched details: no
    - painting mask: no
    AUGUST 2024
    INFO Eduard126
    July 2024

  • Page 127

    ON APPROACH
    672378
    P-51D bazooka rocket launcher
    1/72 Eduard
    644276
    Bf 108 regular wheels LööKplus
    1/48 Eduard
    Brassin set - bazooka type rocket launchers for P-51D
    in 1/72 scale. The set consists of 2 launchers.
    Recommended kit: Eduard
    Set contains:
    - resin: 8 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Collection of 4 sets for Bf 108 in 1/48 scale.
    Recommended kit: Eduard
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    - propeller
    AUGUST 2024
    INFO Eduard
    127
    July 2024

  • Page 128

    Collection of 4 sets for Bf 108 in 1/48 scale.
    Recommended kit: Eduard
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    - propeller
    644277
    Bf 108 spoked wheels LööKplus
    1/48 Eduard
    ON APPROACH
    Collection of 3 sets for P-51B or P-51C in 1/48 scale.
    Recommended kit: Eduard
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - exhaust stacks w/fairing
    Collection of 3 sets for P-51B or P-51C in 1/48 scale.
    Recommended kit: Eduard
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - exhaust stacks w/fairing
    644278
    P-51B/C framed canopy LööKplus
    1/48 Eduard
    644279
    P-51B/C Malcolm Hood canopy LööKplus
    1/48 Eduard
    AUGUST 2024
    INFO Eduard128
    July 2024

  • Page 129

  • Page 130

    SIN648128
    Beaufort Mk.I
    1/48 ICM
    Collection of 3 sets for Beaufort Mk.I in 1/48 scale.
    Recommended kit: ICM
    - engines
    - guns
    - undercariage wheels
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    ON APPROACH
    AUGUST 2024
    INFO Eduard130
    July 2024

  • Page 131

    SIN648129
    A-1 armament
    1/48 Kinetic
    Collection of 7 sets for A-1 in 1/48 scale.
    Recommended kit: Tamiya
    - HVAR rockets
    - Mk.82 bombs
    - M 117 bomb early
    - LAU-10/A ZUNI rocket launchers
    - LAU-3/A rocket launchers
    - SUU-14 dispenser
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    BRASSIN 02/2022BRASSIN 02/2022
    ON APPROACHAUGUST 2024
    INFO Eduard
    131
    July 2024

  • Page 132

    PE
    -
    SETS
    53312 USS Ranger CV-4 part 2 1/350 Trumpeter
    53313 USS Ranger CV-4 part 3 1/350 Trumpeter
    36519 Sd.Kfz. 250/1 1/35 Dragon
    481146 B-17F landing flaps 1/48 Eduard
    481147 B-17F undercarriage & exterior 1/48 Eduard
    481148 B-17F ammo feed chutes 1/48 Eduard
    491458 A-10C 1/48 Great Wall Hobby
    491460 B-17F cockpit 1/48 Eduard
    491461 B-17F nose interior 1/48 Eduard
    491462 B-17F nose interior (alternate nose, sprue X) 1/48 Eduard
    491463 B-17F radio compartment 1/48 Eduard
    491464 B-17F waist section 1/48 Eduard
    491465 B-17F bomb bay 1/48 Eduard
    491466 B-17F wooden floors & ammo boxes 1/48 Eduard
    72739 B-24H undercarriage 1/72 Airfix
    72740 B-24H bomb bay 1/72 Airfix
    73828 F-15J 1/72 Fine Molds
    73829 B-24H cockpit & engines 1/72 Airfix
    73830 B-24H nose & radio compartment 1/72 Airfix
    ZOOMS
    FE1458 A-10C 1/48 Great Wall Hobby
    FE1459 A-10C seatbelts STEEL 1/48 Great Wall Hobby
    FE1460 B-17F seatbelts STEEL 1/48 Eduard
    SS828 F-15J 1/72 Fine Molds
    SS829 B-24H 1/72 Airfix
    MASKS
    EX1051 P-51B/C framed canopy 1/48 Eduard
    EX1052 P-51B/C Malcolm Hood canopy 1/48 Eduard
    EX1053 B-17F US national insignia rounded 1/48 Eduard
    EX1054 B-17F US national insignia w/ red outline 1/48 Eduard
    EX1055 B-17F US national insignia w/ blue outline 1/48 Eduard
    CX668 B-24H US national insignia 1/72 Airfix
    CX669 F-15J 1/72 Fine Molds
    SPACE
    3DL32026 Bf 109E-4 SPACE 1/32 Eduard
    3DL48187 B-17F SPACE 1/48 Eduard
    3DL48188 B-17F radio compartment SPACE 1/48 Eduard
    3DL72040 F-15J SPACE 1/72 Fine Molds
    3DL72041 B-24H SPACE 1/72 Airfix
    3DL72042 La-7 SPACE 1/72 Eduard
    DECALS
    D48117 L-29 stencils 1/48 Eduard/AMK
    D72047 L-29 stencils 1/72 Eduard/AMK
    ON APPROACH
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    ON APPROACH
    THE BLOODY HUNDREDTH 1943
    #11183
    1/48
    B-17F-30-VE, 42-5864,
    Capt. Thomas E. Murphy crew,
    Lt. Col. Beirne Lay Jr., 351st BS,
    100th BG, Telergma, Algeria,
    August 1943
    B-17F-30-VE, 42-5864,
    Capt. Thomas E. Murphy crew,
    351st BS, 100th BG, Thorpe Abbotts,
    United Kingdom, September 1943
    B-17F-40-VE, 42-5957, crews of Lt. Sumner H. Reeder, Lt. Henry M. Henington,
    349th BS, 100th BG, Thorpe Abbotts, United Kingdom, early 1944
    B-17F-120-BO, 42-30758,
    Lt. Robert Rosenthal crew,
    418th BS, 100th BG, Thorpe Abbotts,
    United Kingdom, October 1943
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  • Page 134

    ON APPROACH
    B-17F-120-BO, 42-30796,
    Capt. Glenn W. Dye crew, 351st BS,
    100th BG, Thorpe Abbotts,
    United Kingdom, September 1943
    B-17F-30-VE, 42-5867,
    Lt. William D. DeSanders crew,
    350th BS, 100th BG, Thorpe Abbotts,
    United Kingdom, August 1943
    B-17F-120-BO, 42-30796,
    Lt. George W. Brannan crew, 351st
    BS, 100th BG, Thorpe Abbotts,
    United Kingdom, December 1943
    B-17F-55-DL, 42-3413,
    crews of Lt. Loren C. Van Steenis
    and Lt. John S. Giles, Jr, 350th BS,
    100th BG, Thorpe Abbotts,
    United Kingdom, April 1944
    B-17F-45-DL, 42-3307,
    Maj. Ollen O. Turner, Lt. Jack R. Swartout crew,
    351st BS, 100th BG, Thorpe Abbotts,
    United Kingdom, July 1943
    B-17F-45-DL, 42-3307, Lt. Arch J. Drummond crew, 351st BS,
    100th BG, Thorpe Abbotts, United Kingdom, late 1943
    B-17F-55-DL, 42-3413,
    Lt. Albert E. Trommer crew,
    350th BS, 100th BG, Thorpe Abbotts,
    United Kingdom, July 1944
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  • Page 135

    ON APPROACH
    ACES OF THE EIGHTH
    #2147
    1/72
    P-51D-5, s/n 44-13321, Maj. George Preddy Jr.,
    487th FS, 352nd FG, Bodney, United Kingdom, July 1944
    P-51D-10, 44-14733, Capt. Ray S. Wetmore,
    370th FS, 359th FG, East Wretham, United Kingdom,
    March 1944
    P-51D-10, 44-14221, Maj. Pierce W. McKennon,
    CO of 335th FS, 4th FG, Debden, United Kingdom,
    April 1945
    P-51D-20, 44-72218, Lt Col. John D. Landers,
    CO of 78th FG, Duxford, United Kingdom, March 1945
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  • Page 136

    ON APPROACH
    P-51D-5, 44-13316, Maj. Leonard K. Carson,
    362nd FS, 357th FG, USAAF Station 373 Leiston,
    Suffolk, Great Britain, June 1944
    P-51D-15, 44-15152, Maj. Donald J. Strait, 361st FS,
    365th FG, United Kingdom, February 1945
    P-51D-10, 44-14164, Lt. Urban L. Drew,
    375th FS, 361st FG, Little Walden, October 1944
    P-51D-10, 44-14372, Capt. Kirk B. Everson,
    504th FS, 339th FG, 8th AF, Fowlmere,
    United Kingdom, April 1945
    P-51D-25, 44-73060, Col. Glenn E. Duncan,
    350th FS, 353rd FG, Raydon, United Kingdom,
    April 1945
    P-51D-10, 44-14223, Lt. Col. Elwyn G. Righetti,
    CO of 55th FG, 8th AF, Wormingford,
    United Kingdom, January 1945
    P-51D-5, 44-13761, Capt. Jack M. Ilfrey, 79th FS,
    20th FG, 8th AF, USAAF Station 367 Kings Cliffe,
    Northamptonshire, Great Britain, autumn 1944
    P-51D-5, s/n 44-13677, Lt. William G. Cullerton,
    357th FS, 355th FG, Steeple Morden,
    United Kingdom, 1944
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  • Page 137

    ON APPROACH
    P-51B Mustang Birdcage canopy
    #82107
    1/48
    P-51B-15-NA, 43-24857, Capt. Robert M. Barkey,
    318th FS, 325th FG, 15th AF, Lesina, Italy, June 1944
    P-51B-10-NA, 42-106730, Capt. John T. Godfrey,
    336th FS, 4th FG, 8th AF, Debden, United Kingdom,
    April 1944
    P-51B-10-NA, 42-106501, Col. Charles McCorckle,
    CO of 31st FG, 15th AF, San Severo, Italy, July 1944
    P-51B-5-NA, 43-6787, Capt. Gilbert O'Brien, 362nd FS,
    357th FG, 8th AF, Leiston, United Kingdom, June 1944
    P-51B-5-NA, 43-6461, 1/Lt Wilson K. Baker Jr, 370th
    FS, 359th FG, 8th AF, East Waltham, United Kingdom,
    August 1944
    P-51B-1, 43-12405, Col. David L. Hill, CO of 23rd FG, 14th AF, China, 1944
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  • Page 138

    ON APPROACH
    WNr. 5344, Maj. Helmut Wick, CO of JG 2, Beaumont,
    France, November 1940
    WNr. 5587, Ofw. Fritz Beeck, 6./JG 51,
    Wissant, France, August 1940
    WNr. 1480, Oblt. Franz von Werra, II./JG 3,
    Wierre-au-Bois, France, September 1940
    Lt. Josef Eberle, 9./JG 54, the Netherlands,
    August 1940
    WNr. 5819, Obstlt. Adolf Galland, CO of JG 26,
    Audembert, France, December 1940
    Re-Release
    Bf 109E-4
    #3003
    1/32
    AUGUST 2024
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  • Page 139

    9./JG 1, Paderborn, Germany, May 1944
    Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10,
    Werneuchen, Germany, July 1944
    MT-463, HLeLv 31, Utti, Finland, summer 1948
    WNr. 412179, Uffz. Horst Petzschler, 2./JG 3,
    Burg near Magdeburg, Germany, May 1944
    MT-463, ylik. Tapio Järvi, 2/HLeLv 24, Lappeenranta,
    Finland, July/August 1944
    ON APPROACH
    Re-Release
    Bf 109G-6/AS
    #84169
    1/48
    AUGUST 2024
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  • Page 140

    This bookstore has become a beacon of specialized literature
    for me.
    A photo of Toblach Airfield from 1915.
    My friends posing for a live picture at the same aerodrome
    109 years later.
    Honza Kaše (second from left), one of my gurus on World War
    I topics, visited Schmidt's with me once more in June. Gabi and
    Uwe took this selfie with us as a memento.
    At the beginning of June, I returned from
    a short vacation with two friends. We spent
    a few days in South Tyrol, where both of
    my friends, newly retired, participated in
    a marathon that started in Cortina
    d'Ampezzo and finished in Dobbiaco
    (Toblach). As the youngest member of our
    group, I served as the driver during the
    race, responsible for spare shoes, drinks
    or chocolate, and other support tasks. Not
    only am I unable to run the way my older
    friends can, but from the photos taken
    during this holiday, I discovered with great
    horror that I need to lose a lot of weight.
    Of course, my friends couldn't escape my
    aviation history hobby, so I made them pose
    for a photo as a live painting at Toblach
    airfield. They imitated a well-known
    photograph from the early summer of
    1915, showing a Pfalz A.I from the Bavarian
    Feldflieger Abteilung 9 at this aerodrome.
    The aircraft was painted red and white to
    give the impression that it was an Austro-
    Hungarian aircraft. Although the German
    Empire was not yet at war with Italy at that
    time, FFA 9b was carrying out bombing
    raids on Italian targets with such painted
    aircraft.
    I must also mention that, thanks to my
    friends' foresight, I acquired a publication
    on the air war over the Dolomites in a shop
    at Passo di Falzarego.
    But to get back to the topic of returning
    from vacation, we stopped in Munich
    on our way to Prague. I visited my
    favourite bookstore, Christian Schmidt
    Fachbuchhandlung, to pick up the books
    I had ordered. My order was perfectly
    prepared, but Uwe, who works there with
    Gabi Schmidt, gave me a shock. He informed
    me that at the end of August this year, after
    more than half a century, their store would
    be closing. I was left staring at him with my
    mouth agape, and the information that they
    were having a discount on books because of
    it didn't make me feel much better.
    After all, Schmidt's bookstore isn't just
    any bookstore. It specializes in vehicles,
    military equipment, and military history.
    For decades, it has been literally a beacon
    in this field of literature for fans worldwide.
    This bookstore is not only a symbol of
    reliability and honesty, but the books are
    always packed with extraordinary care for
    their journey to clients.
    I first learned about this bookstore in the
    late '80s when Rudolf Waniek, the head of
    our model club, showed me Schmidt's book
    catalogue. It was filled with titles from all
    over the world, each with short and very
    concise descriptions. As soon as the Iron
    Curtain fell, I went to the bookstore with
    my friends from the club. We drove a Škoda
    120, so you can imagine that it was a long
    but not very comfortable drive. At one point,
    we were even overtaken by a deer while
    driving uphill. It was only then that we
    realized the engine was running on just
    three cylinders.
    The bookstore made me feel like a kid
    in a candy store. My heart danced. For the
    first time, I was able to browse through
    the Model Art publications and bought
    a few with the German marks I had saved.
    By that time, I was already very focused
    on Japanese aviation history.
    Later I went to the bookstore with my
    friend Vašek Knotek, my classmate from
    Japanese at the State Language School.
    We took a small bus from Prague to Munich
    Central Station. We then walked about
    8 kilometers to the bookstore, to save
    money to invest in books. With the advent
    of credit cards, which happened quite soon,
    everything became easier and parcels
    began to travel from Munich to Prague.
    With the introduction of the internet, the
    Christian Schmidt bookshop website was
    also launched. Its content was identical
    to the catalogue, which quite logically
    stopped being published after a few years.
    Yet I still have a few of them in my collection.
    But most importantly, thanks to this
    bookstore, I have a large number of
    publications from which I continuously draw
    information for myself and my colleagues.
    For those who have not visited this
    bookstore, it is now probably obvious why
    I will miss it so much. For me, too, it was
    a beacon in my segment of the book market.
    To the Schmidt family and the other people
    who have cared for their clients for more
    than half a century, thank you very much.
    And now I don't know where I'm going to
    buy books. Sometimes books come to me
    from Amazon with shoddy packaging and
    damage that could never happen with the
    Schmidts.
    SAD RETURN FROM VACATION
    Text: Jan Bobek
    INFO Eduard140
    July 2024

  • Editorial


    Good day, Ladies and Gentlemen! 

    With July and the start of the latter half of the year, we can proudly say that we have achieved our set goals. What we planned for the first half of the year, we put into production and made available. During the last two weeks of June, we shipped all the preordered P-51D Mustang Royal Class kits. With this item, we have inaugurated the 72nd series of Mustang kits. It will largely copy the 48th scale line of Mustangs, but it won't be strictly a downsized version. The Limited Edition version ‘Aces of the Eighth’ is slated and on time for August, which carries over some specific aircraft from the various 48th P-51 releases, but also offers new options that have not been components previously. Of course, this will also have a bearing on the color profiles in future 72nd scale Profipack and Weekend items.

    We launched the Mustangs, both the new P-51D 1:72nd and the P-51B in 1:48th released in May, last Saturday, June 29th, at the airport in Líne in the company of a live Mustang, the P-51D ‘Little Rebel’, which in the Line hangar was recently replaced by a Spitfire Mk.IX. Those who were in Líne on Saturday will certainly not regret it, we enjoyed a pleasant and relaxing aviation themed morning and learned a lot about the Mustang and other aircraft. And those who weren't in Líne can take a look at the photo report in this issue of our current newsletter below. It was already the third such event that we organized in cooperation with the Classic Trainers Association, and I'm sure it wasn't the last.

    We also launched the preorder of the 48th B-17F, ‘The Bloody Hundred 1943’ Limited Edition kit in June. This is actually a new item for August, currently sold out here. However, this does not mean that this kit will not be available. A large part of the shipment was bought by retailers who will continue to sell this kit for some time. But as an item offered through our e-shop, this piece is gone. As of today, we are missing the core item to box all of our B-17Fs, that being the plastic. The bulk of these, some 4,800 complete sets, are traveling by train and are already in Poland. We have the rest of the components that make up the kit, and once the plastic arrives, we will package the kits and send them out to those that preordered around July 15th. In the second half of July, we will ship the B-17s together with August new releases to retailers. The delivered by air portion of the plastic, some three hundred sets, is already in our warehouse as of the end of last week. We will also pack these up this week and send them to the States. ‘The Bloody Hundredth 1943’ will then go on sale for the first time at the IPMS Nationals 2024 in Madison, Wisconsin, July 17-20, along with other August items.

    The most common question when launching a new kit is ‘what's next?. What other versions are you going to release?’ There are also cases where someone in the middle of a Mustang discussion asks when we will release the MiG-21F, but it is, of course, perfectly legitimate to ask about other versions of the Mustang along with other types of aircraft. Then, sometime around the third or fourth incarnation of a specific theme, another type of debater appears, who will start ranting about another uninteresting and completely unnecessary Messerschmitt or Spitfire and demand, in the stream of a perceived boredom, the release of something ‘interesting’, such as a KB-3 Chuchuliga, or at least a Shorts Tucano. I have to disappoint these folks, they will have to accept that we are a mainstream company and they will have to look for such types from someone else. There are many manufacturers of high-quality construction kits on the market today, so they will surely see not only the Tucano, which is already on the market, but also the legendary Chuchuliga. As for our next step with the Mustang, the P-51B in 1:48th, we will release the first Profipack of the P-51B with the original canopy, and then, also as a Profipack, the filleted P-51B/C at E-day. There, things get a little tricky with marking options, since there is no clear division between filleted and nonfilleted P-51Bs and Cs. Both had or did not have the fillet. In the end, it's the same for canopies, so the labeling of specific boxings for B-type Mustangs will probably be a bit of a pain in the ass. The last of the Profipacks, the B version with the Malcolm hood, will be released in the middle of next year, and then we will deal with the Weekends and possibly other Limited Edition releases. It will be similar for the 72nd scale Ds, the first Limited Edition kit, ‘Aces of the Eighth’, is also scheduled to be released in August, followed by a Profipack P-51D-5 in November and a D-10 in January of next year. Further little Ds will gradually be released through more Limited Edition kits and will basically mirror the 48th scale versions.

    There are also inquiries about other versions of the B-17. We are counting on those, but we'll let you rest for a while. The B-17 is a big plane, after all, and the kit is also big and above all, pretty pricey, so give it at least a year or two of peace and other projects won't hurt the budget quite so much. In any case, we want to continue the history of the 100th BG with a B-17G kit, and we also want to release B-17Fs and B-17Gs that will cover the entire 8th Air Force. We also want to continue working with HKM, so some B-25 Mitchell and Lancaster projects are beginning to take shape. A TBH 1943 release in a different scale is also not out of the question. It's certainly within our power to release a 72nd scale version, but technically a 32nd scale item is also possible.

    Another frequent question is about the development status of the P-40E Warhawk kit. The Warhawk is currently with the technologists, the development of the molds is underway, as well as minor modifications to the structure so that it optimally corresponds to the technological parameters of the actual airplane. I am assuming that the second half of July will see the first molds, and on E-day at the end of September, the plastic will be available for viewing. At that time, the plastic will not be complete, I think we might have three or four sprues out of a total of six, but that will change quickly and in November at Telford we might be introducing the complete kit and selling it in ‘pre-production’ form in white boxes, similar to how we did the Mustangs at Easter in Prostějov.

    In addition to the P-40E, we are working on other projects. Work continues on molds for other versions of the Zero, the A6M5, A6M7 and the two-seat A6M2-K, as well as molds for the MiG-21F. Both are projects for next year, the Zekes will be introduced in the first half of next year, the MiG-21F in the second half of next year. Absolutely no need to worry about us abandoning these projects.

    And that will be it with my summarizing current and future projects. I hope you enjoy this month’s newsletter, and happy reading!

     

    Keep on modelling!

    Vladimir Sulc


  • Australian Mark Sixteens

    Text: Jan Bobek

    Illustration: Piotr Forkasiewicz

    Cat. No. 8286


    The wereabouts of Allied air units during World War II were often very tortuous, and their pilots faced many difficulties. Two RAAF squadrons that became part of the Australian Coltishall Wing at the turn of 1944 and 1945 serve as examples of different deployment paths.

    The first unit, No. 451 Squadron, was deployed in Africa and the Mediterranean from May 1941 until the end of 1944. Initially, its pilots flew Hurricanes, switching to Spitfires in March 1943, and even testing Hawker Typhoon Mk.Ib planes in the Mediterranean in the second half of the year. Ultimately, however, the unit remained loyal to the Spitfires. Its deployment was so monotonous and casual that it became the squadron with the lowest morale in the RAAF in 1942 and 1943. By the end of 1944, the command was not considering moving No. 451 Squadron back to Australia, and its equipment was not suitable for deployment in Italy. Therefore, it handed over its Mk.IX Spitfires to another unit, moved to Britain, and re-equipped with Mk.XVI Spitfires.

    The second unit of the Australian Wing, No. 453 Squadron, had a considerably more colourful history. It was first deployed with Brewster Buffalo aircraft in the fight against the Japanese, and after suffering heavy losses, the command disbanded it in the spring of 1942. In the summer of 1942, a new RAAF unit with this number was established in the UK with Spitfire aircraft.. In January 1944, it became part of No. 125 Airfield, then No. 125 Wing within the 2nd Tactical Air Force in May 1944. It was one of the squadrons operating from French territory in June 1944 and withdrew to the UK in September 1944. Its pilots scored their last aerial victories on September 27, 1944, in combat with Messerschmitt Bf 109s at Arnhem.

    In Britain, both squadrons were based at Matlaske airfield as part of the Australian Wing and became part of the Air Defence of Great Britain (ADGB). The main task of the Australian airmen was to attack V-1 and V-2 weapon launchers in the Netherlands. Occasionally, they were tasked with fighter sweeps or escorting bombers, but their primary mission was ground attacks, targeting train transports or armoured personnel carriers. The Australians no longer clashed with enemy airmen, their main adversary was German flak.

    The Wing was led by former No. 453 Squadron RAAF commander, W/Cdr Donald G. Andrews, who had previously served with RAF Squadrons No. 615, 245, and 175. He served with Australian No. 453 Squadron until May 1944 and was awarded the DFC for his performance. After an operational hiatus, he assumed command of the Australian Wing in February 1945. Despite incorporating his old No. 453 Squadron into it, he also deployed pilots from No. 451 Squadron into combat. He later recalled that within ten days, German flak shot down two of his wingmen, fortunately with both airmen escaping safely. Records from both squadrons, however, indicate that malfunctions and accidents were the primary causes of Spitfire losses.

    In April 1945, the Australian Wing primarily escorted British bombers on daytime operations over northern Germany. An exception was on April 11, during a raid by about a hundred Halifaxes on Bayreuth railway station. Andrews personally led the wing in this action, but executing the escort was challenging as bomber crews struggled to maintain formation. This raid marked the third attack on the city in April 1945, resulting in the destruction of about a third of its buildings. American troops entered Bayreuth on April 14, 1945.

    The final ceremonial task of the Australian Wing was to provide escort by No. 453 Squadron for Queen Wilhelmina of the Netherlands on her return to her homeland on May 2, 1945. Following the end of the war in Europe, the Wing relocated to bases in Germany.

    Andrews's personal Supermarine Spitfire LF Mk XVI, TB520, adorned with fuselage designation DGA and Gremlin emblem, remained in service for nearly two more years after the war's conclusion. It was transferred to No. 183 Squadron RAF at Wunsdorf in mid-June 1945. A few weeks later, the Spitfire was sent to the UK to join No. 587 Squadron of the RAF. After the squadron disbanded in June 1946, ownership of Andrews's former aircraft passed to No. 691 Squadron. Unfortunately, the Spitfire sustained irreparable damage during take-off at Middle Wallop airfield in Hampshire on March 24, 1947.

  • Ice Sea

    Text: Jan Bobek

    Illustration: Antonis Karydis

    Cat. No. 84201


    Throughout most of its existence, Jagdgeschwader 5 operated over various regions of northern Europe. Its Stab, I., II., and III. Gruppe equipped with Bf 109E, F and Gs based in northern Finland, fought mostly against elements of the Soviet air force in the area of Murmansk. It’s IV. Gruppe operated mostly from bases in Norway and often against aircraft of the RAF and on occasion with the Fleet Air Arm. Besides the aforementioned Jagdgruppen under JG 5, there were also two other autonomous Staffeln with twin-engined Messerschmitt Bf 110 and Fw 190A fighter-bombers.

    Jagdgeschwader 5 was quickly nicknamed ‘Eismeer’, (meaning ‘Ice Sea’), an obvious reference to their theatre of operations. Their most successful period was through 1942 and 1943 while operating against the Soviets. The number of kills attained by JG 5 pilots was apparently in the neighbourhood of 2700 (though some sources put the number as high as 3200). Among JG 5's top fighter pilots were two airmen who achieved over 200 victories during their time with the unit. These were Theo Weissenberger, who achieved a total of 208 victories, and Heinrich Ehrler, whose score stood at 204 kills.

    Aerial combat in this part of Europe was challenging not only because of the climatic conditions but also due to other factors, such as the position of the sun during the Polar Day, when the sun does not set and can be seen just above the northern horizon at night. If aerial combat took place over the sea, an aviator's prospects for rescue in the event of a surface landing were poor, even during the summer months.

    This box art by Antonis Karydis depicts part of an aerial encounter that took place on July 20, 1943, at 10:30 pm near Vardø, Norway. Hptm. Heinrich Ehrler played a key role in this engagement, for which he was awarded the Oak Leaf Cluster to the Knight's Cross.

    A German convoy was sailing near Vardø, and the Soviets attempted to attack the vessels several times throughout the day. The last raid was carried out by eight Shturmoviks from the 46th ShAP based at Vaenga airfield. The first four were led by regimental commander Maj. Mikhailov, and the second group was led by Capt. Kalichev. The escort for the first group was provided by Airacobras from the 255th IAP SF, and the second group was protected by Hurricanes from the 78th IAP. The Soviet formation took off at 22:36 Soviet time, but one of the Shturmoviks had to turn back due to engine problems. Mikhailov's formation attacked the German vessels at 23:28 and reported two hits. Kalichev's group, reduced to three aircraft, attacked artillery positions on the Norwegian coast near Kiberg.

    At that moment, enemy pilots flying Messerschmitt Bf 109 Gs from II./JG 5, who had taken off from nearby Kirkenes, were already in the target area. The Soviet fighters claimed to have downed five aircraft, which they identified as Fw 190s, but the Germans appear to have suffered no losses in this engagement. Three Hurricanes were shot down in the battle, and none of the pilots survived. Another Hurricane crashed during the return. In this engagement, Ehrler, as commander of 6./JG 5, claimed two Hurricanes as his 111th and 112th victories. Some Hurricanes, possibly as many as five, were claimed by other airmen of II./JG 5.

    Ehrler took command of III./JG 5 in 1943 and became Kommodore of the entire JG 5 in mid-1944. However, his career was ruined by the RAF raid on the battleship Tirpitz on November 12, 1944. Mistakes and misunderstandings on the part of command of both the Kriegsmarine and aerial ops resulted in JG 5 not being told where the ship was or where the bombers were! The end result is well known, but JG 5 CO, Ehrler, was brought before a court, and the sentence of the classic show trial, three years’ detention, was reported by the BBC a day before it was published, no less!

    Thanks to the activities of Ehrler’s subordinates, it became possible for Hitler to step in and have the sentence reduced to three months. At the same time, Ehrler was allowed to return to the front. Theo Weissenberger took him under his protective wing to JG 7, equipped with the Me 262. With this unit, Ehrler died in combat in April, 1945. According to witnesses who heard his final words, his death was the result of a suicide ramming attack of an American B-24 Liberator.

    The majority of the responsibility for the chaos during the defence of the Tirpitz lies on the shoulders of the command of air operations in Norway, who was no other than Generalleutnant Eduard Ritter von Schleich, a veteran of the First World War and good friend of Goering’s. Three days after the sinking of the Tirpitz, Goering quietly moved him behind the scenes.

  • Red Doras

    Text: Jan Bobek

    Illustration: Antonis Karydis

    Cat. No. 84102 


    One of the legendary fighter pilots of II./JG 52, "Heino" Sachseberg, was retrained from flying the Bf 109 to the Me 262 after achieving his 104th victory in the spring of 1945. His final unit was Galland's Jagdverband 44 equipped with Me 262 jets.

    The jet powered Me 262 were most vulnerable during take-off and landing. Aircraft of JV 44 were no different, because during low speeds, the Me 262 was more difficult to control, and the throttle had to be treated with a gentle respect, or the result could be a stalled engine or a fire. During the final phases of the war, it was standard practice for jet aircraft to be covered by piston engined planes during these critical flight phases. As a result, JV 44 organized a protective flight using Fw 190 Ds under the leadership of Heino Sachsenberg.

    Sachsenberg was a logical choice. He certainly didn’t lack bold nerve, and he had several year-long experience fighting fast flying enemy fighters at low altitudes. His pilots also had to contend with another danger - friendly ground fire. According to the memoirs of Johannes Steinhoff, a good chunk of crews of the anti-aircraft artillery at Riem were women. There was no real effort to distinguish between friendly and enemy aircraft. The Me 262 did enjoy relative security in this respect due to its distinctive silhouette and engine noise. Perhaps this was why the bottom surfaces of the Doras of JV 44 were painted red on the bottom, with white stripes.

    The duties of Sachsenberg’s protective flight were largely improvised. His pilots couldn’t communicate directly with the pilots of the jet powered Me 262s. They simply took off and circled the field at low altitudes until the Me 262s were safely on their way. Usually, there were two Fw 190 Ds in the air, but, as an exception, Riem was circled by four.

    Problems began when the jets returned. For them to set down as quickly as possible, there must not have been anything in their way. The Focke-Wulfs always had to land before the Messerschmitts. This left their colleagues in the Me 262s to land without the protective cover and dependant on their skill, luck and field AAA.

    Galland himself was victim of this practice. On April 26, 1945, he crashed at Riem with injuries and a damaged aircraft. There was no one in the air to cover him. Sachsenberg’s -190s were covered in their shelters at the northern edge of the air field, and his pilots weren’t too close to the remaining JV 44 pilots. Up to now, there are five Fw 190 Ds that served with JV 44, and most of them wore a black and white square symbol with a red ring and a specific slogan. The inscription was very personal and the authorship was probably tied to a specific pilot.

    Almost certainly, this is the case with Red ‘3’, which was assigned to Hptm. Waldemar Wübke (15 victories and a veteran of JG 54). Apparently, this notorious prankster and Sachsenberg understood each other quite well, and on his aircraft he reiterated the inscription from his aircraft as far back as 1940. Another two pilots who flew with Sachsenberg (and were confirmed by JV 44 documentation) were Lt. Karl H. Hoffmann and Hptm. Klaus Faber (2 victories and a JG 27 veteran). The fifth member of this flight was not Fw. Bodo Dirschauer, as previously stated, but Maj. Wilhelm Steinmann, a holder of the Knight's Cross with 44 victories.

    The protection flight over Riem engaged American pilots only a few times, but details are nevertheless lacking. During the evacuation of the base, two Focke-Wulfs were left behind, the remainder were to move to Ainring at Salzburg. It appears that only two made it, and the third was found at the end of the war at Bad Aibling. JV 44 always reported having five Fw 190 D-9s and Fw 190D-11s. Klaus Faber recounted after the war ferrying Red ‘13’ from Ainring to Bad Aibling. On the way, he met a group of Mustangs and Thunderbolts, and reportedly shot down one, maybe two of them. He was also to deliver a supply of whiskey back to Ainring. Capitulation found JV 44 at Ainring, at Salzburg and Innsbruck. Her members found their way home fairly quickly.

    Note: This text is a slightly edited excerpt from Sachsenberg's biography, published in INFO Eduard 11/2010. A biography of his uncle, WWI naval fighter Gotthard Sachsenberg, can be found in INFO Eduard 04/2021.

  • Markings for Spitfire Mk.XVI High Back 1/48

    TB752, S/Ldr Henry Zary, CO of No. 403 Squadron, B.114 Diepholz, Germany, April–May 1945

    The Spitfire serial number TB752 was built by Vickers-Armstrong at the Castle Bromwich factory with elliptical wingtips and was handed over to No. 33 Maintenance Unit RAF Lyneham on February 21, 1945. The first combat unit with which TB752 served was No. 66 Squadron in March 1945, where it received the fuselage code LZ-F. On March 25, 1945, it suffered damage to its wing and propeller during an emergency landing, which was repaired by No. 409 RSU. On April 19, 1945, the repaired TB752, this time with clipped wingtips, was transferred to a new operational combat unit, No. 403 Squadron. There it received the codes KH-Z and became the favorite aircraft of No. 403 Squadron commander S/Ldr Henry Zary. On his very first flight with TB752, Zary shot down one Bf 109 on April 21, scoring five confirmed victories and becoming an ace. On April 25, he destroyed one Me 262 and one Ju 88 during strafing attack on German airfield with TB752. Other No. 403 Squadron pilots achieved notable successes in the cockpit of TB752 in the last days of the war. For example, on April 25, P/O D. Leslie shot down one Fw 189, on May 1 F/O R. Young shot down an Fw 190 and on May 3 F/O Fred Town sent down a He 111. Shortly after the war, the TB752 propeller cone received a red, white and blue paint job and the code letters KH-Z were given black outlines. In 1955 TB752 was moved to Manston where it stood for many years on a pedestal at the airport entrance gate. In 1978 the Medway branch of the Royal Aeronautical Society offered to refurbish it and on July 7 was TB752 transferred to Rochester Airport. On September 15, 1979, following a successful refurbishment, TB752 returned to Manston in the livery of No. 403 Squadron. 

     

    SM403, F/O Gordon M. Hill, No. 416 Squadron, B.56 Evere, Belgium, December 1944

    In mid-December 1944, No. 416 Squadron was rearmed from Mk.IX Spitfires to the all-new Mk.XVIE ones. One of the first of the newly delivered Spitfires was an aircraft with serial number SM403 with a shortened wingspan, which subsequently received the code letters DN-S. When SM403 was taken by F/O Gordon Hill for a flight test to see how the new Spitfire performed, the name “Sweet Sixteen” stuck with him upon landing and he had it painted on the tank cover of his new Spitfire by ground staff. According to his personal recollections, the “Sweet Sixteen” was his favorite Spitfire. Hill’s first combat mission with the new SM403 was a patrol of twelve “Sixteen’s” on Christmas Day 1944 over the Malmedy-Houffalize area. By December 31, 1944, No. 416 Squadron had flown 73 combat sorties on patrols and sweeps and claimed a kill on an Fw 190. By the end of World War II, No. 416 Squadron had then flown 2,040 combat sorties with its “sixteens” as part of No. 127 Wing, adding to its wartime total of 75 confirmed kills the amount of enemy ground equipment destroyed.

     

    TB349, F/Lt Malcom J. Gordon, No. 421 Squadron, B.90 Petit Brogel, Belgium, February–April 1945

    Malcolm “Mac” Gordon was very proud of his Spitfire which bore a long unintelligible inscription “Chinawattakamapoosekinapee” on the left side of the engine cowling. The story of this strange inscription took place one evening over a few beers when Mac and Bill Marshall decided to come up with a name for Mac’s Spitfire. As the night wore on and the beer consumption increased, the name got longer and longer. The red Indian emblem on the left side of the engine cowling depicts the logo of the McColl Frontenac Oil Company, which sponsored No. 421 Squadron. “Mac” Gordon achieved a total of five kills during his wartime career in the cockpit of several Spitfires with Nos. 403 and 421 Squadron and received the DFC.

     

    RR227, S/Ldr Otto Smik, No. 127 Squadron, B.60 Grimbergen, Belgium, November 1944

    When No. 127 Squadron was rearmed with Spitfires Mk.XVI in early November 1944, Otto Smik DFC became its new commander on November 13. He had the honor of becoming one of only three Czechoslovaks to command a British squadron. Unfortunately, Smik’s command was short-lived. He was shot down by anti-aircraft artillery during an attack on Zwolle station on November 28, 1944 and did not survive an emergency landing with his difficult-to-control aircraft. Smik chose the serial number RR227 as his personal Spitfire for No. 127 Squadron. Unfortunately, the appearance of his aircraft is not documented photographically. Earlier sources state that the fuselage designation may have been 9N-B or 9N-R, but new research confirms that both the fuselage letters B and R were worn by Spitfires of a different serial number at the time. Among the first newly delivered Spitfires to No. 127 Squadron after Smik’s death was an aircraft that received the letter N. It is thus very likely that Smik also took his favorite letter N for No. 127 Squadron as he did during his time in the ranks of Czechoslovak No. 310 and No. 312 Squadrons. Smik also painted the symbols of kills on his planes in various forms, the flag of the Squadron commander cannot be completely ruled out, nor can the presence of the Czechoslovak cockade. S/Ldr Otto Smik was the most successful Czechoslovak pilot fighting in Spitfires, in their cockpits he achieved eleven confirmed kills of enemy aircraft and destroyed three V-1 missiles.

     

    F/Lt Gordon M. Braidwood, No. 322 Squadron, B.106 Twente, Netherlands, April 1945

    No. 322 Squadron was formed at Woodvale in June 1943 by renumbering No. 167 squadron, which had in its staffing a high proportion of Dutch pilots. In December 1943 it moved south to Hawkinge with its Spitfires Mk.V. In March it moved to Acklington where it was rearmed with the all-new and powerful Spitfires Mk.XIV with Griffon engines. As part of the West Malling Wing, the unit was deployed during the V-1 missile offensive against southern England in early June, and by the end of August the pilots of No. 322 Squadron had succeeded in destroying 108.5 V-1 missiles. When the threat ended in August, the unit was rearmed to Spitfires LF Mk.IX. Rearmament to Spitfires Mk.XVIe followed in November, and in early 1945 the unit moved to Belgium to join the Norwegian No. 132 Wing. Here, as part of the 2nd TAF, it mostly carried out support attacks on German ground and air equipment until the end of the war. One of the most successful pilots was British A Flight Commander, F/Lt G. M. Braidwood, who was credited with five aircraft destroyed and seven damaged while strafing German airfields.

     

    TB520, W/Cdr Donald G. Andrews, CO of Coltishall Wing, RAF Matlaske, United Kingdom, March–May 1945

    Australian “Don” Andrews, a native of Queensland, joined the RAAF in November 1940. He trained in Canada and sailed to the UK. In November 1941 he was posted to No. 615 (County of Surrey) Squadron and six weeks later to No. 245 (Northern Rhodesia) Squadron, with which he remained until July 1942 when he joined No. 175 Squadron as Squadron Leader. He was then transferred to No. 453 (RAAF) Squadron where he initially commanded A Flight and in September took over the whole Squadron and received a DFC. He remained in command of No. 453 (RAAF) Squadron until the end of his tour in May 1944. After retirement he took over the Coltishall Wing in February 1945 as supernumerary, supervising two Australian Spitfire squadrons (Nos. 451 and 453 Squadron). In April he was given command of the Biggin Hill Wing. He left the wing in June, was repatriated in September and retired from RAF service in April 1946. During his wartime career he achieved one confirmed kill, one probable kill and damaged three enemy aircraft. All his personal aircraft were decorated with a drawing of a “Gremlin” figure holding a sign on the nose reading “You Have Been Warned”.

  • Markings for Bf 109G-6 ERLA 1/48

    Bf 109G-6, Hptm. Heinrich Ehrler, CO of 6./JG 5, Alakurtti, Finland, July 1943

    Heinrich Ehrler began his military career in 1935 with the anti-aircraft artillery and fought in the Spanish Civil War as a member of 3.F/88. He completed fighter training in early 1940 and was assigned to 4./JG 77, which was later redesignated 4./JG 5, based in Norway. In late May 1942, Ehrler was transferred to 6./JG 5 at Petsamo and became its commander in August. He achieved his 100th victory on June 8, 1943. During this period, he flew a Bf 109G-6 Yellow 12 in Erla factory camouflage, with the symbols of his aerial victories painted on the left side of the rudder. As the Kommodore of JG 5, Ehrler was responsible for cover of the Tirpitz battleship, which was anchored in Norway. After its sinking, he was wrongly convicted, but the sentence was commuted. On February 27, 1945, he joined JG 7, flying Me 262 jets. In combat with Liberator bombers on April 4, 1945, he managed to shoot down two B-24s and rammed a third. According to witnesses who heard Ehrler’s last words, he carried out a suicide attack. His number of victories thus stopped at 208, and for these achievements, he was decorated with the Knight’s Cross with Oak Leaves.

     

    Bf 109G-6/R6, WNr. 15367, Oblt. Herwig Zuzic, CO of 8./JG 1, Leeuwarden, the Netherlands, July 1943

    Herwig “Lauser” Zuzic was born on June 23, 1917, in Oberweissburg, Austria. During Operation Barbarossa, he flew with 4./JG 77. On September 24, 1941, flying his Bf 109E-4 he collided with Ofw. Eugen Wintergest’s Bf 109E-7 to the north of Perekop. Both pilots were captured by the Soviets and used in propaganda efforts to convert Luftwaffe pilots to the Soviet Air Force. After a few months, they were dropped off in Romania as agents. They immediately reported to the German authorities, were reinstated into Luftwaffe service, but withdrawn from the Eastern Front. In early 1943, Zuzic served at the rank of Oberleutnant with IV./JG 1 and in March 1943 was appointed commander of 8./JG 1. He had 13 kills from the Eastern Front painted on the left side of the rudder of his Bf 109G-6 Black 1. His 14th and last victory came on July 27, 1943, when he shot down a B-17. On August 19, 1943, he collided mid-air with another Bf 109G-6 during an air battle over Zuidzande and was killed.

     

    Bf 109G-6, WNr. 15909, Hptm. Gerhard Barkhorn, CO of II./JG 52, Anapa, the Soviet Union, September 1943

    The personal aircraft of Gerhard Barkhorn, who was CO of II./JG 52, was manufactured by the Erla factory. At least a part of Erla G-6 production utilized the cowling designed for the G-5 version with an additional small bump on the right side. The name “Christl” is a reference to Barkhorn’s wife Christa. The black double chevron identifies the aircraft of the Gruppe CO. Barkhorn achieved 301 aerial victories during WWII, all of them as a member of JG 52. This makes him second among German fighter aces. His first victim was downed on July 2, 1940 and the last on January 5, 1945. In 1945, Barkhorn became the CO of JG 6 and flew Me 262 jet fighters as a member of JV 44 shortly before the German surrender. In the post war era, he joined Bundesluftwaffe. Barkhorn was awarded the Knight’s Cross on August 23, 1942 with Oak Leaves (on January 11, 1944) and Swords (on March 2, 1944).

     

    Bf 109G-6/R6, WNr. 26048, Oblt. Friedrich Brock, 8./JG 54, Ludwigslust, Germany, January 1944

    Friedrich Brock was born on May 6, 1916, in Perlach. In August 1939, he began his training at the Schule/Flieger-Ausbildungs-Regiment 23 in Kaufbeuren. In November 1940 he transferred to Flugzeugführerschule A/B 63 in Marienbad. In March 1942 he joined Jagdfliegervorschule 3 in Vienna-Schwechat and completed his fighter pilot training on November 12, 1942, with Ergänzungs-Jagdgruppe Ost in France. His first combat unit was 8./JG 54 at Siverskaya Air Base. He joined on November 13, 1942. In January 1943, III./JG 54 was transferred to Oldenburg to defend northern Germany. Brock achieved his first kill there on June 13, 1943. Later he was shot down several times during fights with American B-17s and was seriously wounded on April 8, 1944. His Black 8 aircraft bore all the identifying features of the period, i.e., the 8./JG 54 emblem on the nose, the III./JG 54 emblem under the cockpit and a blue identification stripe on the rear. Flying this aircraft, Uffz. Günther Sahl was shot down and killed on April 9, 1944. After his recovery, Friedrich Brock became the operations officer of III./JG 54 (later renamed IV./JG 26) in October 1944 and did not fly combat missions anymore. In May 1945 he was captured and after his release in September 1945 he devoted himself to his profession as a dentist. He died on May 3, 1994, in Berlin.

  • Markings for Fw 190D-9 1/48

    WNr. 600424, Lt. Heinz Sachsenberg, München-Riem, Germany, April-May 1945

    Lt. Heinz Sachsenberg (104 victories) was the CO of Platzschutzschwarm. The aircraft assigned to Sachsenberg carried the inscription ‘Verkaaft’s mei Gwand, I foahr in himmel’, which is a Bavarian proverb ‘sell my shroud, I am leaving for Heaven’. The font was Schwab, which was popular at the time. Sachsenberg, holder of the Knight’s Cross, came from an aviation family. His uncle Gotthard was an World War I ace and holder of Pour le Mérite, as he shot down 31 enemy aircraft. Heinz’s brother, also named Gotthard, flew a night fighter with NJG 3 and shot down two British bombers and fell on March 8, 1943. Sachsenberg´s ‘Dora’ was found at the end of the war at Munich-Riem, where it was left behind after the JV 44 fled to Austria at the end of April 1945.


    WNr. 210194, Fw. Werner Hohenberg, Stab I./JG 2, Merzhausen, Germany, January 1, 1945

    Fw. Werner Hohenberg, took part in the raid on St. Trond airport flying as a part of the I./JG 2 staff flight of commander Franz Hrdlicka. During this sortie Hohenberg´s aircraft was hit in the tail surfaces and on return the engine of his aircraft was hit by the anti-aircraft gun projectiles. At 9:35 he force-landed at Dorff village and spent the rest of the war in captivity. The B Battery of the 430th AAA Batalion was credited with shooting him down. Hohenberg’s Dora sports a typical Sorau factory camouflage in RLM 75/81/76 on the fuselage and also on the wings. The spiral was painted on the front part of the propeller spinner only. Stripes on the rear fuselage indicate JG 2 deployment in the Reich Defense role.

     

    WNr. 210909, Maj. Gerhard Barkhorn, Stab JG 6, Welzow, Germany, February 1945

    The personal aircraft of Gerhard Barkhorn, the new CO of JG 6 at the time, was manufactured by the Focke-Wulf  factory in Sorau. The name ‘Christl’ is a reference to Barkhorn´s wife Christa. Marking on the fuselage identifies the Geschwader’s CO aircraft. Barkhorn achieved 301 aerial victories during WWII, all of them as a member of JG 52, putting him in second place among German fighter aces. His first victory was achieved on July 2, 1940 and the last on January 5, 1945. In 1945, Barkhorn became the CO of JG 6 and flew Me 262 jet fighters as a member of JV 44 shortly before the German surrender. Barkhorn was awarded the Knight´s Cross on August 23, 1942, with Oak Leaves (on January 11, 1944) and Swords (on March 2, 1944). In the post-war era, he joined Bundesluftwaffe.

     

    WNr. 210003, Oblt. Hans Dortenmann, 12./JG 26, Germany, 1945

    Oblt. Hans Dortenmann, a 38-kills fighter ace and Knight's Cross holder, noted in his memoirs that he used Dora WNr. 210003 as a personal mount from September 1944 to the end of hostilities. He personally destroyed her to avoid falling into enemy hands at the end of the war. At first, during Dortenmann´s service with III./JG 54,  the airplane was marked 'Red 1'. In late February III./JG 54 was redesignated IV./JG 26, and Dortenmann was appointed Staffelkapitän of 12./JG 26. His Dora became 'Black 1'. The White-Black band appeared on the tail as well as IV. Gruppe‘s wave. According to Dortenmann´s memoirs, the original RLM 74/75 camouflage scheme was changed to RLM 81/82, but the reason for re-painting remains unknown. A new style blown canopy was installed instead of the original flat one. The vertical part of the tail unit was painted yellow from JG 54 days.

  • Tail End Charlie

    Sad Return from Vacation

    Text: Jan Bobek

     

    At the beginning of June, I returned from a short vacation with two friends. We spent a few days in South Tyrol, where both of my friends, newly retired, participated in a marathon that started in Cortina d'Ampezzo and finished in Dobbiaco (Toblach). As the youngest member of our group, I served as the driver during the race, responsible for spare shoes, drinks or chocolate, and other support tasks. Not only am I unable to run the way my older friends can, but from the photos taken during this holiday, I discovered with great horror that I need to lose a lot of weight.

    Of course, my friends couldn't escape my aviation history hobby, so I made them pose for a photo as a live painting at Toblach airfield. They imitated a well-known photograph from the early summer of 1915, showing a Pfalz A.I from the Bavarian Feldflieger Abteilung 9 at this aerodrome. The aircraft was painted red and white to give the impression that it was an Austro-Hungarian aircraft. Although the German Empire was not yet at war with Italy at that time, FFA 9b was carrying out bombing raids on Italian targets with such painted aircraft.

    I must also mention that, thanks to my friends' foresight, I acquired a publication on the air war over the Dolomites in a shop at Passo di Falzarego.

    But to get back to the topic of returning from vacation, we stopped in Munich on our way to Prague. I visited my favourite bookstore, Christian Schmidt Fachbuchhandlung, to pick up the books I had ordered. My order was perfectly prepared, but Uwe, who works there with Gabi Schmidt, gave me a shock. He informed me that at the end of August this year, after more than half a century, their store would be closing. I was left staring at him with my mouth agape, and the information that they were having a discount on books because of it didn't make me feel much better.

    After all, Schmidt's bookstore isn't just any bookstore. It specializes in vehicles, military equipment, and military history. For decades, it has been literally a beacon in this field of literature for fans  worldwide. This bookstore is not only a symbol of reliability and honesty, but the books are always packed with extraordinary care for their journey to clients.

    I first learned about this bookstore in the late '80s when Rudolf Waniek, the head of our model club, showed me Schmidt's book catalogue. It was filled with titles from all over the world, each with short and very concise descriptions. As soon as the Iron Curtain fell, I went to the bookstore with my friends from the club. We drove a Škoda 120, so you can imagine that it was a long but not very comfortable drive. At one point, we were even overtaken by a deer while driving uphill. It was only then that we realized the engine was running on just three cylinders.

    The bookstore made me feel like a kid in a candy store. My heart danced. For the first time, I was able to browse through the Model Art publications and bought a few with the German marks I had saved. By that time, I was already very focused on Japanese aviation history.

    Later I went to the bookstore with my friend Vašek Knotek, my classmate from Japanese at the State Language School. We took a small bus from Prague to Munich Central Station. We then walked about 8 kilometers to the bookstore, to save money to invest in books. With the advent of credit cards, which happened quite soon, everything became easier and parcels began to travel from Munich to Prague.

    With the introduction of the internet, the Christian Schmidt bookshop website was also launched. Its content was identical to the catalogue, which quite logically stopped being published after a few years. Yet I still have a few of them in my collection. But most importantly, thanks to this bookstore, I have a large number of publications from which I continuously draw information for myself and my colleagues.

    For those who have not visited this bookstore, it is now probably obvious  why I will miss it so much. For me, too, it was a beacon in my segment of the book market. To the Schmidt family and the other people who have cared for their clients for more than half a century, thank you very much.

    And now I don't know where I'm going to buy books. Sometimes books come to me from Amazon with shoddy packaging and damage that could never happen with the Schmidts.

    This bookstore has become a beacon of specialized literature for me.

    Honza Kaše (second from left), one of my gurus on World War I topics, visited Schmidt's with me once more in June. Gabi and Uwe took this selfie with us as a memento.

    A photo of Toblach Airfield from 1915.

    My friends posing for a live picture at the same aerodrome 109 years later.

  • THE OIL CAMPAIGN

    Adapted from: “Clean Sweep: VIII Fighter Command Against the Luftwaffe - 1942-45"

    By: Thomas McKelvey Cleaver 


    Both the Eighth Air Force and RAF Bomber Command were averse (to put it mildly) to “outsiders” trying to convince them to change their strategic target priorities in search of “the magic spot” that would cause the downfall of Germany.

     

    Germany and her allies had nowhere near the access to oil supplies that the Allies did. The Germans had been forced to create a synthetic oil industry in the 1930s in anticipation of going to war, and the Nazis considered their alliance with Romania to be their major diplomatic coup, since it gave them access to and control of the oilfields around Ploesti, the only source of oil in Europe. Ploesti’s oilfields were the source of 30 percent of the Axis oil supply. The major thrust of the assault on the Soviet Union had been on the southern front, where anticipated success at Stalingrad would have allowed access to the oilfields of Baku.

     The Allies had long been aware of the Nazi Achilles’ Heel. One of the first missions flown by American heavy bombers had been the abortive attempt by the HALPRO force, the first B-24s assigned to the Ninth Air Force in 1942, to bomb Ploesti. The force had not been strong enough to inflict any lasting damage. With the Axis forces driven from North Africa after may 1943, Ploesti again became a target with Operation Tidal Wave, flown on August 1, 1943. In the wake of that unsuccessful mission, the Fifteenth Air Force was created in Italy specifically to mount a major, sustained campaign to destroy Ploesti.

     General Spaatz’s USSTAF planners estimated they could drop German gasoline production 50 percent with 15 missions against Ploesti by the Fifteenth Air Force and 10 against the German synthetic oil industry by the Eighth. Ploesti and the German synthetic oil industry was the only lifeline the Wehrmacht had to maintaining the ability to fight a mechanized war. British planners in the Ministry of Economic Warfare had long pleaded to no avail with Bomber Command’s Sir Athur Harris to attack these targets, with Harris dismissing such a plan as a “panacea” that would divert him from his campaign to destroy German cities.

     Spaatz argued to Eisenhower before SHAEF took control of the Eighth that destroying the panzer’s gasoline supply was a far greater blow against the enemy than destroying easily-repaired railroad marshaling yards. Knowing he could not get SHAEF’s focus away from the Transportation plan, Spaatz pointed out that an aerial offensive against oil would only need half of Eighth Air Force’s bombers, the rest could be employed against the rail system. Unfortunately, the Air Force’s history of over-promising on the decisive results of striking “strategic” targets and the failure of the ball bearing campaign the previous fall, worked against Spaatz, even with the full support of General Arnold in Washington.

    The blue noses of the 352nd "Blue-Nosed Bastards of Bodney came in several shades of blue until the marking was standardized using RAF Dark Mediterranean Blue. (USAF Official)


     Churchill, who was concerned that killing large numbers of French and Belgian civilians living near the rail yards would create political problems both during the war and in its aftermath, favored the Oil Campaign. However, in a meeting at SHAEF HQ on March 25, 1944, Eisenhower pressed VIII Bomber Command’s General Frederick Anderson about the likelihood of success of a campaign against synthetic oil, with Anderson forced to confess that the Air Force “could not guarantee that the attacks of oil targets would have an appreciable effect during the initial stages of Overlord.” Anderson did say that a campaign against the synthetic oil industry “would have a decisive effect within a period of about six months.” Since he was concerned about the immediate problems associated with putting an army into France and keeping it there, Eisenhower came down against the proposal. RAF Chief of Staff Air Marshal Sir Charles Portal found a compromise with the proposal that such a campaign would be mounted by both Eighth Air Force and Bomber Command once the Allied armies were firmly in Normandy and any German counterattack had been blunted.

     Since the Fifteenth was not involved in the invasion, Spaatz was able to convince Tedder to allow him to mount a mission against Ploesti shortly after Eisenhower’s decision. The results were so good that Tedder allowed the Fifteenth to make repeated attacks between early April and late June 1944, which saw the Romanian oil fields and refineries severely damaged and oil production severely curtailed. The Axis would lose all access to Romanian oil at the end of August 1944, when the country surrendered in the face of Soviet invasion.

     The Fifteenth’s four fighter groups that re-equipped with the P-51 between March and June 1944 - the 31st, 52nd, 322nd and 325th - racked up impressive scores against both the Romanian Air Force and the Luftwaffe on these missions. Herschel Green, the 325th group’s leading ace, who was a veteran of the North African, Sicilian and Italian campaigns, later recalled that the air battles over Romania were “the most intense combat I experienced in my tour.” Ploesti was so important that two Luftwaffe Gruppen - including Erich Hartmann’s II/JG 52 - were withdrawn from the Eastern Front to reinforce the Ploesti defenses.

     With the Ploesti campaign’s demonstrated success, Spaatz once again asked Eisenhower for permission to bomb the synthetic oil refineries. When Eisenhower told him to wait till the end of summer, an argument broke out between the two that was so intense it was rumored Spaatz had threatened to resign. Eisenhower relented by authorizing the Eighth to attack on two days in May when weather over France prevented bombing of rail targets.

     The first mission was flown on May 12, 886 bombers were sent to bomb a complex of synthetic oil plants in central and eastern Germany and met significant aerial opposition.

     The 352nd Fighter Group’s John C. Meyer almost became someone else’s score in a battle over the synthetic oil plant at Prenzlau. Meyer spotted a combat wing of Fortresses rocked by explosions and took two 487th squadron flights to investigate, closer, Meyer saw several parachutes in the air, then spotted three gaggles of enemy aircraft. He quickly lost the first two he spotted in the heavy haze, but one Bf 109 from the third flight failed to reach the sanctuary of the haze and Meyer set it on fire with one burst. After watching it crash, he spotted an airfield with bombers on it and made a run in which he destroyed a He 177. As he pulled up, a Bf 109 bounced him and he only managed to escape with a series of violent maneuvers taken at a low enough altitude he thought for a moment he might crash. Meyer was able to return to Bodney to complete the last mission of his first tour of duty, with claims that raised his score to 15.5, including 8.5 aerial victories. 

    The Eighth lost 46 bombers on the May 12 missions. However, the aerial battles had been one of the worst days for the Jagdwaffe, which reported losing 61 fighters. Albert Speer wrote of the strike in his memoirs, stating, “On that day, the technological war was decided.” Speer authorized top priority to repairing the synthetic oil refineries and crews worked 24 hours a day to restore production.

     On May 28 and 29, the Eighth’s bombers returned to hit the newly-repaired facilities while the Fifteenth hit Ploesti with its biggest attacks. ULTRA intercepts in June confirmed that gasoline production had been cut in half. Following these attacks, Speer told Hitler that if the enemy persisted in these attacks over the summer, Germany would have no way to prosecute the war by fall.

    The legendary Chuck Yeager on the wing of his second P-15, P-51D "Glamourus Glen II" in which he shot down an Me 262 in November 1944.


     With the invasion a week away, a larger campaign would have to await victory in Normandy. Strategic bombing had finally found the target that would change the war.

     By mid-June, the Allies were firmly ashore in Normandy. General Spaatz renewed his request that the Eighth be allowed to resume attacks on the synthetic oil industry. Eisenhower had him written permission to divert the bombers from direct support of the invasion on days when there was good weather over Germany and were no missions against “Crossbow sites” (the German V-1 launch sites) or infantry support.

     The synthetic oil plants were located near coal deposits in the Ruhr, Silesia, south of Berlin and Leipzig. These plants produced 75 percent of Germany’s total fuel supplies: 85 percent of high-grade diesel and gasoline, and all aviation gasoline.

     Nearly one-third of this production was concentrated in the massive Leuna plant outside Merseburg and Politz, 70 miles northeast of Berlin. Five other plants located in central Germany produced another third.

     The Leuna plant’s 250 buildings covered three square miles and employed 35,000 workers, 10,000 of them slave laborers or POWs. A facility that size should have been easy to hit with precision bombing, but the German defenses involved greasy black smoke sent up from hundreds of small ovens that ruined visibility. Additionally, decoy buildings that were constructed outside the plant were bombed as much as the plant itself. The plant was protected by 600 radar-supported 88mm anti-aircraft cannons, while several Luftwaffe fighter units were based nearby.

     Merseburg became known as “Mercilessburg” to the bomber crews. Second Lieutenant Tom Landry, who would become head coach of the Dallas Cowboys, flew most of his missions in the oil campaign, he remembered that the sky over the city and the plant was filled by “an angry black cloud of exploding flak.”

     The B-17s and B-24s primarily dropped 250-pound bombs, these were not strong enough to destroy the reinforced concrete blast walls protecting the storage tanks, compressors and other machinery. These lighter bombs also made German firefighting easier because the fires were less intense and long-lasting as compared to the destructive effect of the RAF 4,000-pound “cookies,” that were responsible for most of the damage.

     The summer of 1944 saw poor weather, which prevented the bombers returning to a target quickly. The Germans were able to get plants back into production at lowered rates within four to six weeks. Toward the end of the campaign, air force planners using increased photo reconnaissance were able to time attacks to coincide with production resumption.

    Captain Pierce McKennon was one of the longest-serving pilots in the 4th FG, arriving in 1943 and flying operations to the end of the war. (USAF official)


     The first attack of the Oil Campaign was against the huge plant at Politz on June 20, 1944. The Fourth Fighter Group provided Target Withdrawal Support. Fifty ZG 76 Me 410s intercepted the bombers, some carrying massive 50mm anti-tank cannons, escorted by Bf 109s. The Luftwaffe admitted the loss of 12 Me 410s to the Debden Eagles and other groups.

     The mission saw the loss of Jim Goodson, who led his 336th squadron in his brand-new P-51D. Spotting airplanes on the  airfield at Neubrandenburg on the way home, Goodson led the squadron in a low-level attack. As he picked out a Do 217 on the field, his Mustang took a hit in the vulnerable radiator. With engine temperature soaring, Goodson crash-landed on the airfield and was quickly captured. Since the Mustang looked undamaged from the air, other squadron members strafed it as Goodson and his captors threw themselves on the ground. At the time of his loss, Goodson was VIII fighter Command’s leading ace, with 14 aerial victories and 15.5 ground kills, he would remain top ace of the Fourth.

     The Eighth’s first “Operation Frantic” shuttle mission was flown June 21. Among the others, First Bomb Division contributed 163 B-17s, their escort to the target was performed by 72 P-38s of the 364th and 55th groups, and 38 P-47s of the 353rd group. The Fourth, flying three 16-plane squadrons, reinforced by 16 P-51s from the 352nd’s 486th squadron, were led by Don Blakeslee. They rendezvoused with the bombers before they hit the target and flew with them to Poltava in Ukraine, a flight of 1,600 miles.

    Shortly after the Eagles picked up the bombers over Lezno, Poland, 30 Bf 109s attacked the bombers over Siedlice. Captain Frank Jones and 1st Lt Joseph Lang each got one, making both aces. The 335th squadron’s 1st Lt Frank Sibbett was shot down and killed. Blakeslee navigated the flight - as he was later proud to recall - with four maps and a wrist watch, bringing the group to Poltava where they landed at 1450 hours, his exact ETA, he considered leading the flight across Europe his greatest achievement of his wartime career. Ralph Hofer, who wandered off on his own again, was unable to rejoin the group and got lost. He landed unexpectedly at Kiev, where he was closely interrogated by the Russians before they let him fly over to Poltava the next day.

    Unknown to the Americans, the force had been shadowed by a Ju 88 after the formation broke away from the main force and headed east. That night, the Luftwaffe staged one of their last large-scale bombing missions. The Poltava airfield was hit, destroying many B-17s - half of those on the field.

     With the majority of the Jagdwaffe in Normandy, missions over Germany did not find larger air opposition until July 18. The 352nd was escorting bombers to targets in Peenemünde and Zinnowitz when they encountered a mixed force of about 40 Me 410s and Ju 88s, with a top cover of 20 Bf 109s that were stalking the bombers. Outnumbered, the 486th and 487th squadrons attacked, quickly dispersing them while the Bf 109 cover was engaged by the 328th squadron.      

    George Preddy, whose run of victories had taken off in late June when he exchanged his P-51B “Cripes A’Mighty II” for one of the newer P-51Ds, which he named “Cripes A’Mighty III”, claimed two Ju 88s destroyed, a third as a probable, and two more “damaged.” along with a Bf 109 destroyed.  With that, his score of aerial victories rose to 14.5 and he was recognized as the group’s leading ace.

     On July 19, the Fourth ran across Bf 109s over Munich. The 336th’s Lieutenants Ira Grounds and Francis Grove got two and one, respectively. First Lieutenant Curtis Simpson, whose  P-51B lost its glycol after being damaged during the fight later recalled, “This particular escort flight was the sixth straight flight that we had made to Munich in six days, but it was the first one where there was any opposition. We were jumped by a group of ‘109s and fought all the way into Austria. I was on full throttle for far too long a time and my electrical system on the coolant shutters went out. When they closed, the engine overheated and I lost all of my coolant, If I hadn’t been so close to Switzerland I would have ended up as a Prisoner of War or dead. I was looking for a place to land, since I did not want to jump. I found this very short meadow that had some white signs on it so I thought that I should try it. I had no other choice. I used full flaps with no power from the engine and I landed slightly on the tail wheel. There was no one there when I landed, but as soon as I stopped, here they came. The Swiss had helmets similar to the Germans, and I was not sure where I was. I stood up in the cockpit with my hands raised and asked if they were Swiss. Luckily they said yes!” Simpson’s Mustang was later repaired and taken on charge by the Swiss Air Force.

    The 55th Fighter Group gave up their P-38s for P-51s in the summer of 1944. (USAF official)


     On August 6, the 357th group provided escort for another shuttle mission to the Soviet Union. They picked up the B-17s after they hit the Focke-Wulf assembly plant at Rahmel. The bombers had been escorted by the 55th group, led by new group commander John D. Landers in their first P-51 operation. The mission to Gydina and back to England covered 1,595 miles in seven flying hours.

     Over Poland, nine Bf 109s from JG 51 went after the bombers, but 1st Lt Robert Shaw’s flight cut them off. Shaw shot one down in flames while element leader 1st Lt “Bud” Nowlin chased the fighter flown by  Hauptmann Gunther Schack, Staffelkapitän 7./III./JG.51. Schack split with Nowlin in pursuit. A burst hit the 109's radiator and brought a spray of coolant before it slowed so dramatically that Nowlin overran the fighter. Pulling alongside Schack, he realized he had to preserve fuel. He waved and climbed away, not discovering until he met Schack 40 years that shortly after, Schack bailed out.

     That same day saw George Preddy’s best day ever. When the group had been informed the night before that the August 6 mission would be scrubbed for weather, Preddy spent the night drinking and shooting craps, he got gloriously drunk and won $1,200. He had been asleep an hour when he was awakened with the news the mission was on. Not only did he have a major hangover, but he was supposed to lead the mission! He spent 30 minutes in his cockpit breathing pure oxygen to clear his head, but even so he vomited in his cockpit while flying across the sea.

    Ninety minutes later, the bombers were approaching Hamburg when 30 Bf 109s were spotted stalking the bombers. Preddy led White Flight in a bounce from the rear. He later reported, “I opened fire on one near the rear of the formation from 300 yards and got many hits around the canopy. The enemy aircraft went down inverted and in flames. At this time, Lieutenant Doleac became lost while shooting down an Me 109 that had latched onto Lieutenant Heyer’s tail.” Preddy and Heyer continued their attack. Preddy got behind his second victory and got hits around the wing roots, setting the ‘109 on fire. “He went spinning down and the pilot bailed out at twenty thousand feet.” Heyer shot down another Bf 109.

    The 357th's P-51D-15 "Missouri Armada" was flown by Captain John B. England. (USAF Official)


     The enemy formation stayed together with the pilots taking practically no evasive action as the formation tried to maneuver to attack the bombers. “We continued our attack on the rear end and I fired on another at close range. He went down smoking, and I saw him begin to fall

    apart below us” Another flight of P-51s joined the fight. “I fired at another ’109, causing him to burn after a short burst. He spiraled down in flames.” Still the Germans stayed together as they made a left turn to attempt another attack. “I got a good burst into another one, causing him to burn and spin down. The enemy aircraft were down to five thousand now.” One pulled off to the left in an attempt to engage Preddy. “I was all alone with them now, so I went after this single ’109 before he could get on my tail. I got in an ineffective burst, causing him to smoke a little. I pulled up into a steep climb to the left above him and he climbed after me. I pulled it in as tight as possible and climbed.” The enemy pilot opened fire ineffectively as Preddy outclimbed him in a zoom. “He fell off to the left and I dropped astern of him. He jettisoned his canopy as I fired a short burst, getting many hits. As I pulled past, the pilot bailed out at seven thousand feet. I had lost contact with friendly and enemy aircraft, so I headed home.”

     George Preddy had just shot down six enemy fighters in one battle. It would be the ETO record.

     Preddy was still suffering from the epic drinking bout when he landed. When he shoved open his canopy, everyone wanted to know his score. His first words were “NEVER AGAIN!” With this, his score was 28, 24 scored in the P-51 to make him the leading Mustang ace. He was awarded the Distinguished Service Cross for his record mission, and given 30 days leave back home.

     As the Fw 190A-8/R2 Sturmbocks became more effective, VIII Fighter Command sent fighter groups ahead of the bombers to find and break up the Sturmgruppen formations.

     On August 15, II./JG 300 attacked the 303rd “Hell’s Angels” group when they found the bombers headed for Wiesbaden near Trier. The Sturmbocks popped out of the clouds and shot down nine B-17s from the low formation. Minutes later, Bf 109Gs from I./JG 300 found the 466th group’s B-24s near Meppel and shot down four. The defending gunners claimed four Fw 190s and nine Bf 109s respectively. On August 16, IV./JG 3 attacked the 91st group near Halle and claimed six B-17s in trade for six Fw 190s in a four minute battle.

     August 24 saw the loss of the Fourth’s Major John T. Godfrey in a freak “friendly fire” incident. Leading the 336th squadron, Godfrey spotted Ju 52/3m transports on the airfield at Nordhausen. He led the strafing attack and shot up four while his wingman 1st Lieutenant Melvin Dickey shot up three. The light flak was intense and Godfrey jinked to make himself a difficult target. In so doing, he flew into Dickey’s line of fire as he opened up on a fourth ground target. Godfrey’s P-51 was hit in the engine and the coolant system. With the termperature gauge “off the peg” as he later recalled, Godfrey bellied in beyond the field and managed to get out of the airplane as it caught fire and reach cover before the enemy troops arrived, despite suffering cuts to his head and leg.

     At the time he went down, Godfrey was tied with Jim Goodson as leading ace of the Fourth, with 29.88 air and ground victories. After three days on the run and walking 13 miles, he tried to catch a ride in a boxcar outside Nordhausen, but was captured by railway guards. He later wrote that being captured and spending eight months as a POW was “the best thing that could have happened to me,” since he had been obsessed with becoming the top ace of the ETO. “Prison taught me what was really important in life.”

     September 11 saw the strongest Jagdwaffe reaction to a bombing raid since May 28. It also saw another Eighth Air Force “Frantic” mission, in which 75 B-17s of the 96th and 452nd bomb groups bombed Chemnitz then headed on east, escorted by the 20th Fighter Group. While there was no enemy response, the force had to pick their way through heavy weather to land at Ukrainian bases. The bombers hit targets in Hungary on their way to Italy and the full force was back in England by September 17.

     The other escort groups saw plenty of action on September 11. One of the forces attacked the Leuna factory in “Mercilessburg.” Seven JG 400 Me 163s attacked one formation, claiming three B-17s in the vicinity of Leipzig. The “Bloody Hundredth” 100th Bomb Group was lagging, they were hit by an entire Sturmgruppe and 13 B-17s went down in the five-minute battle. Had it not been for the timely arrival of the 339th Fighter Group’s Mustangs, the result might have been worse, but the P-51s shot down a good number of enemy fighters. The 92nd bomb group was also hit, losing eight, with four others so badly damaged they made emergency landings at Allied airfields in France. The U.S. fighters overall claimed an incredible 116 victories for the day.

     On September 12, the bombers hit the synthetic fuel factory outside Magdeburg. The Jagdwaffe again made a strong showing, the groups reported loss of 23 B-17s. Overall, 43 bombers were lost, but against these enemy successes, American fighters returned with claims for 125 shot down.

    P-51D-10 "Pauline" of the 339th Fighter Group. One of the last fighter groups to join VIII fighter Command, the 339th FG established themselves as ground attack specialists when the Luftwaffe stopped flying for lack of fuel. (USAF Official)


     On September 13, the Mustangs claimed 150 shot down. The famous names from the previous year were gone, returned home at the end of their tours or shot down. Their replacements demonstrated the result of the strong training program created in the previous two years back in the United States.

     By this point, loss of regular supplies of aviation gasoline due to the destruction of the synthetic oil factories left the Luftwaffe only able to put in occasional appearances, when the geschwadern were able to collect sufficient gas to mount a mission.

     The synthetic oil campaign carried out in the summer of 1944 was the first true test of the belief that daylight precision bombing could fatally disable the German economy. Eighth Air Force flew 28 missions in June, 27 in July and 23 in August and 15 in September - so fast that some bomber crews completed their 35 mission tours in only a few months - with the majority of the missions targeting the synthetic oil industry.

     In the end, the campaign was won by carpet bombing the plants, causing simultaneous damage to several plants at a time, which was beyond the means of the German repair organization to return them to even a modest percentage of pre-campaign production. By September, synthetic oil production was nine percent of what it had been in May, and the Ploesti oilfields were in the hands of the Soviets. The German aircraft industry achieved its highest monthly production total in September, but the overwhelming majority of the airplanes produced never flew for lack of fuel.

     Over the course of the campaign, Eighth Air Force lost almost half its operational bomber strength: 1,022 B-17s and B-24s,  as well as 665 P-38s, P-47s and P-51s. While the loss rate was 1.5 percent over 35 missions as compared to 3.6 percent over 25 missions during the “Battle of Germany” that spring, an aircrewman in the Eighth still had a one-in-three chance of being killed or made prisoner during his tour.

     After the war, Albert Speer told his interrogators that if the Allied Air Forces had made these plants their sole objective during the summer of 1944, they could have forced a German surrender in eight weeks, which would have allowed the airmen to achieve their dream of winning the war themselves. As it was, what was accomplished likely shortened the European war by six months.

      

     

    Editor's Notes: The author is responsible for the historical, terminological and technical accuracy of the article.

  • Aerial War in Ukraine

    Note the weathering on this Ukrainian MiG-29.


    Russian Airports Under Fire

    Text: Miro Barič


    During the monitored period from May 1 to May 31, the Russians attempted to open a new front in the Kharkiv area. It ended as it always does. Meanwhile, Ukraine intensified its campaign against Russian airports. The targets included air defense systems, radars, and bomb and fuel depots. It seems they are preparing the ground for the anticipated deployment of F-16 fighters.


    The offensive against the Kharkiv region began on Friday, May 10. The Russians gathered around 50,000 soldiers for it. The Ukrainians saw this buildup of forces at their borders but had limited options to counter them because the West only allowed the use of their weapons under the condition they are deployed within the Ukrainian territory.

     At first, the Russians advanced quickly, causing alarmed comments in the Western press and criticism of why Ukraine had not fortified this area. Well, try building fortifications right at the border under the watch of Russian artillery... In reality, the first Ukrainian line was about 10 km from the border, and the Russians never crossed it. The border zone was a kind of gray area patrolled only by small units.

     The Russian advance focused on the town of Vovchansk northeast of Kharkiv and the village of Lypci, located a bit further west. The plan was to create two pincers aimed ultimately at Kharkiv – or at least to divert Ukrainian units from other areas of the front. None of this succeeded. In other sectors, the Russian advance did not speed up, and even in the Kharkiv region, they only managed to occupy a few abandoned villages at great cost. By the end of the monitored period, the Ukrainians even started pushing the Russians back.

     

    Western Missile against Russia?

     This Kharkiv adventure did have one significant consequence, although not the one the Russians envisioned. Most Western countries lifted restrictions that prohibited Ukrainians from using their weapons against Russian territory. The result was, for instance, the destruction of an S-300 battery in the Belgorod region. The S-300 missiles, in a ground-to-ground configuration, were previously used by the Russians to shell Kharkiv and kill its residents.

     At first glance, this sounds overly optimistic. However, details gradually emerged, revealing that the USA only slightly relaxed its restrictions. Ukrainians can only use standard GMLRS missiles from HIMARS rocket launchers, with a range of about 80 km, against Russian territory. They cannot attack Russia with ATACMS missiles, which have a range of 300 km. Thus, critical command posts of the Russian army remain out of Ukrainian reach. The areas Ukraine can shell are also limited, and they must carefully select their targets. They can only strike those units actively attacking Ukrainian territory from Russian soil. Therefore, Ukraine continues to fight mainly with domestically produced drones on Russian territory, while Western missiles are used against occupied territories, focusing particularly on Crimea.

     

    Attacks on Airports

     On Saturday, April 27, drones struck the Kuschevskaya airbase in Russia's Krasnodar region. One Flanker (Su-27 or Su-35) was damaged, and one unidentified aircraft was destroyed. Much more significant, however, was the hit on a warehouse containing kits for the wing-mounted guided glide bombs, which was completely destroyed. The Russian air force had been using these bombs to attack Ukrainian frontline positions for several months, so their destruction is a welcome aid to the defenders in the trenches.

     On Tuesday, April 30, 12 ATACMS missiles hit targets around the Dzhankoi and Gvardeiskoe airbases in occupied Crimea.

     Belbek airport in Crimea suffered massive damage on Wednesday, May 15, after being hit by ATACMS missiles. Two MiG-31 fighters and one unidentified aircraft were completely destroyed. One Su-27 was damaged, and another three Su-27s were likely damaged. One MiG-29 was also destroyed. This MiG-29 was one of the nine originally Ukrainian fighters captured by the Russians at Belbek airbase during the 2014 occupation of Crimea and had remained in a non-operational state since. Additionally, a fuel depot was completely burned down, which is a significant blow to the Russian air force's ability to operate from Belbek. Without the necessary infrastructure, it's just a concrete runway without the capability to quickly prepare aircraft for combat missions. The final blow was the destruction of an S-400 air defense battery, with photos of the battery appearing on social media. The aircraft hits were confirmed by satellite images.

     On Sunday, May 19, the Kushchevskaya airbase was again targeted by Ukrainian drones. One Flanker (Su-27 or Su-35) was destroyed. This aircraft originally belonged to the Russian Knights aerobatic team, identifiable by its distinctive white-blue-red coloring. One Su-34 was also damaged. The damaged aircraft can also be seen in satellite images. After the attack, most of the Russian aircraft left this base.

     On Wednesday, May 22, five ATACMS missiles hit an S-400 air defense battery at Mospino airport in the Donetsk region. The radar, control center, and two launchers were destroyed, while one launcher was damaged.

     S-400 system destroyed on May 15 at the Belbek airport in Crimea.

    A Maxar satellite captured the wreckage of two MiG-31 fighters the day after the attack on Belbek airport.

    A pair of MiG-31 fighters in an image released by the Russian Ministry of Defense.

    A fuel depot at the Belbek base, in a satellite image from Maxar, shown before and after the attack.

    A destroyed non-airworthy ex-Ukrainian MiG-29 at Belbek airport.

    A destroyed warehouse containing kits for glide bombs at the Kuščevskaja base.

    A Flanker in the colors of the Russkiye Vityazi aerobatic team was destroyed on May 19 at the Kuščevskaja base. The upper photo was taken by Planet Labs on May 5, and the lower one was taken on May 23.


    Destroyed in the Air

     In total, the Russian air force lost six aircraft on the ground and five more were damaged during the month. Only one aircraft was lost in the air, but it was a significant loss. A Su-34 with the designation RF-95002 and fuselage number "red 21" was destroyed during a combat flight on Monday, May 6, near the town of Valuyki in the Belgorod region. It belonged to the 47th Bomber Aviation Regiment of the 105th Mixed Aviation Division. Its crew, Yevgeny Kuznetsov and Vladimir Strelkov, did not have time to eject and both pilots died. According to Russian sources, they were among the most experienced pilots. The aircraft had also completed a number of combat missions, symbolized by the red stars below the cockpit, with the first ones added in Syria.

     Additionally, Ukraine reported shooting down seven Su-25 attack aircraft and one Ka-52 helicopter during the monitored month, but these losses have not yet been confirmed. In one case, however, there is a blurry video purportedly capturing the strike on a Russian Su-25.

     A Su-34 marked RF-95002 and fuselage number "red 21" was destroyed on May 6. Combat mission symbols are visible under the cockpit.


    Fuel in the Gunsight

     In addition to airport attacks, Ukraine continued targeting refineries, strategic enterprises, and other significant sites. On Friday, May 10, an ATACMS missile completely destroyed the largest fuel depot in the entire Luhansk region.

     A major attack occurred on the night of May 11-12, when Ukrainian military intelligence (GRU) drones repeatedly hit a refinery in Volgograd, approximately 475 km from the front line. Simultaneously, steelworks in Novolipetsk and another refinery in Kaluga were attacked. The next day, a Storm Shadow missile struck a large radar complex in Crimea.

     On Friday, May 17, a concentrated attack targeted a refinery in Tuapse in southern Russia. Ukrainians exploited gaps in Russian air defense, sending a total of 80 drones in a column. This same refinery had been seriously damaged by drones back in January, with repairs lasting until April.

     On the morning of Thursday, May 23, a Russian Voronezh-DM radar station in the Krasnodar region, used for over-the-horizon early detection, was hit by drones. This occurred 430 km from the front line. The radar's stated range was up to 6,000 km.

     In Luhansk, on Monday, May 27, an old, long-unused airfield, now serving the Russians for importing and storing supplies, was targeted by ATACMS missiles. Based on the massive fire that broke out on the runway, a fuel depot was destroyed.

     

    Bombing Their Own

     The Russians also shelled their own territory, albeit unintentionally. On Sunday, May 4, a glide bomb intended for Kharkiv fell on Belgorod, damaging around 30 houses and resulting in civilian casualties.

     In three months, the Russian air force dropped 46 FAB-250 and FAB-500 bombs on its own territory. On May 18, eight of these bombs fell in the Belgorod region alone. These reports come from Russian media that support the attack on Ukraine. Then, on May 20, four glide bombs fell on Shebekino, which is on the Russian side of the border opposite Ukrainian Vovchansk. It is fortunate for Russian civilians that most of these bombs did not explode, likely because they were not armed during faulty or emergency drops.

     A controversial incident occurred in Belgorod on Sunday, May 12, when a multi-family building in a residential area was hit. Part of the building collapsed immediately, and the rest fell on the rescuers searching for victims in the rubble. At least 15 people died and 20 were injured. It is unclear what hit the building. Various Russian sources mentioned an ATACMS missile, Tochka-U, Vilkha, or a guided Hammer bomb. It was also speculated tha the Czech Vampire rocket launcher was used. Some Russian sources admitted that the building was not intentionally targeted, claiming a downed missile had hit it. The building was not struck from the Ukrainian side, as windows on the adjacent entrance remained intact. The explosion occurred on the side facing Russian territory, where neighboring windows were shattered. Most likely, the building was hit by a Russian air defense missile. It should be noted that conspiracy theories emerged suggesting the building was blown up by the Russian secret service. Similar suspicious explosions preceded Putin's first term in office in 2000. He was "re-elected" again recently. The practical outcome of his fifth term is a change in the position of defense minister. Sergei Shoigu was replaced by Andrei Belousov.

    A Russian bomb that fell on a house in the Belgorod region of Russia.

    An apartment building destroyed in Belgorod on May 12.

     The Voronezh-DM radar station hit by Ukrainian drones on May 23.


    Duels between Boat and Helicopter

     Ukraine continued its naval drone operations. In addition to attacking Russian ships, they started using these drones armed with unconventional weapons. Drones equipped with Grad rocket launchers shelled the coast of Crimea. On Monday, May 6, footage of battles between Ukrainian drones and Russian patrol helicopters was released. In one video, a Russian Kamov Ka-29 helicopter fires a machine gun at a Ukrainian naval drone in Vuzka Bay, Crimea. The prolonged duel involved intense maneuvering from both vehicles, but eventually, the boat was hit and started burning.

     However, a second battle ended in a draw. The naval drone was equipped with an anti-aircraft missile, either an R-73 or R-60, mounted on a rail on its back. When a Russian Mi-8 helicopter attacked, the drone fired this missile at it. Although the missile missed, the helicopter retreated to safety.

     During the observed period, naval drones sank at least one Russian speedboat and reportedly hit a Russian minesweeper. The Karakurt-class corvette Cyclone was supposedly destroyed by missiles in the port of Sevastopol on Sunday, May 19.

     Images from the duel between a Russian Ka-29 and a Ukrainian naval drone.

    A Ukrainian naval drone equipped with an R-73 missile.


    Ukrainian Losses

     The Ukrainian air force also suffered losses during this period, both on the ground (though not as severe as the Russian losses) and one in the air. On Saturday, May 11, the Russians managed to locate a forward helicopter base near Manvelivka in the Dnipropetrovsk region. Two Mi-24 helicopters were destroyed in the subsequent attack, killing at least three pilots: Major Anatoliy Skiba, Lieutenant Oleksandr Atasov, and Chief Sergeant Serhiy Nazarčuk, all reportedly from the 11th Independent Army Aviation Brigade.

     On May 15, 16, and 18, the airfield in Myrhorod in the Poltava region was repeatedly targeted by Russian missile attacks. Satellite images indicate that one aircraft shelter took a direct hit, but it is unclear if anything was inside.

     Subsequently, on Wednesday, May 22, Dnipro airport, where retired Yak-40 aircraft were destroyed the previous month, was hit again. This time, a MiG-29 fighter was struck. Given the intense fire, it was likely an airworthy airplane and not a decoy.

     The sole Ukrainian air loss occurred on Friday, May 17, when a Su-27 from the 831st Tactical Aviation Brigade was shot down while attacking ground targets. The experienced pilot, Lieutenant Colonel Denis Vasyljuk, was killed. The aircraft was reportedly hit by an R-37 or R-77 missile fired by a Russian Su-35S fighter.

    A Ukrainian MiG-29 in a shelter.

     Lieutenant Colonel Denis Vasyljuk died on May 17 in the cockpit of a Ukrainian Su-27.

    A Ukrainian Su-24.

    A Kub system delivered to Ukraine from the Czech Republic.

    A Ukrainian OSA AK with R-73 missiles.

    FrankenSAM – a combination of a Buk launch system and Sea Sparrow missiles.


    Propaganda vs. Reality

     To avoid accusations of spreading only "Western propaganda," we also include some from the Eastern perspective. The Russian armed forces officially announced that from May 11 to May 17, they destroyed four Mi-24 helicopters, six MiG-29 fighters, and one Su-27. Out of these eleven claims in one week, only three are confirmed.

     Since the start of the three-day special operation, which by the time this information was released had lasted 816 days, the Russians officially announced the destruction of 601 aircraft, 274 helicopters, 24,234 unmanned vehicles, 522 anti-aircraft missile systems, 16,058 tanks and other armored vehicles, 1,303 rocket launchers, and 9,635 guns and mortars. How Ukraine could have obtained such quantities of equipment and how it can continue to fight after such losses remains unexplained by Russian propaganda.

     Austrian expert and author of many books on military aviation Tom Cooper published much more sober figures. His Slovak colleague Miloš Šipoš compiled tables of losses that are 100% verified, showing that from February 24, 2022, to May 18, 2024, Ukraine lost 38 aircraft of all types and 48 helicopters. This does not include decommissioned machines that were grounded at airports and subsequently destroyed or captured by the Russians.

     During the same period (two years and three months), the Russian air force lost 99 aircraft and 117 helicopters. The actual numbers on both sides are likely higher as many losses are confirmed only after several months.

     A Ukrainian Mi-8 helicopter being washed after a low-altitude combat flight.

    A Ukrainian Mi-17V-5 helicopter was damaged by a shrapnel, presumably from a man-portable missile. The photo was released on May 30. The Afghan emblem is visible under the Ukrainian insignia.

    A hypermarket in Kharkiv that was hit by a Russian glide bomb on May 25, killing 19 people and injuring 65.


    New Reinforcements

     Finally, let's mention some new additions to the Ukrainian air force's arsenal. MiG-29 fighters were seen equipped with BRU-61 racks. Each of these racks can normally carry four GBU-39 SDB (Small Diameter Bombs). The BRU-61s are mounted on the inner hardpoints under the wings near the fuselage. However, the MiG-29's payload capacity isn't large enough to handle a full load of eight GBU-39 bombs. Each rack can therefore carry a maximum of three bombs, totaling six. There were also flight photos showing a MiG-29 carrying five of these bombs – three on one rack and two on the other. According to the accompanying description, these photos even showed an originally Slovak MiG-29, but this is not certain.

    At the very end of the observed period, it was reported that Sweden would deliver two Saab 340 Airborne Early Warning and Control (AEW&C) aircraft to Ukraine. In recent years, these aircraft have received upgraded electronic systems providing them with higher protection. Their radar can capture aerial targets at a range up to 400 km and can track more than 300 targets simultaneously – not just aerial, but also maritime and ground targets. For the planned deliveries of F-16 aircraft, this is significant because the Saab 340 can serve as extended eyes for these fighters. Until now, the Ukrainian air force did not have this capability, while the Russian side had the advantage with A-50 aircraft.

    These photos allegedly show an originally Slovak MiG-29 carrying the GBU-39 bombs.

    GBU-39 bombs under the wing of a MiG-29.

  • A Mustang at Boleslav


    A long brief from Historical Airshow Mladá Boleslav

    Text: Radim Vojta

    Photo:  Petra Nováková

    Originally, I wasn't even supposed to be in Boleslav. Steve assigned me to Hradec, and took the rest of the shows. But when Hradec was postponed to next year, it looked like I wouldn't be getting in any airshow flight time with the P-51 this year. To be perfectly honest, I found that I had no real level of regret from the development. I had a couple of performances under my belt with Trener Box and the Pilatus, and that was probably enough to fulfill the year's requirement to exhibit. However, about two weeks before the show, Steve tells me that he has some personal items to take care of and that he will either cancel the performance, or pass it on to me. Well, I just happened to be on vacation and had the time, so why not?


    So what followed was a phone call to Tomáš Ratimec in an effort to find out just what it was that was expected from me: ‘Well, you and Míra Sázavský will do a two ship flyby, he will then separate for some solo aerobatics, and finish up with a four ship display with the Thunderbolt and Spitfire’. That made a lot of sense to me, as I've been flying the P-51 for a relatively short time and I haven't had many opportunities to practice a solo display yet. I only tried something over the airport a couple of times, which was enough for me to realize that the Mustang was neither a Spitfire nor a Yak-3, and that aerobatics in a fairly confined space would not be so easy with it. I could, however, fly in a group, since I have been doing that quite a bit recently.

    As we packed up in the morning, I immediately understood what a new challenge the Mustang presented. It has a second seat instead of a fuselage tank, so although I tried my best to convince Jana that it would be more comfortable if she went to Boleslav by train, I failed. Fine, I'll take you with me, I told her - but we need to minimize the amount of stuff we carry! No evening gown, five o'clock tea dress, three handbags and two hats. And certainly, no kitchen sink. Maybe two pairs of shorts and a change of underwear. But when I looked in the luggage compartment after arriving at the airport and saw how much space there was, I realized that I was in for it. Especially when I took the spare tailwheel out, saying that we don't need to take it with us, I got a look that said it all. In addition to everything needed for the weekend, ten pairs of boots and winter ski gear could easily have been accommodated as well.

    A P-51D and kegs of Pilsner Urquel. This looks to be the hangar where the valuables are stored...


    After talking with Steve, I planned the trip there with a stop at Sazena. I haven't had a chance to land the Mustang on a grass runway yet, so I wanted to try it out at a field with a longer strip. Most of all, I appreciated that RWY 15L/33R has a runway edge lights and a length of 840 meters, while the adjacent 15R/33L is a full 1,315 meters long and has a long clearway with the same surface and pavement strength. So I came up with a plan to put down in a three point landing on the longer runway, but in line with the beginning of the lights - and if I manage to stop at the opposite end of the line of lights without any problems, I will know that the 1000 meters of runway at Boleslav will suffice. And if it doesn't work, nothing happens, I still have another six hundred meters ahead of me – and just case, I can set down in Mnichovo Hradiště to be safe and fly from there. The Mustang was in Boleslav several times, as was the Corsair and the Yak-3, but the pilots were more experienced on those respective types. I was only there with a Spitfire and Hurricane, but that doesn't really count, since they are grass hoppers, any meadow being to their liking. I only have a few hours in the P-51D so far. The Chief (now generally known as Head of Air Operations) from Sazená, Honza Šimon, approved my plan, so there was nothing standing in the way of the test, except for my own fear deep down that I might bounce too much and embarrass myself.

    So I loaded Jana into the airplane, and with the help of Sucháč and Krechonaut, set off into the wild blue over Plasy and Rakovník to Sazka. Jana was said to have shed a tear after take-off, it was her first flight in a Mustang and actually it was a premiere for me too, as I have never flown anyone in a warbird. All my flights so far have been single seaters, so there was no such opportunity, unless we were going to recreate a bit of Dark Blue World film and carry a passenger in my lap. We rumbled our way over the countryside under a gloomy sky, the Merlin growling over Plasy, and for a while over the landscape of my youth west of Kladno, where I know every field intimately, because I underwent countless practice dead-stick landings on them in training in a Zlin 126, then growled through Slaný and up to the shooting range of Mr. Mareš at Velvary. Fuel cock, 26 inches, flaps ten, then twenty and enter the traffic pattern at Sazená after three ultralights and a Seneca doing single engine approaches. Damn, that was more traffic than I expected. Fortunately, by then we were at about 250 km/h, so we could shoehorn into the queue pretty easily. So now I was curious how it would unfold. Wheels, flaps, propeller, final, aim abeam the beginning of runway lights, idle, touch down on three points, and….well! Whatta ‘ya know? It worked, so all that was left was to maintain direction, brake lightly - and suddenly I was aware that we had come to a stop after 750 meters. Damn, I didn't expect that! And since the result was better than expected and the traffic at Sazená was greater, I told myself that I would not even fly the second circuit and go straight on to Boleslav. I tried to take off at flaps 20. As expected, it required a little more right foot to keep the plane pointed in the right direction, but other than that, we were back in the air after maybe 600 meters…

    The girls by the wing. Between Jana and Petra, the top of the head of little Andulka Cermak can be seen, who is still just a bit shy.


    The landing in Boleslav on Runway 04 was, as expected, without any problems, and so we arrived as essentially the very first for the Aviation History Day. We dragged all our things out of the compartment behind the back seat and when Míra and the other Mustang arrived about an hour later, we set out to come up with a program for the two of us. Quite logically, we decided that it would be better for me to be on the wing as number two, because I have been flyin formations a lot in recent years and this is precisely the position I am very used to.

    We started with a ten-second interval, which turned out to be unnecessarily long. It took me a bit to catch up with Míra, but I was nailing the turn. I settled into position and immediately managed to find a good aiming point - the pitot tube lined up against the prop spinner. After a few maneuvers, however, I understood that, in general, a formation is a formation is a formation, but there is nevertheless a bit of a difference. It doesn't go for the gas as much as lighter planes, the inertia is noticeable there, and the time that is lost due to a late reaction is not that easily made up. The only chance is a slight change in the flight trajectory and consequently move in closer or further away, precipitating the need for sometimes tighter turns, sometimes not so much, to put myself where I needed to be.

    The airshow began on Saturday and I have to say that it was great from my point of view. Boleslav’s people have always been very well organized. Most of all, I really like the colour coordinated staff who’s functions were indicated by the colour of the t-shirts they wore, something like you find on aircraft carriers. The browns are the physically powerful members, the muscle that moves according to the reds, which are the controlling elements. So it was very easy even for a person who was in Boleslav for the first time (and therefore did not know the local aero clubbers by face) to find their way around. Whenever a plane’s flight time neared, the browns set into motion in sufficient numbers to push the aircraft off the stand and closer to take-off position. As all this was going on, Ondra Bordovský in his red t-shirt would inform of any necessary changes to the show program and made possible all necessary adjustments. I don't even need to talk about the fact that fire protection and technical assistance were automatically available at all times. Some shows are better, some less so, but I would plead with the organizers of the latter (and not necessarily the smaller) to take note of this specific show to see how it’s done. There's nothing worse than when it's nearing show time and the pilot is desperate to find someone to help him push the aircraft out - and even then it's often chaotic, because everyone has a different opinion on when, who and where to push. Similarly, you tend to notice and appreciate the finer points, such as receiving an ID badge around the neck with contacts for transport to the hotel, of the director of the show and information about when and where briefings will take place. These amount to details, yes, but these are the things that go a very long way to making the whole experience that much more pleasant.

    Everything else was also perfectly organized; food, accommodation, transport to and from the hotel, you had somewhere to hide from the sun (or cold and rain, the hustle and bustle, as the situation warrants), where to strategically pee (yes, even that is a problem at some airshows). And since we also have a lot of friends in Boleslav, from aerobatic pilots to museum workers, we were able to spend a lot of quality time with people from fifteen to over eighty years of age.

    But, back to the flying…

    As agreed upon beforehand, we took off for the first display as a pair. I was surprised myself how it went. Acceleration was the same, which to be honest I wasn't really sure it would be - we have different propellers, our ‘Little Rebel’ has the original one with cuffs at the base of the blades, while ‘Excalibur’ has the newer and more powerful paddle blades. While waiting in a designated space, Míra tested me a bit with sharper turns, and it was there that I began to realize that I needed to put in an effort to keep up - the acceleration was nowhere near what I'm used to. And it's always easier to fly two of the same type in formation, and so I was curious to see how things would go with the Thunderbolt in the early evening. We exchanged information a few times about who had what engine settings. Since they were identical in level flight, it was clear that we both had engines in similar condition. But I had to go with the revolutions a little higher, so that I could then go to a higher boost pressure, if the need arose.

    I have zero idea what I was trying to snap a pic of, and most likely I just hit the shutter button by accident, but it did yield an interesting image!


    ATC gave us the go ahead to begin and I realized I had no idea of where the hell we actually were. It's weird, if I am flying in groups with Trener aircraft (a Czech designed and built trainer/aerobatic type) or Harvards, I sort of know where I am all the time without having to look anywhere but at the flight leader. I don't know if I was just busier, or if things were happening faster, but in short, the spatial orientation was worse at times. But Mira informed me that we were going into the flypast, so I can reset my vestibular system and mentally set a position for the final approach to 04. The Mustangs revved up and I could see the ground passing by below us, and I am not even fully aware of how fast we were flying. Four hundred? Five? God knows! We turned slightly to the right, returning to the airport. A three-sixty followed, and Mira tightened up as per our previous planning, and I could feel the increase in g’s, and the Mustangs made a whistling sound, which is produced at greater angles of attack by air flowing through the gun ports. But during the turn, I began losing some distance from the outside. I couldn’t increase throttle, I had to start to tighten the inside of the corner, but even that wasn’t enough to compensate anymore... ‘Mira...take it down a notch’, I requested, and the distance began to shorten, allowing me to get back into position. ‘And now bring her back up’. We leveled off after the turn, followed by a short flight from the airport, a right turn, we throttled up and got ready for a break. Flying low over the runway, I could peripherally see the aircraft stand behind Excalibur and the spectators, transformed into one long blur. ‘For so many years I flew at dizzying speeds so that the world was a blur to me. The landscape was a blur, and a man just a dot’, as Werich said in the fairy tale ‘The King Had Three Sons’. I waited for Mira’s command. He needed speed and inertia to go into a vertical and his solo performance. ‘Break…..now!’ Excalibur pulled into a cuban eight in front of me and I broke away into a turn with a sharp bank and only a slight climb. I cut the throttle back to reduce a speed, dropped the flaps to twenty, speed 160 mph, and extended the gear, and lined up with Runway 22. Full flaps, speed 115, I then passed the runway threshold, set the throttle to idle, and the engine went from a deep growl to an idle ‘mole fart’. I sat her down in a three point landing, maintained direction, and lightly applied the brakes. Mira whizzed past me to the left at high speed and continued his display. I left the runway, retracted the flaps, went through the standard of procedures, continued taxiing and was quite happy, back on the ground. Only slightly sweaty…

    Flypast over Rakovnik’s airport on the way home. Jana is making sure Lajka the dog has a good view from the back seat. Photo: Matyas Koehller


    In about an hour and a half, we took off again, this time for the final passes as a foursome. The first pair to take off was a Spitfire Mk.XIV and a P-47D Thunderbolt, with the P-51s following closely behind. I started in a position on the right, I kind of preferred that, and shortly after take-off I shifted to the left, as per plan, because that was my designated place in the formation. We then caught up with the aircraft ahead of us, and I was on the inside of the turn, making my task a little easier than it was for Mira. It didn’t take long for me to get into position and slowly, I got in line. The Thunderbolt led the way and I noted the silhouette of the Spitfire Mk.XIV flying behind him. We got a peek at the Mk.XVI with a Merlin, and it had a sort of a subtlety to it compared to the raging XIV with the Griffon engine. I slid into position to the Thunderbolt's left and watched him. I couldn’t figure out if I like the plane or not. She’s pretty attractiveon the ground, but now with the undercarriage and flaps tucked neatly away, she really does look like a jug, as she was affectionately (or not) known during the war. Her name is Nellie B. ‘Nellie’, I thought, ‘you’re a tad chubby. Admit it….you have an appetite!’ At that point, we were getting close to our fly past. The Thunderbolt has different dynamics than the Mustang and started to pull away from us as we descended, giving us something to do to catch up. After the pass, we went into a right climbing turn, and the situation reversed, with us trying not to overtake her. We turned left and went into the second flypast. Two Merlins, a Griffon and an R-2800, must be quite a sound on the ground! We returned to the airport for our break, initiated on command by the P-47. Mira went first, climbing and disappearing off to the right. After two seconds, it was my turn. I tried to overtake Mira in the turn and did so while in it. We flew as a pair over the runway and broke off for individual passes. I went into the circuit and had the Spitfire and T-bolt in front of me, also getting ready for their flypast. I lined up with ‘Little Rebel’ followed by ‘Excalibur’. I roared over Runway 04 and broke right to join a left circuit for 22. I watch the other aircraft as they went one at a time into their passes. I waited until they were out of the way, since landing against them would be a pretty lousy idea. ATC confirmed and gave me clearance to land. I approached the runway, sat her down and came to the realization that I had enough for one day.

    Sunday flight back to Pilsen


    We were the last display, and there's always a kind of a release after the engines are shut down. I think that everyone feels some variation of the release after all is said and done. In the evening we had a few rum pralines and then just slept and went home the next day. It was the icing on the cake. The P-51D rolls along rather well, even in economy cruise power settings. We were happy to fly through a few airports along the way and before you could say ‘cobbler’, we were back in Pilsen.

    So, what more can be said? I'm very glad that Steve passed this show on to me, because this gave me a lot of flight experience with the type. I've experienced the huge difference in the landing run with a three point landing versus landing on main wheels only, however easier and safer it is on the wheels with a heavy warbird. We confirmed that the P-51D is ideal for a weekend trip for two, because it can carry a lot more personal items than the Zlín 526. So if you should happen to be contemplating which aircraft to take on such a trip with your wife, Jana and I highly recommend the Mustang!

    Once again, the Boleslav team showed that they are extremely capable of putting on an excellent airshow focused on aviation, beyond being categorized as ‘a small aeroclub with a grass airstrip trying to put on a show’. These people are performing well in the big league. If we can complain about anything, then perhaps Sunday’s weather could have come a day early, but that’s just to show how hard you have to look to find any sort of a negative…

    After the return to Pilsen. You wouldn’t guess it, but the Mustang is quite a bit larger than the Trener!

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