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{"cz":"Info EDUARD"}
{"cz":"Měsíčník o historii a plastikovém modelářství.","en":"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 Eduarde-magazine FREE Vol 23 July 2024# 173Page 2
INFO Eduard# 173e-magazine FREE Vol 23 July 2024© Eduard - Model Accessories, 2024FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.Page 3
eduardeduardJULY 2024CONTENTSPublished by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comEDITORIALKITSBRASSINHow to Work with Plastic?PHOTO-ETCHED SETSSPACEBUILTON APPROACH–July 2024TAIL END CHARLIEARTICLESBOXART STORYSpitfire Mk.XVI High Back ProfiPACK 1/48Bf 109G-6 Weekend 1/48Fw 190D-9 Weekend 1/48 Re-ReleaseP-51D MUSTANG 1/72Z-126 Trenér 1/48P-51D Mustang 1/48Bf 109K-4 1/48THE OIL CAMPAIGNA Mustang at BoleslavMustang DayAerial War in Ukraine-Russian Airports Under FireAustralian Mark SixteensIce SeaRed Doras465558746886100112118140Page 4
Good day, Ladies and Gentlemen!With July and the start of the latter half of theyear, we can proudly say that we have achievedour set goals. What we planned for the first halfof the year, we put into production and madeavailable. During the last two weeks of June,we shipped all the preordered P-51D MustangRoyal Class kits. With this item, we haveinaugurated the 72nd series of Mustang kits.It will largely copy the 48th scale line ofMustangs, but it won't be strictly a downsizedversion. The Limited Edition version ‘Aces ofthe Eighth’ is slated and on time for August,which carries over some specific aircraft fromthe various 48th P-51 releases, but also offersnew options that have not been componentspreviously. Of course, this will also havea bearing on the color profiles in future 72ndscale Profipack and Weekend items.We launched the Mustangs, both the newP-51D 1:72nd and the P-51B in 1:48th releasedin May, last Saturday, June 29th, at the airportin Líne in the company of a live Mustang, theP-51D ‘Little Rebel’, which in the Line hangarwas recently replaced by a Spitfire Mk.IX. Thosewho were in Líne on Saturday will certainly notregret it, we enjoyed a pleasant and relaxingaviation themed morning and learned a lotabout the Mustang and other aircraft. And thosewho weren't in Líne can take a look at the photoreport in this issue of our current newsletterbelow. It was already the third such event thatwe organized in cooperation with the ClassicTrainers Association, and I'm sure it wasn't thelast.We also launched the preorder of the 48thB-17F, ‘The Bloody Hundred 1943’ Limited Editionkit in June. This is actually a new item for August,currently sold out here. However, this does notmean that this kit will not be available. A largepart of the shipment was bought by retailerswho will continue to sell this kit for some time.But as an item offered through our e-shop, thispiece is gone. As of today, we are missing thecore item to box all of our B-17Fs, that being theplastic. The bulk of these, some 4,800 completesets, are traveling by train and are already inPoland. We have the rest of the components thatmake up the kit, and once the plastic arrives,we will package the kits and send them outto those that preordered around July 15th.In the second half of July, we will ship the B-17stogether with August new releases to retailers.The delivered by air portion of the plastic, somethree hundred sets, is already in our warehouseas of the end of last week. We will also packthese up this week and send them to the States.‘The Bloody Hundredth 1943’ will then go on salefor the first time at the IPMS Nationals 2024 inMadison, Wisconsin, July 17-20, along with otherAugust items.The most common question when launchinga new kit is ‘what's next?. What other versionsare you going to release?’ There are also caseswhere someone in the middle of a Mustangdiscussion asks when we will release theMiG-21F, but it is, of course, perfectly legitimateto ask about other versions of the Mustangalong with other types of aircraft. Then,sometime around the third or fourth incarnationof a specific theme, another type of debaterappears, who will start ranting about anotheruninteresting and completely unnecessaryMesserschmitt or Spitfire and demand, in thestream of a perceived boredom, the releaseof something ‘interesting’, such as a KB-3Chuchuliga, or at least a Shorts Tucano. I have todisappoint these folks, they will have to acceptthat we are a mainstream company and theywill have to look for such types from someoneelse. 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 thelegendary Chuchuliga. As for our next step withthe Mustang, the P-51B in 1:48th, we will releasethe first Profipack of the P-51B with the originalcanopy, and then, also as a Profipack, the filletedP-51B/C at E-day. There, things get a little trickywith marking options, since there is no cleardivision between filleted and nonfilleted P-51Bsand Cs. Both had or did not have the fillet. In theend, it's the same for canopies, so the labelingof specific boxings for B-type Mustangs willprobably be a bit of a pain in the ass. The last ofthe Profipacks, the B version with the Malcolmhood, will be released in the middle of nextyear, and then we will deal with the Weekendsand possibly other Limited Edition releases.It will be similar for the 72nd scale Ds, the firstLimited Edition kit, ‘Aces of the Eighth’, is alsoscheduled to be released in August, followedby a Profipack P-51D-5 in November and a D-10in January of next year. Further little Ds willgradually be released through more LimitedEdition kits and will basically mirror the 48thscale versions.EDITORIALINFO Eduard4July 2024Page 5
There are also inquiries about other versionsof the B-17. We are counting on those, but we'lllet 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 twoof peace and other projects won't hurt thebudget quite so much. In any case, we want tocontinue the history of the 100th BG with a B-17Gkit, and we also want to release B-17Fs andB-17Gs that will cover the entire 8th Air Force.We also want to continue working with HKM,so some B-25 Mitchell and Lancaster projectsare beginning to take shape. A TBH 1943 releasein a different scale is also not out of the question.It's certainly within our power to release a 72ndscale version, but technically a 32nd scale itemis also possible.Another frequent question is about thedevelopment status of the P-40E Warhawkkit. The Warhawk is currently with thetechnologists, the development of the moldsis underway, as well as minor modifications tothe structure so that it optimally correspondsto the technological parameters of the actualairplane. I am assuming that the second half ofJuly will see the first molds, and on E-day at theend of September, the plastic will be availablefor viewing. At that time, the plastic will not becomplete, I think we might have three or foursprues out of a total of six, but that will changequickly and in November at Telford we might beintroducing the complete kit and selling it in‘pre-production’ form in white boxes, similar tohow we did the Mustangs at Easter in Prostějov.In addition to the P-40E, we are working onother projects. Work continues on molds forother versions of the Zero, the A6M5, A6M7and the two-seat A6M2-K, as well as moldsfor the MiG-21F. Both are projects for next year,the Zekes will be introduced in the first halfof next year, the MiG-21F in the second half ofnext year. Absolutely no need to worry about usabandoning these projects.And that will be it with my summarizingcurrent and future projects. I hope you enjoy thismonth’s newsletter, and happy reading!Keep on modelling!Vladimir SulcEDITORIALINFO Eduard5July 2024THE 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 FighterCommand Against the Luftwaffe - 1942-45"Thomas McKelvey CleaverHISTORYTHE OIL CAMPAIGNBoth 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 prioritiesin search of “the magic spot” that would cause the downfall of GermanyGermany and her allies had nowhere nearthe access to oil supplies that the Allies did.The Germans had been forced to createa synthetic oil industry in the 1930s in anticipationof going to war, and the Nazis considered theiralliance with Romania to be their major diplomaticcoup, since it gave them access to and control ofthe oilfields around Ploesti, the only source of oilin Europe. Ploesti’s oilfields were the source of30 percent of the Axis oil supply. The major thrustof the assault on the Soviet Union had been onthe southern front, where anticipated successat Stalingrad would have allowed access to theoilfields of Baku.The Allies had long been aware of the NaziAchilles’ Heel. One of the first missions flown byAmerican heavy bombers had been the abortiveattempt by the HALPRO force, the first B-24sassigned to the Ninth Air Force in 1942, to bombPloesti. The force had not been strong enough toinflict any lasting damage. With the Axis forcesdriven from North Africa after may 1943, Ploestiagain became a target with Operation Tidal Wave,flown on August 1, 1943. In the wake of thatunsuccessful mission, the Fifteenth Air Forcewas created in Italy specifically to mount a major,sustained campaign to destroy Ploesti.General Spaatz’s USSTAF planners estimatedthey could drop German gasoline production50 percent with 15 missions against Ploesti bythe Fifteenth Air Force and 10 against the Germansynthetic oil industry by the Eighth. Ploesti andthe German synthetic oil industry was the onlylifeline the Wehrmacht had to maintaining theability to fight a mechanized war. British plannersin the Ministry of Economic Warfare had longpleaded to no avail with Bomber Command’s SirAthur Harris to attack these targets, with Harrisdismissing such a plan as a “panacea” that woulddivert him from his campaign to destroy Germancities.Spaatz argued to Eisenhower before SHAEFtook control of the Eighth that destroying thepanzer’s gasoline supply was a far greaterblow against the enemy than destroying easily-repaired railroad marshaling yards. Knowinghe could not get SHAEF’s focus away from theTransportation plan, Spaatz pointed out that anaerial offensive against oil would only need halfof Eighth Air Force’s bombers, the rest could beemployed against the rail system. Unfortunately,the Air Force’s history of over-promising on thedecisive results of striking “strategic” targetsand the failure of the ball bearing campaign theprevious fall, worked against Spaatz, even withthe full support of General Arnold in Washington.Churchill, who was concerned that killinglarge numbers of French and Belgian civiliansliving near the rail yards would create politicalproblems both during the war and in itsaftermath, favored the Oil Campaign. However,in a meeting at SHAEF HQ on March 25, 1944,Eisenhower pressed VIII Bomber Command’sGeneral Frederick Anderson about the likelihoodof success of a campaign against synthetic oil,with Anderson forced to confess that the AirForce “could not guarantee that the attacks of oiltargets would have an appreciable effect duringthe initial stages of Overlord.” Anderson did saythat a campaign against the synthetic oil industry“would have a decisive effect within a periodof about six months.” Since he was concernedabout the immediate problems associated withputting an army into France and keeping it there,Eisenhower came down against the proposal.RAF Chief of Staff Air Marshal Sir Charles Portalfound a compromise with the proposal that sucha campaign would be mounted by both EighthAir Force and Bomber Command once the Alliedarmies were firmly in Normandy and any Germancounterattack had been blunted.Since the Fifteenth was not involved in theinvasion, Spaatz was able to convince Tedderto allow him to mount a mission against Ploestishortly after Eisenhower’s decision. The resultswere so good that Tedder allowed the Fifteenthto make repeated attacks between early Apriland late June 1944, which saw the Romanian oilfields and refineries severely damaged and oilproduction severely curtailed. The Axis wouldThe blue noses of the 352nd "Blue-Nosed Bastards of Bodney came in several shades of blue untilthe marking was standardized using RAF Dark Mediterranean Blue. (USAF Official)INFO Eduard6July 2024Page 7
lose all access to Romanian oil at the end ofAugust 1944, when the country surrendered inthe face of Soviet invasion.The Fifteenth’s four fighter groups that re-equipped with the P-51 between March and June1944 - the 31st, 52nd, 322nd and 325th - rackedup impressive scores against both the RomanianAir Force and the Luftwaffe on these missions.Herschel Green, the 325th group’s leading ace,who was a veteran of the North African, Sicilianand Italian campaigns, later recalled that the airbattles over Romania were “the most intensecombat I experienced in my tour.” Ploesti wasso important that two Luftwaffe Gruppen -including Erich Hartmann’s II/JG 52 - werewithdrawn from the Eastern Front to reinforcethe Ploesti defenses.With the Ploesti campaign’s demonstratedsuccess, Spaatz once again asked Eisenhower forpermission to bomb the synthetic oil refineries.When Eisenhower told him to wait till the endof summer, an argument broke out between thetwo that was so intense it was rumored Spaatzhad threatened to resign. Eisenhower relentedby authorizing the Eighth to attack on two daysin May when weather over France preventedbombing of rail targets.The first mission was flown on May 12, 886bombers were sent to bomb a complex ofsynthetic oil plants in central and easternGermany and met significant aerial opposition.The 352nd Fighter Group’s John C. Meyeralmost became someone else’s score in a battleover the synthetic oil plant at Prenzlau. Meyerspotted a combat wing of Fortresses rockedby explosions and took two 487th squadronflights to investigate, closer, Meyer saw severalparachutes in the air, then spotted three gagglesof enemy aircraft. He quickly lost the first two hespotted in the heavy haze, but one Bf 109 fromthe third flight failed to reach the sanctuary ofthe haze and Meyer set it on fire with one burst.After watching it crash, he spotted an airfieldwith bombers on it and made a run in whichhe destroyed a He 177. As he pulled up, a Bf 109bounced him and he only managed to escapewith a series of violent maneuvers taken ata low enough altitude he thought for a momenthe might crash. Meyer was able to return toBodney to complete the last mission of his firsttour of duty, with claims that raised his score to15.5, including 8.5 aerial victories.The Eighth lost 46 bombers on the May12 missions. However, the aerial battles had beenone of the worst days for the Jagdwaffe, whichreported losing 61 fighters. Albert Speer wroteof the strike in his memoirs, stating, “On thatday, the technological war was decided.” Speerauthorized top priority to repairing the syntheticoil refineries and crews worked 24 hours a dayto restore production.On May 28 and 29, the Eighth’s bombersreturned to hit the newly-repaired facilitieswhile the Fifteenth hit Ploesti with its biggestattacks. ULTRA intercepts in June confirmedthat gasoline production had been cut in half.Following these attacks, Speer told Hitler thatif the enemy persisted in these attacks overthe summer, Germany would have no way toprosecute the war by fall.With the invasion a week away, a largercampaign would have to await victory inNormandy. Strategic bombing had finally foundthe target that would change the war.By mid-June, the Allies were firmly ashore inNormandy. General Spaatz renewed his requestthat the Eighth be allowed to resume attacks onthe synthetic oil industry. Eisenhower had himwritten permission to divert the bombers fromdirect support of the invasion on days whenthere was good weather over Germany andwere no missions against “Crossbow sites” (theGerman V-1 launch sites) or infantry support.The synthetic oil plants were located nearcoal deposits in the Ruhr, Silesia, south of Berlinand Leipzig. These plants produced 75 percentof Germany’s total fuel supplies: 85 percent ofhigh-grade diesel and gasoline, and all aviationgasoline.Nearly one-third of this production wasconcentrated in the massive Leuna plant outsideMerseburg and Politz, 70 miles northeast ofBerlin. Five other plants located in centralGermany produced another third.The Leuna plant’s 250 buildings coveredthree square miles and employed 35,000workers, 10,000 of them slave laborers or POWs.A facility that size should have been easy tohit with precision bombing, but the Germandefenses involved greasy black smoke sentup from hundreds of small ovens that ruinedvisibility. Additionally, decoy buildings that wereconstructed outside the plant were bombed asmuch as the plant itself. The plant was protectedby 600 radar-supported 88mm anti-aircraftHISTORYThe legendary Chuck Yeager on the wing of his second P-15, P-51D "Glamourus Glen II" in whichhe shot down an Me 262 in November 1944.INFO Eduard7July 2024Page 8
cannons, while several Luftwaffe fighter unitswere based nearby.Merseburg became known as “Mercilessburg”to the bomber crews. Second Lieutenant TomLandry, who would become head coach of theDallas Cowboys, flew most of his missions inthe oil campaign, he remembered that the skyover the city and the plant was filled by “an angryblack cloud of exploding flak.”The B-17s and B-24s primarily dropped250-pound bombs, these were not strong enoughto destroy the reinforced concrete blast wallsprotecting the storage tanks, compressors andother machinery. These lighter bombs also madeGerman firefighting easier because the fireswere less intense and long-lasting as comparedto the destructive effect of the RAF 4,000-pound“cookies,” that were responsible for most of thedamage.The summer of 1944 saw poor weather, whichprevented the bombers returning to a targetquickly. The Germans were able to get plantsback into production at lowered rates within fourto six weeks. Toward the end of the campaign,air force planners using increased photoreconnaissance were able to time attacks tocoincide with production resumption.The first attack of the Oil Campaign was againstthe huge plant at Politz on June 20, 1944. TheFourth Fighter Group provided Target WithdrawalSupport. Fifty ZG 76 Me 410s intercepted thebombers, some carrying massive 50mm anti-tank cannons, escorted by Bf 109s. The Luftwaffeadmitted the loss of 12 Me 410s to the DebdenEagles and other groups.The mission saw the loss of Jim Goodson,who led his 336th squadron in his brand-newP-51D. Spotting airplanes on the airfield atNeubrandenburg on the way home, Goodsonled the squadron in a low-level attack. As hepicked out a Do 217 on the field, his Mustangtook a hit in the vulnerable radiator. With enginetemperature soaring, Goodson crash-landed onthe airfield and was quickly captured. Since theMustang looked undamaged from the air, othersquadron members strafed it as Goodson andhis captors threw themselves on the ground.At the time of his loss, Goodson was VIII fighterCommand’s leading ace, with 14 aerial victoriesand 15.5 ground kills, he would remain top ace ofthe Fourth.The Eighth’s first “Operation Frantic” shuttlemission was flown June 21. Among the others,First Bomb Division contributed 163 B-17s, theirescort to the target was performed by 72 P-38sof the 364th and 55th groups, and 38 P-47sof the 353rd group. The Fourth, flying three16-plane squadrons, reinforced by 16 P-51s fromthe 352nd’s 486th squadron, were led by DonBlakeslee. They rendezvoused with the bombersbefore they hit the target and flew with them toPoltava in Ukraine, a flight of 1,600 miles.Shortly after the Eagles picked up thebombers over Lezno, Poland, 30 Bf 109s attackedthe bombers over Siedlice. Captain Frank Jonesand 1st Lt Joseph Lang each got one, making bothaces. The 335th squadron’s 1st Lt Frank Sibbettwas shot down and killed. Blakeslee navigatedthe flight - as he was later proud to recall - withfour maps and a wrist watch, bringing the groupto Poltava where they landed at 1450 hours,his exact ETA, he considered leading the flightacross Europe his greatest achievement of hiswartime career. Ralph Hofer, who wanderedoff on his own again, was unable to rejoin thegroup and got lost. He landed unexpectedly atKiev, where he was closely interrogated by theRussians before they let him fly over to Poltavathe next day.Unknown to the Americans, the force hadbeen shadowed by a Ju 88 after the formationbroke away from the main force and headedeast. That night, the Luftwaffe staged one of theirlast large-scale bombing missions. The Poltavaairfield was hit, destroying many B-17s - half ofthose on the field.With the majority of the Jagdwaffe inNormandy, missions over Germany did not findlarger air opposition until July 18. The 352nd wasescorting bombers to targets in Peenemündeand Zinnowitz when they encountered a mixedforce of about 40 Me 410s and Ju 88s, witha top cover of 20 Bf 109s that were stalking thebombers. Outnumbered, the 486th and 487thsquadrons attacked, quickly dispersing themwhile the Bf 109 cover was engaged by the 328thsquadron.George Preddy, whose run of victories hadtaken off in late June when he exchanged hisP-51B “Cripes A’Mighty II” for one of the newerCaptain Pierce McKennon was one of the longest-serving pilots in the 4th FG, arriving in 1943 and flyingoperations 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)HISTORYINFO Eduard8July 2024Page 9
P-51Ds, which he named “Cripes A’MightyIII”, claimed two Ju 88s destroyed, a third asa probable, and two more “damaged.” along witha Bf 109 destroyed. With that, his score of aerialvictories rose to 14.5 and he was recognized asthe group’s leading ace.On July 19, the Fourth ran across Bf 109s overMunich. The 336th’s Lieutenants Ira Groundsand Francis Grove got two and one, respectively.First Lieutenant Curtis Simpson, whose P-51Blost its glycol after being damaged during thefight later recalled, “This particular escortflight was the sixth straight flight that we hadmade to Munich in six days, but it was the firstone where there was any opposition. We werejumped by a group of ‘109s and fought all the wayinto Austria. I was on full throttle for far too longa time and my electrical system on the coolantshutters went out. When they closed, the engineoverheated and I lost all of my coolant, If I hadn’tbeen so close to Switzerland I would have endedup as a Prisoner of War or dead. I was lookingfor a place to land, since I did not want to jump.I found this very short meadow that had somewhite signs on it so I thought that I should tryit. I had no other choice. I used full flaps withno power from the engine and I landed slightlyon the tail wheel. There was no one there whenI 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 thecockpit with my hands raised and asked if theywere Swiss. Luckily they said yes!” Simpson’sMustang was later repaired and taken on chargeby the Swiss Air Force.On August 6, the 357th group provided escortfor another shuttle mission to the Soviet Union.They picked up the B-17s after they hit the Focke-Wulf assembly plant at Rahmel. The bombershad been escorted by the 55th group, led by newgroup commander John D. Landers in their firstP-51 operation. The mission to Gydina and backto England covered 1,595 miles in seven flyinghours.Over Poland, nine Bf 109s from JG 51 went afterthe bombers, but 1st Lt Robert Shaw’s flight cutthem off. Shaw shot one down in flames whileelement leader 1st Lt “Bud” Nowlin chased thefighter flown by Hauptmann Gunther Schack,Staffelkapitän 7./III./JG.51. Schack split withNowlin in pursuit. A burst hit the 109's radiatorand brought a spray of coolant before it slowedso dramatically that Nowlin overran the fighter.Pulling alongside Schack, he realized he had topreserve fuel. He waved and climbed away, notdiscovering until he met Schack 40 years thatshortly after, Schack bailed out.That same day saw George Preddy’s bestday ever. When the group had been informedthe night before that the August 6 missionwould be scrubbed for weather, Preddy spentthe night drinking and shooting craps, he gotgloriously drunk and won $1,200. He had beenasleep an hour when he was awakened with thenews the mission was on. Not only did he havea major hangover, but he was supposed to leadthe mission! He spent 30 minutes in his cockpitbreathing pure oxygen to clear his head, buteven so he vomited in his cockpit while flyingacross the sea.Ninety minutes later, the bombers wereapproaching Hamburg when 30 Bf 109s werespotted stalking the bombers. Preddy ledWhite Flight in a bounce from the rear. He laterreported, “I opened fire on one near the rearof the formation from 300 yards and got manyhits around the canopy. The enemy aircraftwent down inverted and in flames. At this time,Lieutenant Doleac became lost while shootingdown an Me 109 that had latched onto LieutenantHeyer’s tail.” Preddy and Heyer continued theirattack. Preddy got behind his second victory andgot hits around the wing roots, setting the ‘109 onfire. “He went spinning down and the pilot bailedout at twenty thousand feet.” Heyer shot downanother Bf 109.The enemy formation stayed together withthe pilots taking practically no evasive actionas the formation tried to maneuver to attackthe bombers. “We continued our attack on therear end and I fired on another at close range.He went down smoking, and I saw him beginto fall apart below us” Another flight of P-51sjoined the fight. “I fired at another ’109, causinghim to burn after a short burst. He spiraled downin flames.” Still the Germans stayed together asthey made a left turn to attempt another attack.“I got a good burst into another one, causing himto burn and spin down. The enemy aircraft weredown to five thousand now.” One pulled off to theleft in an attempt to engage Preddy. “I was allalone with them now, so I went after this single’109 before he could get on my tail. I got in anineffective burst, causing him to smoke a little.I pulled up into a steep climb to the left above himand he climbed after me. I pulled it in as tight aspossible and climbed.” The enemy pilot openedfire ineffectively as Preddy outclimbed him ina zoom. “He fell off to the left and I droppedastern of him. He jettisoned his canopy as I fireda short burst, getting many hits. As I pulled past,the pilot bailed out at seven thousand feet. I hadlost contact with friendly and enemy aircraft, soI headed home.”George Preddy had just shot down six enemyfighters in one battle. It would be the ETO record.Preddy was still suffering from the epicdrinking bout when he landed. When he shovedopen his canopy, everyone wanted to know hisscore. His first words were “NEVER AGAIN!” Withthis, his score was 28, 24 scored in the P-51to make him the leading Mustang ace. He wasawarded the Distinguished Service Cross for hisrecord mission, and given 30 days leave backhome.As the Fw 190A-8/R2 Sturmbocks becamemore effective, VIII Fighter Command sentfighter groups ahead of the bombers to find andbreak up the Sturmgruppen formations.On August 15, II./JG 300 attacked the 303rd“Hell’s Angels” group when they found thebombers headed for Wiesbaden near Trier. TheSturmbocks popped out of the clouds and shotdown nine B-17s from the low formation. Minuteslater, Bf 109Gs from I./JG 300 found the 466thgroup’s B-24s near Meppel and shot down four.The defending gunners claimed four Fw 190s andnine Bf 109s respectively. On August 16, IV./JG 3The 357th's P-51D-15 "Missouri Armada" was flown by Captain John B. England. (USAF Official)HISTORYINFO Eduard9July 2024Page 10
attacked the 91st group near Halle and claimedsix B-17s in trade for six Fw 190s in a four minutebattle.August 24 saw the loss of the Fourth’s MajorJohn T. Godfrey in a freak “friendly fire” incident.Leading the 336th squadron, Godfrey spottedJu 52/3m transports on the airfield atNordhausen. He led the strafing attack and shotup four while his wingman 1st Lieutenant MelvinDickey shot up three. The light flak was intenseand Godfrey jinked to make himself a difficulttarget. In so doing, he flew into Dickey’s line offire as he opened up on a fourth ground target.Godfrey’s P-51 was hit in the engine and thecoolant system. With the termperature gauge“off the peg” as he later recalled, Godfrey belliedin beyond the field and managed to get out of theairplane as it caught fire and reach cover beforethe enemy troops arrived, despite suffering cutsto his head and leg.At the time he went down, Godfrey was tiedwith Jim Goodson as leading ace of the Fourth,with 29.88 air and ground victories. After threedays on the run and walking 13 miles, he tried tocatch a ride in a boxcar outside Nordhausen, butwas captured by railway guards. He later wrotethat being captured and spending eight monthsas a POW was “the best thing that could havehappened to me,” since he had been obsessedwith becoming the top ace of the ETO. “Prisontaught me what was really important in life.”September 11 saw the strongest Jagdwaffereaction to a bombing raid since May 28. It alsosaw another Eighth Air Force “Frantic” mission,in which 75 B-17s of the 96th and 452nd bombgroups bombed Chemnitz then headed on east,escorted by the 20th Fighter Group. While therewas no enemy response, the force had to picktheir way through heavy weather to land atUkrainian bases. The bombers hit targets inHungary on their way to Italy and the full forcewas back in England by September 17.The other escort groups saw plenty of actionon September 11. One of the forces attackedthe Leuna factory in “Mercilessburg.” SevenJG 400 Me 163s attacked one formation, claimingthree B-17s in the vicinity of Leipzig. The “BloodyHundredth” 100th Bomb Group was lagging, theywere hit by an entire Sturmgruppe and 13 B-17swent down in the five-minute battle. Had it notbeen for the timely arrival of the 339th FighterGroup’s Mustangs, the result might have beenworse, but the P-51s shot down a good numberof enemy fighters. The 92nd bomb group wasalso hit, losing eight, with four others so badlydamaged they made emergency landings atAllied airfields in France. The U.S. fightersoverall claimed an incredible 116 victories forthe day.On September 12, the bombers hit the syntheticfuel factory outside Magdeburg. The Jagdwaffeagain made a strong showing, the groupsreported loss of 23 B-17s. Overall, 43 bomberswere lost, but against these enemy successes,American fighters returned with claims for125 shot down.On September 13, the Mustangs claimed 150shot down. The famous names from the previousyear were gone, returned home at the end oftheir tours or shot down. Their replacementsdemonstrated the result of the strong trainingprogram created in the previous two years backin the United States.By this point, loss of regular supplies ofaviation gasoline due to the destruction of thesynthetic oil factories left the Luftwaffe onlyable to put in occasional appearances, when thegeschwadern were able to collect sufficient gasto mount a mission.The synthetic oil campaign carried out in thesummer of 1944 was the first true test of thebelief that daylight precision bombing couldfatally disable the German economy. Eighth AirForce flew 28 missions in June, 27 in July and23 in August and 15 in September - so fast thatsome bomber crews completed their 35 missiontours in only a few months - with the majority ofthe missions targeting the synthetic oil industry.In the end, the campaign was won by carpetbombing the plants, causing simultaneousdamage to several plants at a time, whichwas beyond the means of the German repairorganization to return them to even a modestpercentage of pre-campaign production. BySeptember, synthetic oil production was ninepercent of what it had been in May, and thePloesti oilfields were in the hands of the Soviets.The German aircraft industry achieved itshighest monthly production total in September,but the overwhelming majority of the airplanesproduced never flew for lack of fuel.Over the course of the campaign, Eighth AirForce lost almost half its operational bomberstrength: 1,022 B-17s and B-24s, as well as 665P-38s, P-47s and P-51s. While the loss rate was1.5 percent over 35 missions as compared to3.6 percent over 25 missions during the “Battleof Germany” that spring, an aircrewman in theEighth still had a one-in-three chance of beingkilled or made prisoner during his tour.After the war, Albert Speer told hisinterrogators that if the Allied Air Forces hadmade these plants their sole objective duringthe summer of 1944, they could have forceda German surrender in eight weeks, which wouldhave allowed the airmen to achieve their dreamof winning the war themselves. As it was, whatwas accomplished likely shortened the Europeanwar by six months.Editor's Notes: The author is responsible for thehistorical, terminological and technical accuracy ofthe 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 forlack of fuel. (USAF Official)HISTORYINFO Eduard10July 2024Page 11
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 whenHradec was postponed to next year, it looked like I wouldn’t be getting in any airshow flight time with the P-51 this year. Tobe perfectly honest, I found that I had no real level of regret from the development. I had a couple of performances undermy 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 eithercancel 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 fromHistorical Airshow Mladá BoleslavRadim Vojta(foto Petra Nováková)EVENTSo what followed was a phone call to TomášRatimec in an effort to find out just what it wasthat was expected from me: ‘Well, you and MíraSázavský will do a two ship flyby, he will thenseparate for some solo aerobatics, and finish upwith a four ship display with the Thunderbolt andSpitfire’. That made a lot of sense to me, as I’vebeen flying the P-51 for a relatively short timeand I haven’t had many opportunities to practicea solo display yet. I only tried something overthe airport a couple of times, which was enoughfor me to realize that the Mustang was neithera Spitfire nor a Yak-3, and that aerobatics ina fairly confined space would not be so easy withit. I could, however, fly in a group, since I havebeen doing that quite a bit recently.As we packed up in the morning, I immediatelyunderstood what a new challenge the Mustangpresented. It has a second seat instead ofa fuselage tank, so although I tried my best toconvince Jana that it would be more comfortableif she went to Boleslav by train, I failed. Fine,I’ll take you with me, I told her - but we needto minimize the amount of stuff we carry!No evening gown, five o’clock tea dress, threehandbags and two hats. And certainly, no kitchensink. Maybe two pairs of shorts and a changeof underwear. But when I looked in the luggagecompartment after arriving at the airport andsaw how much space there was, I realized thatI was in for it. Especially when I took the sparetailwheel out, saying that we don’t need to take itwith us, I got a look that said it all. In addition toeverything needed for the weekend, ten pairs ofboots and winter ski gear could easily have beenaccommodated as well.After talking with Steve, I planned the tripthere with a stop at Sazena. I haven’t hada chance to land the Mustang on a grass runwayyet, so I wanted to try it out at a field witha longer strip. Most of all, I appreciated that RWY15L/33R has a runway edge lights and a lengthof 840 meters, while the adjacent 15R/33L isa full 1,315 meters long and has a long clearwaywith the same surface and pavement strength.So I came up with a plan to put down in a threepoint landing on the longer runway, but in linewith the beginning of the lights - and if I manageto stop at the opposite end of the line of lightswithout any problems, I will know that the 1000meters of runway at Boleslav will suffice. Andif it doesn’t work, nothing happens, I still haveanother six hundred meters ahead of me – andjust case, I can set down in Mnichovo Hradiště tobe safe and fly from there. The Mustang was inBoleslav several times, as was the Corsair andthe Yak-3, but the pilots were more experiencedon those respective types. I was only there witha Spitfire and Hurricane, but that doesn’t reallycount, since they are grass hoppers, any meadowbeing to their liking. I only have a few hours inthe P-51D so far. The Chief (now generally knownas Head of Air Operations) from Sazená, HonzaŠimon, approved my plan, so there was nothingstanding in the way of the test, except for my ownfear deep down that I might bounce too much andembarrass myself.So I loaded Jana into the airplane, and withthe help of Sucháč and Krechonaut, set offinto the wild blue over Plasy and Rakovník toSazka. Jana was said to have shed a tear aftertake-off, it was her first flight in a Mustang andactually it was a premiere for me too, as I havenever flown anyone in a warbird. All my flightsso far have been single seaters, so there wasno such opportunity, unless we were going torecreate a bit of Dark Blue World film and carrya passenger in my lap. We rumbled our way overthe countryside under a gloomy sky, the Merlingrowling over Plasy, and for a while over thelandscape of my youth west of Kladno, whereI know every field intimately, because I underwentcountless practice dead-stick landings on themin training in a Zlin 126, then growled throughSlaný and up to the shooting range of Mr. Marešat Velvary. Fuel cock, 26 inches, flaps ten, thentwenty and enter the traffic pattern at Sazenáafter three ultralights and a Seneca doing singleengine approaches. Damn, that was more trafficthan I expected. Fortunately, by then we were atabout 250 km/h, so we could shoehorn into thequeue pretty easily. So now I was curious howit 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 tomaintain direction, brake lightly - and suddenlyI was aware that we had come to a stop after 750meters. Damn, I didn’t expect that! And since theresult was better than expected and the trafficat Sazená was greater, I told myself that I wouldThe 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.INFO Eduard12July 2024Page 13
So what followed was a phone call to TomášRatimec in an effort to find out just what it wasthat was expected from me: ‘Well, you and MíraSázavský will do a two ship flyby, he will thenseparate for some solo aerobatics, and finish upwith a four ship display with the Thunderbolt andSpitfire’. That made a lot of sense to me, as I’vebeen flying the P-51 for a relatively short timeand I haven’t had many opportunities to practicea solo display yet. I only tried something overthe airport a couple of times, which was enoughfor me to realize that the Mustang was neithera Spitfire nor a Yak-3, and that aerobatics ina fairly confined space would not be so easy withit. I could, however, fly in a group, since I havebeen doing that quite a bit recently.As we packed up in the morning, I immediatelyunderstood what a new challenge the Mustangpresented. It has a second seat instead ofa fuselage tank, so although I tried my best toconvince Jana that it would be more comfortableif she went to Boleslav by train, I failed. Fine,I’ll take you with me, I told her - but we needto minimize the amount of stuff we carry!No evening gown, five o’clock tea dress, threehandbags and two hats. And certainly, no kitchensink. Maybe two pairs of shorts and a changeof underwear. But when I looked in the luggagecompartment after arriving at the airport andsaw how much space there was, I realized thatI was in for it. Especially when I took the sparetailwheel out, saying that we don’t need to take itwith us, I got a look that said it all. In addition toeverything needed for the weekend, ten pairs ofboots and winter ski gear could easily have beenaccommodated as well.After talking with Steve, I planned the tripthere with a stop at Sazena. I haven’t hada chance to land the Mustang on a grass runwayyet, so I wanted to try it out at a field witha longer strip. Most of all, I appreciated that RWY15L/33R has a runway edge lights and a lengthof 840 meters, while the adjacent 15R/33L isa full 1,315 meters long and has a long clearwaywith the same surface and pavement strength.So I came up with a plan to put down in a threepoint landing on the longer runway, but in linewith the beginning of the lights - and if I manageto stop at the opposite end of the line of lightswithout any problems, I will know that the 1000meters of runway at Boleslav will suffice. Andif it doesn’t work, nothing happens, I still haveanother six hundred meters ahead of me – andjust case, I can set down in Mnichovo Hradiště tobe safe and fly from there. The Mustang was inBoleslav several times, as was the Corsair andthe Yak-3, but the pilots were more experiencedon those respective types. I was only there witha Spitfire and Hurricane, but that doesn’t reallycount, since they are grass hoppers, any meadowbeing to their liking. I only have a few hours inthe P-51D so far. The Chief (now generally knownas Head of Air Operations) from Sazená, HonzaŠimon, approved my plan, so there was nothingstanding in the way of the test, except for my ownfear deep down that I might bounce too much andembarrass myself.So I loaded Jana into the airplane, and withthe help of Sucháč and Krechonaut, set offinto the wild blue over Plasy and Rakovník toSazka. Jana was said to have shed a tear aftertake-off, it was her first flight in a Mustang andactually it was a premiere for me too, as I havenever flown anyone in a warbird. All my flightsso far have been single seaters, so there wasno such opportunity, unless we were going torecreate a bit of Dark Blue World film and carrya passenger in my lap. We rumbled our way overthe countryside under a gloomy sky, the Merlingrowling over Plasy, and for a while over thelandscape of my youth west of Kladno, whereI know every field intimately, because I underwentcountless practice dead-stick landings on themin training in a Zlin 126, then growled throughSlaný and up to the shooting range of Mr. Marešat Velvary. Fuel cock, 26 inches, flaps ten, thentwenty and enter the traffic pattern at Sazenáafter three ultralights and a Seneca doing singleengine approaches. Damn, that was more trafficthan I expected. Fortunately, by then we were atabout 250 km/h, so we could shoehorn into thequeue pretty easily. So now I was curious howit 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 tomaintain direction, brake lightly - and suddenlyI was aware that we had come to a stop after 750meters. Damn, I didn’t expect that! And since theresult was better than expected and the trafficat Sazená was greater, I told myself that I wouldThe 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.EVENTINFO Eduard13July 2024Page 14
EVENTA 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 straighton to Boleslav. I tried to take off at flaps 20.As expected, it required a little more right footto keep the plane pointed in the right direction,but other than that, we were back in the air aftermaybe 600 meters…The landing in Boleslav on Runway 04 was,as expected, without any problems, and sowe arrived as essentially the very first for theAviation History Day. We dragged all our thingsout of the compartment behind the back seatand when Míra and the other Mustang arrivedabout an hour later, we set out to come up witha program for the two of us. Quite logically, wedecided that it would be better for me to be onthe wing as number two, because I have beenflyin formations a lot in recent years and this isprecisely the position I am very used to.We started with a ten-second interval, whichturned out to be unnecessarily long. It took mea bit to catch up with Míra, but I was nailingthe turn. I settled into position and immediatelymanaged to find a good aiming point - the pitottube lined up against the prop spinner. Aftera few maneuvers, however, I understood that,in general, a formation is a formation isa formation, but there is nevertheless a bit ofa difference. It doesn’t go for the gas as much aslighter planes, the inertia is noticeable there, andthe time that is lost due to a late reaction is notthat easily made up. The only chance is a slightchange in the flight trajectory and consequentlymove in closer or further away, precipitating theneed for sometimes tighter turns, sometimes notso much, to put myself where I needed to be.Preparation for the show.INFO Eduard14July 2024Page 15
EVENTThe airshow began on Saturday and I haveto say that it was great from my point of view.Boleslav’s people have always been very wellorganized. Most of all, I really like the colourcoordinated staff who’s functions were indicatedby the colour of the t-shirts they wore, somethinglike you find on aircraft carriers. The browns arethe physically powerful members, the musclethat moves according to the reds, which arethe controlling elements. So it was very easyeven for a person who was in Boleslav for theINFO Eduard15July 2024Page 16
EVENT(photo: Jakub Vaněk)INFO Eduard16July 2024Page 17
EVENTfirst time (and therefore did not know the localaero clubbers by face) to find their way around.Whenever a plane’s flight time neared, thebrowns set into motion in sufficient numbersto push the aircraft off the stand and closer totake-off position. As all this was going on, OndraBordovský in his red t-shirt would inform ofany necessary changes to the show programand made possible all necessary adjustments.I don’t even need to talk about the fact thatfire protection and technical assistance wereautomatically available at all times. Some showsare better, some less so, but I would plead withthe organizers of the latter (and not necessarilythe smaller) to take note of this specific showto see how it’s done. There’s nothing worsethan when it’s nearing show time and the pilotis desperate to find someone to help him pushthe aircraft out - and even then it’s often chaotic,because everyone has a different opinion onwhen, who and where to push. Similarly, you tendto notice and appreciate the finer points, suchas receiving an ID badge around the neck withcontacts for transport to the hotel, of the directorof the show and information about when andwhere briefings will take place. These amountto details, yes, but these are the things that goa very long way to making the whole experiencethat much more pleasant.Everything else was also perfectly organized;food, accommodation, transport to and from thehotel, you had somewhere to hide from the sun(or cold and rain, the hustle and bustle, as thesituation 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, wewere able to spend a lot of quality time withpeople from fifteen to over eighty years of age.But, back to the flying…As agreed upon beforehand, we took off for thefirst display as a pair. I was surprised myselfhow it went. Acceleration was the same, whichto 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 ofthe blades, while ‘Excalibur’ has the newer andmore powerful paddle blades. While waiting ina designated space, Míra tested me a bit withsharper turns, and it was there that I began torealize that I needed to put in an effort to keepup - the acceleration was nowhere near whatI’m used to. And it’s always easier to fly two ofthe same type in formation, and so I was curiousto see how things would go with the Thunderboltin the early evening. We exchanged informationa few times about who had what engine settings.Since they were identical in level flight, it wasclear that we both had engines in similarcondition. But I had to go with the revolutionsa little higher, so that I could then go to a higherboost pressure, if the need arose.(photo: Jakub Vaněk)INFO Eduard17July 2024Page 18
ATC gave us the go ahead to begin and I realizedI had no idea of where the hell we actually were.It’s weird, if I am flying in groups with Treneraircraft (a Czech designed and built trainer/aerobatic type) or Harvards, I sort of know whereI am all the time without having to look anywherebut at the flight leader. I don’t know if I was justbusier, or if things were happening faster, but inshort, the spatial orientation was worse at times.But Mira informed me that we were going intothe flypast, so I can reset my vestibular systemand mentally set a position for the final approachto 04. The Mustangs revved up and I could seethe ground passing by below us, and I am noteven fully aware of how fast we were flying. Fourhundred? Five? God knows! We turned slightlyto the right, returning to the airport. A three-sixty followed, and Mira tightened up as per ourprevious planning, and I could feel the increasein g’s, and the Mustangs made a whistling sound,which is produced at greater angles of attackby air flowing through the gun ports. But duringthe turn, I began losing some distance from theoutside. I couldn’t increase throttle, I had to startto tighten the inside of the corner, but even thatwasn’t enough to compensate anymore... ‘Mira...take it down a notch’, I requested, and the distancebegan to shorten, allowing me to get back intoposition. ‘And now bring her back up’. We leveledoff after the turn, followed by a short flight fromthe airport, a right turn, we throttled up and gotready for a break. Flying low over the runway,I could peripherally see the aircraft stand behindExcalibur and the spectators, transformed intoone long blur. ‘For so many years I flew at dizzyingspeeds so that the world was a blur to me. Thelandscape was a blur, and a man just a dot’, asWerich said in the fairy tale ‘The King Had ThreeSons’. I waited for Mira’s command. He neededspeed and inertia to go into a vertical and his soloperformance. ‘Break…..now!’ Excalibur pulled intoa cuban eight in front of me and I broke away intoa turn with a sharp bank and only a slight climb.I cut the throttle back to reduce a speed, droppedthe flaps to twenty, speed 160 mph, and extendedthe 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 froma deep growl to an idle ‘mole fart’. I sat her downin a three point landing, maintained direction,and lightly applied the brakes. Mira whizzed pastme to the left at high speed and continued hisdisplay. I left the runway, retracted the flaps, wentthrough the standard of procedures, continuedtaxiing 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 anda P-47D Thunderbolt, with the P-51s followingclosely behind. I started in a position on theright, I kind of preferred that, and shortly aftertake-off I shifted to the left, as per plan, becausethat was my designated place in the formation.We then caught up with the aircraft ahead ofus, and I was on the inside of the turn, makingmy task a little easier than it was for Mira.It didn’t take long for me to get into position andslowly, I got in line. The Thunderbolt led the wayand I noted the silhouette of the Spitfire Mk.XIVflying behind him. We got a peek at the Mk.XVIwith a Merlin, and it had a sort of a subtlety toEVENTINFO Eduard18July 2024Page 19
EVENTit compared to the raging XIV with the Griffonengine. I slid into position to the Thunderbolt’sleft and watched him. I couldn’t figure out ifI like the plane or not. She’s pretty attractiveonthe ground, but now with the undercarriageand flaps tucked neatly away, she really doeslook like a jug, as she was affectionately (ornot) known during the war. Her name is NellieB. ‘Nellie’, I thought, ‘you’re a tad chubby. Admitit….you have an appetite!’ At that point, we weregetting close to our fly past. The Thunderbolt hasdifferent dynamics than the Mustang and startedto pull away from us as we descended, giving ussomething to do to catch up. After the pass, wewent into a right climbing turn, and the situationreversed, 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 bequite a sound on the ground! We returned to theairport for our break, initiated on command by theP-47. Mira went first, climbing and disappearingoff to the right. After two seconds, it was my turn.I tried to overtake Mira in the turn and did sowhile in it. We flew as a pair over the runway andbroke off for individual passes. I went into thecircuit and had the Spitfire and T-bolt in front ofme, also getting ready for their flypast. I lined upwith ‘Little Rebel’ followed by ‘Excalibur’. I roaredover Runway 04 and broke right to join a leftcircuit for 22. I watch the other aircraft as theywent one at a time into their passes. I waited untilthey were out of the way, since landing againstthem would be a pretty lousy idea. ATC confirmedand gave me clearance to land. I approached therunway, sat her down and came to the realizationthat I had enough for one day.Before flight back to Pilsen.(photo: Petra Nováková)INFO Eduard19July 2024Page 20
EVENTSunday flight back to PilsenI have zero idea what I wastrying to snap a pic of, andmost likely I just hit the shutterbutton by accident, but it didyield an interesting image!INFO Eduard20July 2024Page 21
EVENTFlypast over Rakovnik’s airport on the wayhome. Jana is making sure Lajka the dog hasa good view from the back seat. Photo: MatyasKoehllerWe were the last display, and there’s alwaysa kind of a release after the engines are shutdown. I think that everyone feels some variationof the release after all is said and done. In theevening we had a few rum pralines and then justslept and went home the next day. It was theicing on the cake. The P-51D rolls along ratherwell, even in economy cruise power settings.We were happy to fly through a few airportsalong the way and before you could say ‘cobbler’,we were back in Pilsen.So, what more can be said? I’m very glad thatSteve passed this show on to me, because thisgave me a lot of flight experience with the type.I’ve experienced the huge difference in thelanding run with a three point landing versuslanding on main wheels only, however easier andsafer it is on the wheels with a heavy warbird. Weconfirmed that the P-51D is ideal for a weekendtrip for two, because it can carry a lot morepersonal items than the Zlín 526. So if you shouldhappen to be contemplating which aircraft totake on such a trip with your wife, Jana andI highly recommend the Mustang!Once again, the Boleslav team showed that theyare extremely capable of putting on an excellentairshow focused on aviation, beyond beingcategorized as ‘a small aeroclub with a grassairstrip trying to put on a show’. These peopleare performing well in the big league. If we cancomplain about anything, then perhaps Sunday’sweather could have come a day early, but that’sjust to show how hard you have to look to find anysort of a negative…INFO Eduard21July 2024Page 22
After the return to Pilsen. You wouldn’t guessit, but the Mustang is quite a bit larger than theTrener!A meeting of modelers and aviationenthusiasts took place at Hangar 3 at thePilsen-Linie airport on the last Saturdayof June for the premiere christening of twonew Eduard kits: the P-51B/C Mustang in1/48th scale and the P-51D in 1/72nd scale.The B-17F “The Bloody Hundredth” was alsomodestly featured, thanks to a stroke of luckand logistical effort, as it was the very first(and so far only) packaged box. Its big debutawaits at IPMS USA in mid-July.The event in Pilsen was planned to start at11 am, but organizers from Eduard and thelocal Classic Trainers were at the airportmore than two hours earlier. The firstvisitors began arriving after ten o’clock. Theirnumber was limited to one hundred and fiftyto maintain the intimacy of the event. Aftera welcome by Vladimír Šulc, Radim Vojta, oneof the pilots of the “Pilsen” Mustang, took thefloor and shared his experience of flying theP-51D. He discussed the differences thiswarbird presents compared to the Spitfire,Hurricane, and Yak-3. Jiří Horák, the secondCzech pilot flying the Little Rebel, thendescribed some lesser-known technicalcharacteristics of the P-51D.Both pilots, being modelers themselves,highlighted details important from a model-er’s perspective and addressed commonmistakes regarding the Mustang, such asthe positions of flaps, control surfaces, andlanding gear doors during various phases ofground presence. After their presentations,the Little Rebel was pushed out on a standoutside the hangar. Inside, Eduard’s Mustangkit designer, Stanislav Archman, gave a pre-sentation.The actual christening of the kitstook place before the flight program.Saturday’s meeting concluded with a flightdemonstration of the Little Rebel, pilotedby Jiří Horák. Everyone agreed that anotherjoint event should be organized soon.Classic Trainers are a fantastic group, andtheir Hangar 3 is absolutely magnificent!Jan ZdiarskýPhoto: Jan Zdiarský,Michal Krechowski,Vladimír ŠulcTitle artwork:Piotr Forkasiewicz29 June 2024, LKLN Pilsen-Line AirportHangar 3EVENTINFO Eduard22July 2024MUSTANG DAY
A meeting of modelers and aviationenthusiasts took place at Hangar 3 at thePilsen-Linie airport on the last Saturdayof June for the premiere christening of twonew Eduard kits: the P-51B/C Mustang in1/48th scale and the P-51D in 1/72nd scale.The B-17F “The Bloody Hundredth” was alsomodestly featured, thanks to a stroke of luckand logistical effort, as it was the very first(and so far only) packaged box. Its big debutawaits at IPMS USA in mid-July.The event in Pilsen was planned to start at11 am, but organizers from Eduard and thelocal Classic Trainers were at the airportmore than two hours earlier. The firstvisitors began arriving after ten o’clock. Theirnumber was limited to one hundred and fiftyto maintain the intimacy of the event. Aftera welcome by Vladimír Šulc, Radim Vojta, oneof the pilots of the “Pilsen” Mustang, took thefloor and shared his experience of flying theP-51D. He discussed the differences thiswarbird presents compared to the Spitfire,Hurricane, and Yak-3. Jiří Horák, the secondCzech pilot flying the Little Rebel, thendescribed some lesser-known technicalcharacteristics of the P-51D.Both pilots, being modelers themselves,highlighted details important from a model-er’s perspective and addressed commonmistakes regarding the Mustang, such asthe positions of flaps, control surfaces, andlanding gear doors during various phases ofground presence. After their presentations,the Little Rebel was pushed out on a standoutside the hangar. Inside, Eduard’s Mustangkit designer, Stanislav Archman, gave a pre-sentation.The actual christening of the kitstook place before the flight program.Saturday’s meeting concluded with a flightdemonstration of the Little Rebel, pilotedby Jiří Horák. Everyone agreed that anotherjoint event should be organized soon.Classic Trainers are a fantastic group, andtheir Hangar 3 is absolutely magnificent!Jan ZdiarskýPhoto: Jan Zdiarský,Michal Krechowski,Vladimír ŠulcTitle artwork:Piotr Forkasiewicz29 June 2024, LKLN Pilsen-Line AirportHangar 3INFO Eduard23July 2024Page 24
Hangar 3, morningEVENTINFO Eduard24July 2024Page 25
Launch of the eventEVENTINFO Eduard25July 2024Page 26
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.EVENTINFO Eduard26July 2024Page 27
Radim Vojtaintroduces thepeculiarities of P-51Dpiloting.Jiří Horák explainsthe technicalcharacteristicsof the P-51D.Preparing the P-51D for flight.EVENTINFO Eduard27July 2024Page 28
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Stanislav Archman presentson the construction of the P-51B, C, D kits.Martin Nademlejnský and histeam at the Eduard sales stand.EVENTINFO Eduard29July 2024Page 30
Cristening of the P-51B/C 1/48, P-51D 1/72,and B-17F “The Bloody Hundredth” 1/48 kits.EVENTINFO Eduard30July 2024Page 31
There’s always plenty to see atClassic Trainers in their Hangar 3.EVENTINFO Eduard31July 2024Page 32
P-51D Little Rebel flight demonstration.EVENTINFO Eduard32July 2024Page 33
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After the landing - Jiří Horák,pilotEVENTINFO Eduard38July 2024Page 39
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During the flightdemonstration, the LittleRebel carried severalkits from the christeningin place of the originalfuselage fuel tank. Theywere carefully unloadedfrom the aircraft afterlanding.EVENTINFO Eduard40July 2024Page 41
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.EVENTINFO Eduard41July 2024Page 42
Two Bluenosers.We couldn’t miss this photo arrangement...!Some of Eduard’s team arranged a reward in the formof a chance to wash Little Rebel after the flight.EVENTINFO Eduard42July 2024Page 43
“I enjoy open hangar days. People come, they lookaround, and they are interested. However, evenmore I like the model events with Eduard - ModelAccessories that we organize occasionally. We’vecollaborated like this before with the Spitfire,Hurricane, Trener series Zlins, and yesterday withthe Mustang. Modelers are disciplined and genuinelyinterested, so it’s no problem to allow them closecontact with the aircraft. They can take pictures,look wherever they want, and there’s no need toworry about them touching things they shouldn’tand fiddling with something that shouldn’t be fiddledwith. They’re genuinely interested too, so we enjoytalking about planes because they’re always askingquestions and it’s usually to the point. We hope thiswasn’t the last event of its kind.”Radim Vojta,Classic Trainers30 June 2024EVENTINFO Eduard43July 2024Mustang day - Bonus
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RIGHT GUNBAYIDENTIFICATION LIGHTSON THE RIGHT WING TIPEVENTINFO Eduard49July 2024Aerial 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 BaričRussian Airports Under FireThe offensive against the Kharkiv regionbegan on Friday, May 10. The Russians gatheredaround 50,000 soldiers for it. The Ukrainians sawthis buildup of forces at their borders but hadlimited options to counter them because the Westonly allowed the use of their weapons under thecondition they are deployed within the Ukrainianterritory.At first, the Russians advanced quickly,causing alarmed comments in the Western pressand criticism of why Ukraine had not fortifiedthis area. Well, try building fortifications right atthe border under the watch of Russian artillery...In reality, the first Ukrainian line was about10 km from the border, and the Russians nevercrossed it. The border zone was a kind of grayarea patrolled only by small units.The Russian advance focused on the town ofVovchansk northeast of Kharkiv and the villageof Lypci, located a bit further west. The plan wasto create two pincers aimed ultimately at Kharkiv– or at least to divert Ukrainian units from otherareas of the front. None of this succeeded.In other sectors, the Russian advance did notspeed up, and even in the Kharkiv region, theyonly managed to occupy a few abandonedvillages at great cost. By the end of the monitoredperiod, the Ukrainians even started pushing theRussians back.Western Missile against Russia?This Kharkiv adventure did have one significantconsequence, although not the one the Russiansenvisioned. Most Western countries liftedrestrictions that prohibited Ukrainians fromusing their weapons against Russian territory.The result was, for instance, the destruction of anS-300 battery in the Belgorod region. The S-300missiles, in a ground-to-ground configuration,were previously used by the Russians to shellKharkiv and kill its residents.At first glance, this sounds overly optimistic.However, details gradually emerged, revealingthat the USA only slightly relaxed its restrictions.Ukrainians can only use standard GMLRSmissiles from HIMARS rocket launchers, witha range of about 80 km, against Russian territory.They cannot attack Russia with ATACMS missiles,which have a range of 300 km. Thus, criticalcommand posts of the Russian army remainout of Ukrainian reach. The areas Ukraine canshell are also limited, and they must carefullyselect their targets. They can only strike thoseunits actively attacking Ukrainian territory fromRussian soil. Therefore, Ukraine continues tofight mainly with domestically produced droneson Russian territory, while Western missilesare used against occupied territories, focusingparticularly on Crimea.Attacks on AirportsOn Saturday, April 27, drones struck theKuschevskaya airbase in Russia's Krasnodarregion. One Flanker (Su-27 or Su-35) wasdamaged, and one unidentified aircraft wasdestroyed. Much more significant, however, wasthe hit on a warehouse containing kits for thewing-mounted guided glide bombs, which wascompletely destroyed. The Russian air forcehad been using these bombs to attack Ukrainianfrontline positions for several months, so theirdestruction is a welcome aid to the defendersin the trenches.On Tuesday, April 30, 12 ATACMS missiles hittargets around the Dzhankoi and Gvardeiskoeairbases in occupied Crimea.Belbek airport in Crimea suffered massivedamage on Wednesday, May 15, after beinghit by ATACMS missiles. Two MiG-31 fightersand one unidentified aircraft were completelydestroyed. One Su-27 was damaged, andanother three Su-27s were likely damaged.One MiG-29 was also destroyed. ThisMiG-29 was one of the nine originally Ukrainianfighters captured by the Russians at Belbekairbase during the 2014 occupation of Crimeaand had remained in a non-operational statesince. Additionally, a fuel depot was completelyburned down, which is a significant blow tothe Russian air force's ability to operate fromBelbek. Without the necessary infrastructure,it's just a concrete runway without thecapability to quickly prepare aircraft for combatmissions. The final blow was the destructionof an S-400 air defense battery, with photosof the battery appearing on social media.During the monitored period from May 1 to May 31, the Russians attempted to opena new front in the Kharkiv area. It ended as it always does. Meanwhile, Ukraineintensified its campaign against Russian airports. The targets included air defensesystems, radars, and bomb and fuel depots. It seems they are preparing the groundfor the anticipated deployment of F-16 fighters.Note the weatheringon this Ukrainian MiG-29.Aerial War in UkraineINFO Eduard50July 2024Page 51
The aircraft hits were confirmed by satelliteimages.On Sunday, May 19, the Kushchevskayaairbase was again targeted by Ukrainian drones.One Flanker (Su-27 or Su-35) was destroyed.This aircraft originally belonged to the RussianKnights aerobatic team, identifiable by itsdistinctive white-blue-red coloring. One Su-34was also damaged. The damaged aircraft canalso be seen in satellite images. After the attack,most of the Russian aircraft left this base.On Wednesday, May 22, five ATACMS missileshit an S-400 air defense battery at Mospinoairport in the Donetsk region. The radar, controlcenter, and two launchers were destroyed, whileone launcher was damaged.Destroyed in the AirIn total, the Russian air force lost six aircrafton the ground and five more were damagedduring the month. Only one aircraft was lost inthe air, but it was a significant loss. A Su-34 withthe designation RF-95002 and fuselage number"red 21" was destroyed during a combat flight onS-400 system destroyed on May 15 at the Belbek airport in Crimea.A Maxar satellite captured the wreckage of two MiG-31fighters 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 wasdestroyed on May 19 at the Kuščevskaja base. The upper photo wastaken 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 theRussian Ministry of Defense.A destroyed non-airworthy ex-Ukrainian MiG-29 at Belbek airport.INFO Eduard51July 2024Page 52
Monday, May 6, near the town of Valuyki in theBelgorod region. It belonged to the 47th BomberAviation Regiment of the 105th Mixed AviationDivision. Its crew, Yevgeny Kuznetsov andVladimir Strelkov, did not have time to eject andboth pilots died. According to Russian sources,they were among the most experienced pilots.The aircraft had also completed a number ofcombat missions, symbolized by the red starsbelow the cockpit, with the first ones added inSyria.Additionally, Ukraine reported shooting downseven Su-25 attack aircraft and one Ka-52helicopter during the monitored month, but theselosses have not yet been confirmed. In one case,however, there is a blurry video purportedlycapturing the strike on a Russian Su-25.Fuel in the GunsightIn addition to airport attacks, Ukrainecontinued targeting refineries, strategicenterprises, and other significant sites. On Friday,May 10, an ATACMS missile completely destroyedthe largest fuel depot in the entire Luhanskregion.A major attack occurred on the night of May11-12, when Ukrainian military intelligence(GRU) drones repeatedly hit a refinery inVolgograd, approximately 475 km from thefront line. Simultaneously, steelworks inNovolipetsk and another refinery in Kalugawere attacked. The next day, a Storm Shadowmissile struck a large radar complex in Crimea.On Friday, May 17, a concentrated attacktargeted a refinery in Tuapse in southern Russia.Ukrainians exploited gaps in Russian air defense,sending a total of 80 drones in a column. Thissame refinery had been seriously damaged bydrones back in January, with repairs lasting untilApril.On the morning of Thursday, May 23, a RussianVoronezh-DM radar station in the Krasnodarregion, used for over-the-horizon early detection,was hit by drones. This occurred 430 km fromthe front line. The radar's stated range was upto 6,000 km.In Luhansk, on Monday, May 27, an old, long-unused airfield, now serving the Russians forimporting and storing supplies, was targetedby ATACMS missiles. Based on the massive firethat broke out on the runway, a fuel depot wasdestroyed.Bombing Their OwnThe Russians also shelled their own territory,albeit unintentionally. On Sunday, May 4, a glidebomb intended for Kharkiv fell on Belgorod,damaging around 30 houses and resulting incivilian casualties.In three months, the Russian air force dropped46 FAB-250 and FAB-500 bombs on its ownterritory. On May 18, eight of these bombs fell inthe Belgorod region alone. These reports comefrom Russian media that support the attack onUkraine. Then, on May 20, four glide bombs fellon Shebekino, which is on the Russian side ofthe border opposite Ukrainian Vovchansk. It isfortunate for Russian civilians that most of thesebombs did not explode, likely because they werenot armed during faulty or emergency drops.A controversial incident occurred in Belgorodon Sunday, May 12, when a multi-family buildingin a residential area was hit. Part of the buildingcollapsed immediately, and the rest fell on therescuers searching for victims in the rubble.At least 15 people died and 20 were injured. It isunclear what hit the building. Various Russiansources mentioned an ATACMS missile, Tochka-U,Vilkha, or a guided Hammer bomb. It was alsospeculated tha the Czech Vampire rocketlauncher was used. Some Russian sourcesadmitted that the building was not intentionallytargeted, claiming a downed missile had hit it.The building was not struck from the Ukrainianside, as windows on the adjacent entranceremained intact. The explosion occurred on theside facing Russian territory, where neighboringwindows were shattered. Most likely, thebuilding was hit by a Russian air defense missile.It should be noted that conspiracy theoriesemerged suggesting the building was blown upby the Russian secret service. Similar suspiciousexplosions preceded Putin's first term in officein 2000. He was "re-elected" again recently.The practical outcome of his fifth term isa change in the position of defense minister.Sergei Shoigu was replaced by Andrei Belousov.Duels between Boat and HelicopterUkraine continued its naval drone operations.In addition to attacking Russian ships, theystarted using these drones armed withunconventional weapons. Drones equippedwith Grad rocket launchers shelled the coastA Su-34 marked RF-95002 and fuselage number "red21" was destroyed on May 6. Combat mission symbolsare visible under the cockpit.The Voronezh-DM radar station hit byUkrainian drones on May 23.A Russian bomb that fell on a house in the Belgorodregion of Russia.An apartment building destroyed in Belgorod on May 12.INFO Eduard52July 2024Page 53
of Crimea. On Monday, May 6, footage of battlesbetween Ukrainian drones and Russian patrolhelicopters was released. In one video, a RussianKamov Ka-29 helicopter fires a machine gun ata Ukrainian naval drone in Vuzka Bay, Crimea.The prolonged duel involved intense maneuveringfrom both vehicles, but eventually, the boat washit 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, mountedon a rail on its back. When a Russian Mi-8helicopter attacked, the drone fired this missileat it. Although the missile missed, the helicopterretreated to safety.During the observed period, naval drones sankat least one Russian speedboat and reportedlyhit a Russian minesweeper. The Karakurt-classcorvette Cyclone was supposedly destroyedby missiles in the port of Sevastopol on Sunday,May 19.Ukrainian LossesThe Ukrainian air force also suffered lossesduring this period, both on the ground (though notas severe as the Russian losses) and one in theair. On Saturday, May 11, the Russians managedto locate a forward helicopter base nearManvelivka in the Dnipropetrovsk region. TwoMi-24 helicopters were destroyed in thesubsequent attack, killing at least three pilots:Major Anatoliy Skiba, Lieutenant OleksandrAtasov, and Chief Sergeant Serhiy Nazarčuk,all reportedly from the 11th Independent ArmyAviation Brigade.On May 15, 16, and 18, the airfield in Myrhorodin the Poltava region was repeatedly targetedby Russian missile attacks. Satellite imagesindicate that one aircraft shelter took a direct hit,but it is unclear if anything was inside.Subsequently, on Wednesday, May 22, Dniproairport, where retired Yak-40 aircraft weredestroyed the previous month, was hit again.This time, a MiG-29 fighter was struck. Given theintense fire, it was likely an airworthy airplaneand not a decoy.The sole Ukrainian air loss occurred on Friday,May 17, when a Su-27 from the 831st TacticalAviation Brigade was shot down while attackingground targets. The experienced pilot, LieutenantColonel Denis Vasyljuk, was killed. The aircraftwas reportedly hit by an R-37 or R-77 missilefired by a Russian Su-35S fighter.Propaganda vs. RealityTo avoid accusations of spreading only"Western propaganda," we also include somefrom the Eastern perspective. The Russianarmed forces officially announced that fromMay 11 to May 17, they destroyed four Mi-24helicopters, six MiG-29 fighters, and one Su-27.Out of these eleven claims in one week, onlyImages from the duel between a Russian Ka-29and a Ukrainian naval drone.A Ukrainian Su-24.Lieutenant Colonel DenisVasyljuk died on May 17 in thecockpit of a Ukrainian Su-27.FrankenSAM –a combination ofa Buk launchsystem andSea Sparrowmissiles.A Kub system deliveredto Ukraine from theCzech 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 Eduard53July 2024Page 54
three are confirmed.Since the start of the three-day specialoperation, which by the time this informationwas released had lasted 816 days, the Russiansofficially announced the destruction of 601aircraft, 274 helicopters, 24,234 unmannedvehicles, 522 anti-aircraft missile systems,16,058 tanks and other armored vehicles, 1,303rocket launchers, and 9,635 guns and mortars.How Ukraine could have obtained such quantitiesof equipment and how it can continue to fightafter such losses remains unexplained byRussian propaganda.Austrian expert and author of many books onmilitary aviation Tom Cooper published muchmore sober figures. His Slovak colleague MilošŠipoš compiled tables of losses that are 100%verified, showing that from February 24, 2022,to May 18, 2024, Ukraine lost 38 aircraft of alltypes and 48 helicopters. This does not includedecommissioned machines that were groundedat airports and subsequently destroyed orcaptured by the Russians.During the same period (two years and threemonths), the Russian air force lost 99 aircraftand 117 helicopters. The actual numbers onboth sides are likely higher as many losses areconfirmed only after several months.New ReinforcementsFinally, let's mention some new additions tothe Ukrainian air force's arsenal. MiG-29 fighterswere seen equipped with BRU-61 racks. Eachof these racks can normally carry four GBU-39SDB (Small Diameter Bombs). The BRU-61s aremounted on the inner hardpoints under the wingsnear the fuselage. However, the MiG-29's payloadcapacity isn't large enough to handle a full loadof eight GBU-39 bombs. Each rack can thereforecarry a maximum of three bombs, totalingsix. There were also flight photos showinga MiG-29 carrying five of these bombs – three onone rack and two on the other. According to theaccompanying description, these photos evenshowed an originally Slovak MiG-29, but thisis not certain. At the very end of the observedperiod, it was reported that Sweden woulddeliver two Saab 340 Airborne Early Warning andControl (AEW&C) aircraft to Ukraine. In recentyears, these aircraft have received upgradedelectronic systems providing them with higherprotection. Their radar can capture aerialtargets at a range up to 400 km and can trackmore than 300 targets simultaneously – not justaerial, but also maritime and ground targets. Forthe planned deliveries of F-16 aircraft, this issignificant because the Saab 340 can serve asextended eyes for these fighters. Until now, theUkrainian air force did not have this capability,while the Russian side had the advantage withA-50 aircraft.GBU-39 bombs under the wing of a MiG-29.A Ukrainian Mi-17V-5 helicopter was damaged bya shrapnel, presumably from a man-portable missile.The photo was released on May 30. The Afghanemblem is visible under the Ukrainian insignia.A hypermarket in Kharkiv that was hit by a Russian glide bomb on May 25, killing 19 peopleand injuring 65.These photos allegedly show an originally Slovak MiG-29 carrying the GBU-39 bombs.INFO Eduard54July 2024Page 55
#8286BOXART STORYThe wereabouts of Allied air units duringWorld War II were often very tortuous, andtheir pilots faced many difficulties. Two RAAFsquadrons that became part of the AustralianColtishall Wing at the turn of 1944 and 1945serve as examples of different deploymentpaths.The first unit, No. 451 Squadron, was deployedin Africa and the Mediterranean from May 1941until the end of 1944. Initially, its pilots flewHurricanes, switching to Spitfires in March 1943,and even testing Hawker Typhoon Mk.Ib planesin the Mediterranean in the second half of theyear. Ultimately, however, the unit remainedloyal to the Spitfires. Its deployment was somonotonous and casual that it became thesquadron with the lowest morale in the RAAF in1942 and 1943. By the end of 1944, the commandwas not considering moving No. 451 Squadronback to Australia, and its equipment was notsuitable for deployment in Italy. Therefore,it handed over its Mk.IX Spitfires to another unit,moved to Britain, and re-equipped with Mk.XVISpitfires.The second unit of the Australian Wing,No. 453 Squadron, had a considerably morecolourful history. It was first deployed withBrewster Buffalo aircraft in the fight againstthe Japanese, and after suffering heavy losses,the command disbanded it in the spring of 1942.In the summer of 1942, a new RAAF unit withthis number was established in the UK withSpitfire aircraft.. In January 1944, it becamepart of No. 125 Airfield, then No. 125 Wing withinthe 2nd Tactical Air Force in May 1944. It wasone of the squadrons operating from Frenchterritory in June 1944 and withdrew to theUK in September 1944. Its pilots scored theirlast aerial victories on September 27, 1944, incombat with Messerschmitt Bf 109s at Arnhem.In Britain, both squadrons were based atMatlaske airfield as part of the Australian Wingand became part of the Air Defence of GreatBritain (ADGB). The main task of the Australianairmen was to attack V-1 and V-2 weaponlaunchers in the Netherlands. Occasionally, theywere tasked with fighter sweeps or escortingbombers, but their primary mission was groundattacks, targeting train transports or armouredpersonnel carriers. The Australians no longerclashed with enemy airmen, their mainadversary was German flak.The Wing was led by former No. 453 SquadronRAAF commander, W/Cdr Donald G. Andrews,who had previously served with RAF SquadronsNo. 615, 245, and 175. He served with AustralianNo. 453 Squadron until May 1944 and wasawarded the DFC for his performance. After anoperational hiatus, he assumed command ofthe Australian Wing in February 1945. Despiteincorporating his old No. 453 Squadron into it,he also deployed pilots from No. 451 Squadroninto combat. He later recalled that withinten days, German flak shot down two of hiswingmen, fortunately with both airmen escapingsafely. Records from both squadrons, however,indicate that malfunctions and accidents werethe primary causes of Spitfire losses.In April 1945, the Australian Wing primarilyescorted British bombers on daytime operationsover northern Germany. An exception wason April 11, during a raid by about a hundredHalifaxes on Bayreuth railway station. Andrewspersonally led the wing in this action, butexecuting the escort was challenging asbomber crews struggled to maintain formation.This raid marked the third attack on the city inApril 1945, resulting in the destruction of abouta third of its buildings. American troops enteredBayreuth on April 14, 1945.The final ceremonial task of the AustralianWing was to provide escort by No. 453 Squadronfor Queen Wilhelmina of the Netherlands onher return to her homeland on May 2, 1945.Following the end of the war in Europe, theWing relocated to bases in Germany.Andrews's personal Supermarine SpitfireLF Mk XVI, TB520, adorned with fuselagedesignation DGA and Gremlin emblem, remainedin service for nearly two more years after thewar's conclusion. It was transferred to No. 183Squadron RAF at Wunsdorf in mid-June 1945.A few weeks later, the Spitfire was sent to theUK to join No. 587 Squadron of the RAF. After thesquadron disbanded in June 1946, ownershipof Andrews's former aircraft passed toNo. 691 Squadron. Unfortunately, the Spitfiresustained irreparable damage during take-offat Middle Wallop airfield in Hampshire on March24, 1947.Illustration: Piotr ForkasiewiczAustralian Mark SixteensText: Jan BobekINFO Eduard55July 2024Page 56
BOXART STORY #84201Throughout most of its existence,Jagdgeschwader 5 operated over variousregions of northern Europe. Its Stab, I., II.,and III. Gruppe equipped with Bf 109E, F andGs based in northern Finland, fought mostlyagainst elements of the Soviet air force in thearea of Murmansk. It’s IV. Gruppe operated mostlyfrom bases in Norway and often against aircraftof the RAF and on occasion with the Fleet Air Arm.Besides the aforementioned Jagdgruppen underJG 5, there were also two other autonomousStaffeln with twin-engined Messerschmitt Bf 110and Fw 190A fighter-bombers.Jagdgeschwader 5 was quickly nicknamed‘Eismeer’, (meaning ‘Ice Sea’), an obviousreference to their theatre of operations. Theirmost successful period was through 1942 and1943 while operating against the Soviets. Thenumber of kills attained by JG 5 pilots wasapparently in the neighbourhood of 2700 (thoughsome sources put the number as high as 3200).Among JG 5's top fighter pilots were two airmenwho achieved over 200 victories during their timewith the unit. These were Theo Weissenberger,who achieved a total of 208 victories, andHeinrich Ehrler, whose score stood at 204 kills.Aerial combat in this part of Europe waschallenging not only because of the climaticconditions but also due to other factors, such asthe position of the sun during the Polar Day, whenthe sun does not set and can be seen just abovethe northern horizon at night. If aerial combattook place over the sea, an aviator's prospectsfor rescue in the event of a surface landing werepoor, even during the summer months.This box art by Antonis Karydis depictspart of an aerial encounter that took place onJuly 20, 1943, at 10:30 pm near Vardø, Norway.Hptm. Heinrich Ehrler played a key role in thisengagement, for which he was awarded the OakLeaf Cluster to the Knight's Cross.A German convoy was sailing near Vardø, andthe Soviets attempted to attack the vesselsseveral times throughout the day. The last raidwas carried out by eight Shturmoviks from the46th ShAP based at Vaenga airfield. The firstfour were led by regimental commander Maj.Mikhailov, and the second group was led byCapt. Kalichev. The escort for the first groupwas provided by Airacobras from the 255thIAP SF, and the second group was protectedby Hurricanes from the 78th IAP. The Sovietformation took off at 22:36 Soviet time, but oneof the Shturmoviks had to turn back due toengine problems. Mikhailov's formation attackedthe German vessels at 23:28 and reported twohits. Kalichev's group, reduced to three aircraft,attacked artillery positions on the Norwegiancoast near Kiberg.At that moment, enemy pilots flyingMesserschmitt Bf 109 Gs from II./JG 5, who hadtaken off from nearby Kirkenes, were already inthe target area. The Soviet fighters claimed tohave downed five aircraft, which they identifiedas Fw 190s, but the Germans appear to havesuffered no losses in this engagement. ThreeHurricanes were shot down in the battle, andnone of the pilots survived. Another Hurricanecrashed during the return. In this engagement,Ehrler, as commander of 6./JG 5, claimed twoHurricanes as his 111th and 112th victories. SomeHurricanes, possibly as many as five, wereclaimed by other airmen of II./JG 5.Ehrler took command of III./JG 5 in 1943 andbecame Kommodore of the entire JG 5 in mid-1944. However, his career was ruined by theRAF raid on the battleship Tirpitz on November12, 1944. Mistakes and misunderstandings onthe part of command of both the Kriegsmarineand aerial ops resulted in JG 5 not being toldwhere 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 sentenceof the classic show trial, three years’ detention,was reported by the BBC a day before it waspublished, no less!Thanks to the activities of Ehrler’s subordinates,it became possible for Hitler to step in and havethe sentence reduced to three months. At thesame time, Ehrler was allowed to return tothe front. Theo Weissenberger took him underhis protective wing to JG 7, equipped with theMe 262. With this unit, Ehrler died in combat inApril, 1945. According to witnesses who heard hisfinal words, his death was the result of a suicideramming attack of an American B-24 Liberator.The majority of the responsibility for the chaosduring the defence of the Tirpitz lies on theshoulders of the command of air operations inNorway, who was no other than GeneralleutnantEduard Ritter von Schleich, a veteran of the FirstWorld War and good friend of Goering’s. Threedays after the sinking of the Tirpitz, Goeringquietly moved him behind the scenes.Text: Jan BobekIllustration: Antonis KarydisIce SeaINFO Eduard56July 2024Page 57
#84102BOXART STORYOne of the legendary fighter pilots of II./JG 52,"Heino" Sachseberg, was retrained from flyingthe Bf 109 to the Me 262 after achieving his 104thvictory in the spring of 1945. His final unit wasGalland's Jagdverband 44 equipped with Me 262jets.The jet powered Me 262 were most vulnerableduring take-off and landing. Aircraft of JV 44were no different, because during low speeds,the Me 262 was more difficult to control, and thethrottle had to be treated with a gentle respect,or the result could be a stalled engineor a fire. During the final phases of the war,it was standard practice for jet aircraft to becovered by piston engined planes during thesecritical flight phases. As a result, JV 44 organizeda protective flight using Fw 190 Ds under theleadership of Heino Sachsenberg.Sachsenberg was a logical choice. He certainlydidn’t lack bold nerve, and he had several year-long experience fighting fast flying enemyfighters at low altitudes. His pilots also had tocontend with another danger - friendly groundfire. According to the memoirs of JohannesSteinhoff,a good chunk of crews of the anti-aircraftartillery at Riem were women. There was no realeffort to distinguish between friendly and enemyaircraft. The Me 262 did enjoy relative security inthis respect due to its distinctive silhouette andengine noise. Perhaps this was why the bottomsurfaces of the Doras of JV 44 were painted redon the bottom, with white stripes.The duties of Sachsenberg’s protective flightwere largely improvised. His pilots couldn’tcommunicate directly with the pilots of thejet powered Me 262s. They simply took off andcircled the field at low altitudes until the Me 262swere safely on their way. Usually, there weretwo 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 theMesserschmitts. This left their colleagues in theMe 262s to land without the protective cover anddependant on their skill, luck and field AAA.Galland himself was victim of this practice.On April 26, 1945, he crashed at Riem withinjuries and a damaged aircraft. There was noone in the air to cover him. Sachsenberg’s -190swere covered in their shelters at the northernedge of the air field, and his pilots weren’t tooclose 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 squaresymbol with a red ring and a specific slogan. Theinscription was very personal and the authorshipwas 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 Sachsenbergunderstood each other quite well, and on hisaircraft he reiterated the inscription fromhis aircraft as far back as 1940. Another twopilots who flew with Sachsenberg (and wereconfirmed by JV 44 documentation) were Lt. KarlH. Hoffmann and Hptm. Klaus Faber (2 victoriesand a JG 27 veteran). The fifth member of thisflight was not Fw. Bodo Dirschauer, as previouslystated, but Maj. Wilhelm Steinmann, a holder ofthe Knight's Cross with 44 victories.The protection flight over Riem engagedAmerican pilots only a few times, but details arenevertheless lacking. During the evacuation ofthe base, two Focke-Wulfs were left behind, theremainder were to move to Ainring at Salzburg.It appears that only two made it, and the thirdwas found at the end of the war at Bad Aibling.JV 44 always reported having five Fw 190 D-9sand Fw 190D-11s. Klaus Faber recounted afterthe war ferrying Red ‘13’ from Ainring to BadAibling. On the way, he met a group of Mustangsand Thunderbolts, and reportedly shot downone, maybe two of them. He was also to delivera supply of whiskey back to Ainring. Capitulationfound JV 44 at Ainring, at Salzburg and Innsbruck.Her members found their way home fairly quickly.Note: This text is a slightly edited excerptfrom Sachsenberg's biography, published inINFO Eduard 11/2010. A biography of his uncle,WWI naval fighter Gotthard Sachsenberg, can befound in INFO Eduard 04/2021.Illustration: Antonis KarydisRed DorasText: Jan BobekINFO Eduard57July 2024Page 58
#8286Spitfire Mk.XVI High Back1/48The ProfiPACK edition kit of British fighter aircraft Spitfire Mk.XVIin 1/48 scale. It is possible to built either the Spitfire Mark Sixteenwith standard canopy or with high back from the kit.plastic parts: Eduardmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 07/2024INFO Eduard58July 2024Page 59
TB752, S/Ldr Henry Zary, CO of No. 403 Squadron, B.114 Diepholz, Germany,April–May 1945SM403, F/O Gordon M. Hill, No. 416 Squadron, B.56 Evere, Belgium, December 1944The Spitfire serial number TB752 was built byVickers-Armstrong at the Castle Bromwichfactory with elliptical wingtips and was handedover to No. 33 Maintenance Unit RAF Lynehamon February 21, 1945. The first combat unit withwhich TB752 served was No. 66 Squadron in March1945, where it received the fuselage code LZ-F.On March 25, 1945, it suffered damage to its wingand propeller during an emergency landing, whichwas repaired by No. 409 RSU. On April 19, 1945, therepaired TB752, this time with clipped wingtips,was transferred to a new operational combat unit,No. 403 Squadron. There it received the codesKH-Z and became the favorite aircraft of No. 403Squadron commander S/Ldr Henry Zary. On hisvery first flight with TB752, Zary shot down oneBf 109 on April 21, scoring five confirmed victoriesand becoming an ace. On April 25, he destroyedone Me 262 and one Ju 88 during strafing attackon German airfield with TB752. Other No. 403Squadron pilots achieved notable successes inthe cockpit of TB752 in the last days of the war.For example, on April 25, P/O D. Leslie shot downone Fw 189, on May 1 F/O R. Young shot down anFw 190 and on May 3 F/O Fred Town sent downa He 111. Shortly after the war, the TB752 propellercone received a red, white and blue paint job andthe code letters KH-Z were given black outlines.In 1955 TB752 was moved to Manston where itstood for many years on a pedestal at the airportentrance gate. In 1978 the Medway branch of theRoyal Aeronautical Society offered to refurbish itand on July 7 was TB752 transferred to RochesterAirport. On September 15, 1979, followinga successful refurbishment, TB752 returnedto Manston in the livery of No. 403 Squadron.In mid-December 1944, No. 416 Squadron wasrearmed from Mk.IX Spitfires to the all-newMk.XVIE ones. One of the first of the newlydelivered Spitfires was an aircraft with serialnumber SM403 with a shortened wingspan,which subsequently received the code lettersDN-S. When SM403 was taken by F/O GordonHill for a flight test to see how the new Spitfireperformed, the name “Sweet Sixteen” stuck withhim upon landing and he had it painted on thetank cover of his new Spitfire by ground staff.According to his personal recollections, the“Sweet Sixteen” was his favorite Spitfire. Hill’sfirst combat mission with the new SM403 wasa patrol of twelve “Sixteen’s” on ChristmasDay 1944 over the Malmedy-Houffalize area.By December 31, 1944, No. 416 Squadron hadflown 73 combat sorties on patrols and sweepsand claimed a kill on an Fw 190. By the end ofWorld War II, No. 416 Squadron had then flown2,040 combat sorties with its “sixteens” as partof No. 127 Wing, adding to its wartime total of75 confirmed kills the amount of enemy groundequipment destroyed.KITS 07/2024INFO Eduard59July 2024Page 60
TB349, F/Lt Malcom J. Gordon, No. 421 Squadron, B.90 Petit Brogel, Belgium,February–April 1945RR227, S/Ldr Otto Smik, No. 127 Squadron, B.60 Grimbergen, Belgium, November 1944Malcolm “Mac” Gordon was very proud of hisSpitfire which bore a long unintelligible inscription“Chinawattakamapoosekinapee” on the left sideof the engine cowling. The story of this strangeinscription took place one evening over a fewbeers when Mac and Bill Marshall decided to comeup with a name for Mac’s Spitfire. As the night woreon and the beer consumption increased, the namegot longer and longer. The red Indian emblemon the left side of the engine cowling depictsthe logo of the McColl Frontenac Oil Company,which sponsored No. 421 Squadron. “Mac” Gordonachieved a total of five kills during his wartimecareer in the cockpit of several Spitfires withNos. 403 and 421 Squadron and received the DFC.When No. 127 Squadron was rearmed withSpitfires Mk.XVI in early November 1944, Otto SmikDFC became its new commander on November13. He had the honor of becoming one of onlythree Czechoslovaks to command a Britishsquadron. Unfortunately, Smik’s command wasshort-lived. He was shot down by anti-aircraftartillery during an attack on Zwolle stationon November 28, 1944 and did not survive anemergency landing with his difficult-to-controlaircraft. Smik chose the serial number RR227as his personal Spitfire for No. 127 Squadron.Unfortunately, the appearance of his aircraft isnot documented photographically. Earlier sourcesstate that the fuselage designation may havebeen 9N-B or 9N-R, but new research confirmsthat both the fuselage letters B and R were wornby Spitfires of a different serial number at thetime. Among the first newly delivered Spitfires toNo. 127 Squadron after Smik’s death was anaircraft that received the letter N. It is thusvery likely that Smik also took his favoriteletter N for No. 127 Squadron as he did duringhis time in the ranks of Czechoslovak No. 310and No. 312 Squadrons. Smik also painted thesymbols of kills on his planes in various forms,the flag of the Squadron commander cannot becompletely ruled out, nor can the presence ofthe Czechoslovak cockade. S/Ldr Otto Smik wasthe most successful Czechoslovak pilot fightingin Spitfires, in their cockpits he achieved elevenconfirmed kills of enemy aircraft and destroyedthree V-1 missiles.KITS 07/2024INFO Eduard60July 2024Page 61
F/Lt Gordon M. Braidwood, No. 322 Squadron, B.106 Twente, Netherlands, April 1945TB520, W/Cdr Donald G. Andrews, CO of Coltishall Wing, RAF Matlaske,United Kingdom, March–May 1945No. 322 Squadron was formed at Woodvale in June1943 by renumbering No. 167 squadron, which hadin its staffing a high proportion of Dutch pilots.In December 1943 it moved south to Hawkingewith its Spitfires Mk.V. In March it moved toAcklington where it was rearmed with the all-new and powerful Spitfires Mk.XIV with Griffonengines. As part of the West Malling Wing, the unitwas deployed during the V-1 missile offensiveagainst southern England in early June, and bythe end of August the pilots of No. 322 Squadronhad succeeded in destroying 108.5 V-1 missiles.When the threat ended in August, the unit wasrearmed to Spitfires LF Mk.IX. Rearmament toSpitfires Mk.XVIe followed in November, andin early 1945 the unit moved to Belgium to jointhe Norwegian No. 132 Wing. Here, as part of the2nd TAF, it mostly carried out support attacks onGerman ground and air equipment until the endof the war. One of the most successful pilots wasBritish A Flight Commander, F/Lt G. M. Braidwood,who was credited with five aircraft destroyed andseven damaged while strafing German airfields.Australian “Don” Andrews, a native ofQueensland, joined the RAAF in November1940. He trained in Canada and sailed to the UK.In November 1941 he was posted to No. 615 (Countyof Surrey) Squadron and six weeks later toNo. 245 (Northern Rhodesia) Squadron, withwhich he remained until July 1942 when he joinedNo. 175 Squadron as Squadron Leader. He was thentransferred to No. 453 (RAAF) Squadron wherehe initially commanded A Flight and in Septembertook over the whole Squadron and receiveda 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 Wingin February 1945 as supernumerary, supervisingtwo Australian Spitfire squadrons (Nos. 451 and453 Squadron). In April he was given command ofthe Biggin Hill Wing. He left the wing in June, wasrepatriated in September and retired from RAFservice in April 1946. During his wartime careerhe achieved one confirmed kill, one probablekill and damaged three enemy aircraft. All hispersonal aircraft were decorated with a drawingof a “Gremlin” figure holding a sign on the nosereading “You Have Been Warned”.Recommended: forSpitfire Mk.XVI High Back 1/48FE1223 Spitfire Mk.XVI seatbelts STEEL (PE-Set)648307 Spitfire Mk.XVI top cowl (Brassin)3DL48041 Spitfire Mk.XVI SPACE (3D Decal Set)OVERTREES#8286XPro SpitfireMk.XVI High Back1/48Product pageOVERLEPT#8286-LEPT1Pro SpitfireMk.XVI High Back1/48Product page#648307KITS 07/2024INFO Eduard61July 2024Page 62
#84201Bf 109G-6 Erla1/48The 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: Eduardmarking options: 4decals: EduardPE parts: nopainting mask: noresin parts: noProduct pageKITS 07/2024INFO Eduard62July 2024Page 63
Bf 109G-6, Hptm. Heinrich Ehrler, CO of 6./JG 5, Alakurtti,Finland, July 1943Bf 109G-6/R6, WNr. 15367, Oblt. Herwig Zuzic, CO of 8./JG 1,Leeuwarden, the Netherlands, July 1943Heinrich Ehrler began his military career in 1935with the anti-aircraft artillery and fought in theSpanish Civil War as a member of 3.F/88. Hecompleted fighter training in early 1940 and wasassigned to 4./JG 77, which was later redesignated4./JG 5, based in Norway. In late May 1942, Ehrlerwas transferred to 6./JG 5 at Petsamo and becameits commander in August. He achieved his 100thvictory on June 8, 1943. During this period, he flewa Bf 109G-6 Yellow 12 in Erla factory camouflage,with the symbols of his aerial victories painted onthe left side of the rudder. As the Kommodore ofJG 5, Ehrler was responsible for cover of theTirpitz battleship, which was anchored in Norway.After its sinking, he was wrongly convicted,but the sentence was commuted. On February27, 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 andrammed a third. According to witnesses whoheard Ehrler’s last words, he carried outa suicide attack. His number of victories thusstopped at 208, and for these achievements,he was decorated with the Knight’s Cross withOak Leaves.Herwig “Lauser” Zuzic was born on June 23, 1917,in Oberweissburg, Austria. During OperationBarbarossa, he flew with 4./JG 77. On September24, 1941, flying his Bf 109E-4 he collided withOfw. Eugen Wintergest’s Bf 109E-7 to the northof Perekop. Both pilots were captured by theSoviets and used in propaganda efforts toconvert Luftwaffe pilots to the Soviet Air Force.After a few months, they were dropped off inRomania as agents. They immediately reportedto the German authorities, were reinstatedinto Luftwaffe service, but withdrawn fromthe Eastern Front. In early 1943, Zuzic servedat the rank of Oberleutnant with IV./JG 1 and inMarch 1943 was appointed commander of 8./JG 1.He had 13 kills from the Eastern Front painted onthe left side of the rudder of his Bf 109G-6 Black1. His 14th and last victory came on July 27, 1943,when he shot down a B-17. On August 19, 1943, hecollided mid-air with another Bf 109G-6 during anair battle over Zuidzande and was killed.KITS 07/2024INFO Eduard63July 2024Page 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: forBf 109G-6 Erla 1/48Bf 109G-6, WNr. 15909, Hptm. Gerhard Barkhorn, CO of II./JG 52,Anapa, the Soviet Union, September 1943Bf 109G-6/R6, WNr. 26048, Oblt. Friedrich Brock, 8./JG 54,Ludwigslust, Germany, January 1944The personal aircraft of Gerhard Barkhorn, whowas CO of II./JG 52, was manufactured by the Erlafactory. At least a part of Erla G-6 productionutilized the cowling designed for the G-5 versionwith an additional small bump on the right side.The name “Christl” is a reference to Barkhorn’swife Christa. The black double chevron identifiesthe aircraft of the Gruppe CO. Barkhorn achieved301 aerial victories during WWII, all of them asa member of JG 52. This makes him secondamong German fighter aces. His first victim wasdowned on July 2, 1940 and the last on January5, 1945. In 1945, Barkhorn became the CO of JG 6and flew Me 262 jet fighters as a member of JV 44shortly before the German surrender. In the postwar era, he joined Bundesluftwaffe. Barkhornwas awarded the Knight’s Cross on August 23,1942 with Oak Leaves (on January 11, 1944) andSwords (on March 2, 1944).Friedrich Brock was born on May 6, 1916, inPerlach. In August 1939, he began his trainingat the Schule/Flieger-Ausbildungs-Regiment23 in Kaufbeuren. In November 1940 he transferredto Flugzeugführerschule A/B 63 in Marienbad.In March 1942 he joined Jagdfliegervorschule3 in Vienna-Schwechat and completed hisfighter pilot training on November 12, 1942, withErgänzungs-Jagdgruppe Ost in France. His firstcombat 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 defendnorthern Germany. Brock achieved his first killthere on June 13, 1943. Later he was shot downseveral times during fights with American B-17sand was seriously wounded on April 8, 1944. HisBlack 8 aircraft bore all the identifying featuresof the period, i.e., the 8./JG 54 emblem on thenose, the III./JG 54 emblem under the cockpitand a blue identification stripe on the rear. Flyingthis aircraft, Uffz. Günther Sahl was shot downand killed on April 9, 1944. After his recovery,Friedrich Brock became the operations officerof III./JG 54 (later renamed IV./JG 26) in October1944 and did not fly combat missions anymore.In May 1945 he was captured and after hisrelease in September 1945 he devoted himselfto his profession as a dentist. He died on May 3,1994, in Berlin.KITS 07/2024INFO Eduard64July 2024Page 65
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WNr. 600424, Lt. Heinz Sachsenberg, München-Riem, Germany, April-May 1945WNr. 210194, Fw. Werner Hohenberg, Stab I./JG 2, Merzhausen,Germany, January 1, 1945Lt. Heinz Sachsenberg (104 victories) was the COof Platzschutzschwarm. The aircraft assigned toSachsenberg carried the inscription ‘Verkaaft’smei Gwand, I foahr in himmel’, which is a Bavarianproverb ‘sell my shroud, I am leaving for Heaven’.The font was Schwab, which was popular at thetime. Sachsenberg, holder of the Knight’s Cross,came from an aviation family. His uncle Gotthardwas an World War I ace and holder of Pourle Mérite, as he shot down 31 enemy aircraft.Heinz’s brother, also named Gotthard, flew a nightfighter with NJG 3 and shot down two Britishbombers 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 fledto Austria at the end of April 1945.Fw. Werner Hohenberg, took part in the raid onSt. Trond airport flying as a part of the I./JG 2 staffflight of commander Franz Hrdlicka. During thissortie Hohenberg´s aircraft was hit in the tailsurfaces and on return the engine of his aircraftwas hit by the anti-aircraft gun projectiles. At 9:35he force-landed at Dorff village and spent therest of the war in captivity. The B Battery of the430th AAA Batalion was credited with shootinghim down. Hohenberg’s Dora sports a typicalSorau factory camouflage in RLM 75/81/76 on thefuselage and also on the wings. The spiral waspainted on the front part of the propeller spinneronly. Stripes on the rear fuselage indicate JG 2deployment in the Reich Defense role.KITS 07/2024INFO Eduard66July 2024Page 67
WNr. 210909, Maj. Gerhard Barkhorn, Stab JG 6, Welzow,Germany, February 1945WNr. 210003, Oblt. Hans Dortenmann, 12./JG 26, Germany, 1945The personal aircraft of Gerhard Barkhorn, thenew CO of JG 6 at the time, was manufactured bythe Focke-Wulf factory in Sorau. The name ‘Christl’is a reference to Barkhorn´s wife Christa. Markingon the fuselage identifies the Geschwader’s COaircraft. Barkhorn achieved 301 aerial victoriesduring WWII, all of them as a member of JG 52,putting him in second place among German fighteraces. His first victory was achieved on July 2, 1940and the last on January 5, 1945. In 1945, Barkhornbecame the CO of JG 6 and flew Me 262 jet fightersas a member of JV 44 shortly before the Germansurrender. Barkhorn was awarded the Knight´sCross 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 andKnight's Cross holder, noted in his memoirs thathe used Dora WNr. 210003 as a personal mountfrom September 1944 to the end of hostilities.He personally destroyed her to avoid falling intoenemy hands at the end of the war. At first, duringDortenmann´s service with III./JG 54, the airplanewas marked 'Red 1'. In late February III./JG 54 wasredesignated IV./JG 26, and Dortenmann wasappointed Staffelkapitän of 12./JG 26. His Dorabecame 'Black 1'. The White-Black band appearedon the tail as well as IV. Gruppe‘s wave. Accordingto Dortenmann´s memoirs, the original RLM 74/75camouflage scheme was changed to RLM 81/82,but the reason for re-painting remains unknown.A new style blown canopy was installed insteadof the original flat one. The vertical part of the tailunit 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: forFw 190D-9 1/48#648757KITS 07/2024INFO Eduard67July 2024How 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?KITSJakub NademlejnskýIn this workflow article,I will cover the most basicmodeling procedures andtechniques, presentingthe tools that helpwith usual activitiesevery modelershould master. For thisdemonstration, I've chosenthe new P-51B/C 1/48 scale kit,which includes several features for easyassembly, such as the parts being connectedto the sprues from the bottom, making it especiallybeginner-friendly.Experienced modelers might initially see this articleas unnecessary, but I recommend reading it nonetheless.Repetition is the mother of wisdom!Part I-The BasicsThe photo shows all the toolsI use to build the model.I use two types of nippers.The blue-handled nippershave cutting blades onboth sides and are moresubstantial, making thembetter for splitting bulkierframes or massive spruesthat are hard to access.Comparison of frame cuts: onthe left is the frame cut withthe single cuttingblade nippers,and on the right with the twocutting-blade nippers. Thesingle cutting-blade makesa straight cut, while two cutting-blades tend to chip the plastic.The red-handled nippers haveonly one cutting blade anda flat blade, and when usedon frame sprues, they cleanlycut through in one go. Note,I always position the flat bladeagainst the plastic part.INFO Eduard68July 2024Page 69
KITSA piece of the cockpit floor part cut with singlecuttingblade nippers. The photo shows thebottom sprue stumps on the part.Here, the sprue stumps on the bottom of the cockpit floor arevisible.I'll cut these sprue stumps off with singlecutting-blade nippers.I sand the spots clean after cutting. Alternatively, I can clean the part witha straight-bladed scalpel...or a round-bladed scalpel.When handlingsmall parts,I use straighttweezers. I don'thold the part tootightly to avoid itslipping out of thetweezers.I place the control stick on thecockpit floor in the slot where theinstructions 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 brushto the joint between the stick and the floor.INFO Eduard69July 2024Page 70
The joint dries within 5 seconds. Any excess glue will disappear afterthe first coat of primer or paint.Here, I used Mr. Cement S glue to glue the tank, which driesa 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 onthe wing halves. Again, I cut them off with singlecutting-blade nippers...KITSINFO Eduard70July 2024Page 71
For gluing fuselage halves or wings, I always dry-fit the parts together and flatten themto make the joint as clean as possible.To glue the wing halves together, I decided to useMr. Cement SP B, which is Mr. Cement SP glue tintedblack. The color allows me to see where the gluehas been applied....and sand the stumps fromthe sprues with a coarse file.KITSINFO Eduard71July 2024Page 72
Caution: when using solvent glues, always keep your fingerswell away from the glued joint......otherwise, your fingers will etch the surface of the wing.I then sand the glue marks carefully witha file.I restore the panel lines that were lost during sanding and gluing with a razor saw.I restore the panel lines on the leadingedge of the wing, one at a time from bothhalves of the wing.Another option is to use a chisel, whichI place in an existing engraved line and pullbackward to complete the new engraving.When sanding, I move the file according to theshape of the leading edge of the wing to keepits shape.The wing is then sanded and polishedwith fine files or sandpaper of 1000, 1200,and finally 1500 grit.I place the saw in the existing lines and, with slowforward strokes, restore the lost panel lines.KITSINFO Eduard72July 2024Page 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 nodifference after applying a primer surfacer or paint.Lost rivets are restored with a phonograph needle fixed in a holder.To be continued...KITSINFO Eduard73July 2024Page 74
BRASSINLööK set - Brassin pre-painted dashboard and STEELseatbelts for A-20J/K in 1/32 scale. Easy to assemble,replaces plastic parts. Recommended kit: HKMSet contains:- 3D print: 2 parts- resin: 3 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboard and STEELseatbelts for F4U-2 in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: Magic FactorySet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no634046A-20J/K LööK1/32 HKM644265F4U-2 LööK1/48 MAGIC FACTORYProduct pageProduct pageINFO Eduard74July 2024Page 75
644273B-26B Marauder LööK1/48 ICMLööK set - Brassin pre-painted dashboard and STEELseatbelts for B-26B Marauder in 1/48 scale. Easy toassemble, replaces plastic parts. Recommended kit: ICMSet contains:- 3D print: 2 parts- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noBRASSINCollection 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 wheels644274P-47D-30 LööKplus1/48 MINIARTProduct pageProduct pageINFO Eduard75July 2024Page 76
BRASSINCollection 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 wheelsCollection 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 wheels674010Bf 109G-6 LööKplus1/72 Eduard674011Bf 109F LööKplus1/72 EduardProduct pageProduct pageINFO Eduard76July 2024Page 77
BRASSINBrassin set - fuel drop tanks for P-51B or P-51Cin 1/48 scale. The set consists of 2 tanks. Made bydirect 3D printing. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- 3D print: 6 parts- decals: yes- photo-etched details: no- painting mask: noBrassin set - engine for P-51B or P-51Cin 1/48 scale. The cowlings are included.Recommended kit: EduardSet contains:- resin: 55 parts- decals: no- photo-etched details: yes- painting mask: no6481004P-51B/C engine1/48 EduardProduct pageProduct page6481005P-51B/C 75gal drop tank early PRINT1/48 EduardINFO Eduard77July 2024Page 78
6481009P-51B/C/D seat Type 3 PRINT1/48 Eduard672358P-51D exhaust stacks PRINT1/72 EduardBRASSINBrassin set - pilot seat for P-51B or P-51Cor P-51D in 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noBrassin set - exhaust stacks for P-51D in 1/72 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noProduct pageProduct pageProduct pageINFO Eduard78July 2024Page 79
BRASSINBrassin set - propeller for P-51D in 1/72 scale. Madeby direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 3 parts- resin: 4 parts- decals: no- photo-etched details: no- painting mask: no672361P-51D Hamilton Standard propeller PRINT1/72 EduardBrassin set - exhaust stacks for P-51D in 1/72 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no672359P-51D exhaust stacks w/ fairing PRINT1/72 EduardProduct pageProduct pageINFO Eduard79July 2024Page 80
BRASSINBrassin set - propeller for P-51D in 1/72 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 3 parts- resin: 4 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - cockpit for P-51D-5in 1/72 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 21 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: no672363P-51D-5 cockpit PRINT1/72 Eduard672362P-51D Hamilton Standard propeller uncuffed PRINT1/72 EduardProduct pageProduct pageINFO Eduard80July 2024Page 81
BRASSINBrassin set - the undercarriage wheels for P-51Din 1/72 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes672366P-51D wheels diamond tread1/72 EduardProduct pageBrassin set - the undercarriage wheels for P-51Din 1/72 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes672367P-51D wheels oval tread1/72 EduardProduct pageINFO Eduard81July 2024Page 82
BRASSINBrassin set - the undercarriage wheels for P-51Din 1/72 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - pilot seat for P-51D in 1/72 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no672372P-51D seat PRINT1/72 Eduard672368P-51D wheels cross tread1/72 EduardProduct pageProduct pageINFO Eduard82July 2024Page 83
www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts and also discount on various other non-Eduard products. Fixed, permanent, forever!Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese events.Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode(used for event discounts). This exclusive T-shirt will be only availableto the members of BFC.Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.That means lot of fun at E-day for two days and entry kit, absolutely free!* E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (undercarriage wheels, cockpit, exhaust nozzle, FOD).How to become a member of BFC?How to become a member of BFC?Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72Page 84
BRASSINCollection of 6 sets of tools for German WWIIAFV in 1/35 scale.- pickaxes- crowbars- wire cutters- shovels- axe- hammerAll sets included in this BIG SIN are available separately, butwith every BIG SIN set you save up to 30 %.SIN635001WWII German tool set1/35Product pageINFO Eduard84July 2024Page 85
BRASSINCollection of 4 sets for F-16C Block 42 in 1/48 scale.Recommended kit: Kinetic- cockpit- undercarriage bays- undercariage wheels- exhaust nozzleAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648127F-16C Block 42 till 20051/48 KineticProduct pageINFO Eduard85July 2024Page 86
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Dunstable Business Centre, Office Suite No.2, Blackburn Road, Houghton Regis, Bedfordshire LU5 5BQTel: +44 (0)1582 668411, Email: kim@guidelinepublications.co.ukAll 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 allorders. Overseas readers pay postage at air mail printed paper rate.Warpaint on the webFor more information and secure ordering please visit:www.guidelinepublications.co.uk1 Bristol Beaufighter £13.002 Blackburn Buccaneer £13.003 Junkers Ju 87 Stuka £13.004 North American F-100 Super Sabre £13.005 Hawker Typhoon £13.006 Avro Shackleton £14.007 Junkers Ju 88 £13.008 Hawker Hunter £17.009 Grumman F4F Wildcat/Martlet £13.0010 Vickers Wellington £13.0011 de Havilland Sea Vixen £13.0012 Fairey Swordfish £15.0013 Focke Wolfe Fw 200 Condor £14.0014 BAC Lightning £18.0015 Short Stirling £14.0016 Hawker Sea Fury £13.0017 Gloster Javelin £14.0018 Douglas Skyraider £14.0019 de Havilland Hornet and Sea Hornet £14.0020 Supermarine Seafire (Griffon engine) £15.0021 Armstrong Whitworth Whitley £14.0022 Gloster Meteor £20.0023 Fairey Gannet £15.0024 Dornier Do 217 £14.0025 Short Sunderland £14.0026 Bristol Blenheim £15.0027 de Havilland Vampire £20.0028 Fairey Firefly £17.0029 Hawker Sea Hawk £15.0030 Avro Vulcan £16.0031 RAF/RN Phantoms £17.0032 Douglas A-20 Boston/Havoc £17.0033 Heinkel He 177 £14.0034 Avro Lincoln £16.0035 Fairey Barracuda £15.0036 Handley Page Victor £16.0037 Gloster Gladiator £17.0038 Republic F-105 Thunderchief £15.0039 Supermarine Walrus £13.0040 Canadair/Commonwealth Sabre £16.0041 Fairey Fulmar £15.0042 Boulton Paul Defiant £13.0043 Lockheed F-104 Starfighter £18.0044 de Havilland Venom £15.0045 Martin B-57 Canberra £16.0046 Handley Page Halifax £17.0047 McDonnell F-101 Voodoo £15.0048 Westland Lysander £15.0049 Fiat G.91 £15.0050 Bristol Beaufort £15.0051 Lockheed Neptune £16.0052 Fairey Albacore £15.0053 Avro Anson £16.0054 Westland Whirlwind F.Mk I £13.0055 Hawker Tempest £14.0056 Blackburn Firebrand £14.0057 Handley Page Hampden £14.0058 Supermarine Swift £14.0059 Lockheed Hudson £14.0060 English Electric Canberra £20.0061 Savoia Marchetti S.79 Sparviero £14.0062 Handley Page Hastings £14.0063 Vickers Valiant £14.0064 Convair F-102 £15.0065 Westland Wessex £17.0066 Bristol Bulldog £13.0067 Folland Gnat and Ajeet £13.0068 Bristol Brigand £13.0069 Martin B-26 Marauder £14.0070 Vought Corsair £18.0071 Armstrong Whitworth 650/660 Argosy £14.0072 Vickers Supermarine Merlin Seafire £14.0073 North American B-25 Mitchell £15.0074 Hawker Siddeley Harrier £17.0075 BAe Sea Harrier £15.0076 Grumman Tracker/Trader/Tracer £17.0077 Curtiss P-40 £15.0078 Aer Macchi C.202-205 Folgore-Veltro £15.0079 Consolidated PBY Catalina £17.0080 Saab Draken £17.0081 Junkers Ju 52 £14.0082 BAC Jet Provost £17.0083 Fairey Battle £17.0084 Grumman F6F Hellcat £18.0085 Supermarine Scimitar £15.0086 Vickers Wellesley £15.0087 Grumman Avenger £18.0088 Lockheed T-33A £15.0089 Avro Lancaster £18.0090 Boeing B-17 £18.0091 Mikoyan-Gurevich MiG-21 'Fishbed' £27.0092 Grumman HU-16 Albatross £17.0093 Messerschmitt Me 262 £15.0094 Supermarine Attacker £15.0095 Westland Sea King £18.0096 Consolidated B-24 Liberator £27.0097 North American RA-5C Vigilante £18.0098 Avro York £17.0099 McDonnell Demon £17.00100 Republic F-84F and RF-84F £20.00101 de Havilland D.H.82 Tiger Moth £16.00102 Convair B-36 £16.00103 Avro Manchester £14.00104 General Dynamics F-111 & EF-111A £20.00105 Sopwith Pup £14.00106 Sikorsky S-55/H-19 & Westland Whirlwind £18.00107 Ilyushin Il-2 ‘Sturmovik’ £15.00108 Martin Mariner and Marlin £17.00109 Douglas C-54/R5D Skymaster & DC-4 £21.00110 Westland Scout & Wasp £16.00111 Vought OS2U Kingfisher £16.00112 Douglas A3D Skywarrior £20.00113 Panavia Tornado ADV £17.00114 McDonnell F-4 Phantom II £25.00115 Armstrong Whitworth Albemarle £14.00116 Hawker Fury and Nimrod £17.00117 Douglas F4D/F-6 Skyray & F5D Skylancer £15.00118 NAA B-45 Tornado £16.00119 Grumman F9F Panther £15.00120 Mikoyan-Gurevich MiG-15 £17.00121 Douglas A-4 Skyhawk £26.00122 Albatros D.I - D.III £16.00123 de Havilland (Canada) Chipmunk £15.00124 Mikoyan-Gurevich MiG-17 £17.00125 Bristol Britannia, Argus and Yukon £17.00126 Grumman F-14 Tomcat £26.00127 Cessna T-37 A/B/C and A-37 A/B £21.00128 Bristol Scout £15.00129 Mikoyan-Gurevich MiG-3 £18.00130 Ilyushin Il-28 £18.00131 Auster in British Military & foreign air arm service £18.00132 Boeing B-52 Stratofortress £25.00133 Douglas C-47 Skytrain/Dakota £25.00134 Aero L-29 Delfin £21.00135 DH.89 Dragon Rapide & Dominie £17.00136 Airspeed Oxford & Consul £18.00137 Douglas SBD Dauntless £28.00138 Lockheed F-117 Nighthawk £18.00139 de Havilland (Canada) DHC-2 Beaver £18.00140 North American OV-10 Bronco £28.00141 Vickers Viking, Valetta & Varsity £19.00Warpaint SpecialsNo.1 Republic P-47 Thunderbolt £19.00No.2 Messerschmitt Bf 109 £25.00No.3 de Havilland Mosquito £25.00No.4 Cessna Bird Dog £12.00No.5 NAA P-51 Mustang and Derivatives £22.00No.6 Dambusters and the Lancaster £20.00Having launched the signature bomber for use in the European Theatre, Boeing embarked on a voyage intothe unknown. Bringing together numerous untried technologies the Boeing Aircraft Company launched itsmost significant bomber, the B-29 Superfortress. Although beset by development problems and havingsuffered the loss of the prototype and its Chief Test Pilot Eddie Allan, the company pushed on to create thefirst long-range strategic bombers. Once the Pacific Islands had been captured the B-29 Bomb Groupsbegan bombing raids on the Japanese Home Islands. On the other side of the Himalayas further bombgroups launched attacks against targets in Japan. As combat experience grew the focus turned todestroying as much as possible of its production facilities, mainly by firebombing areas known to havethese targets. And then the world changed forever. The use of two atom bombs against Hiroshima andNagasaki had shown the power of the atom. When the Japanese finally surrendered the Cold Wararrived to take its place. War in Korea followed, being the swan song for the B-29 while its youngersibling, the B-50, assumed the mantle of Strategic Defence, a position it held until the B-47 Stratojetarrived. One of the largest aircraft of World War II, the B-29 remained in service in various roles throughout the1950s, 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 worldnon-stop, during a 94-hour flight in 1949. The Soviet Union produced 847 Tupolev Tu-4s, an unlicensedreverse-engineered copy of the B-29. This latest in the essential Warpaint series offers a comprehensive look atthe famous bomber in all its guises, with history, development, service details, and colour artwork and scale plansby Sam Pearson.BoeingBB--2299andBB--5500SuperfortressBy Kev DarlingB-29 Superfortress 44-70072 X-55 named Limber Richard of the 5thBombardment Squadron, 9th Bombardment Group, flying toward Japanwith other squadron bombers in 1945. The bombing missions againstJapan a 3,500 mile round trip, could last as long as sixteen hours. Alsoshown is at least one B-29 of the 1st BS of the same group, completewith black and yellow rear fuselage and fin bands. (USAF via DRJ)WARPAINT SERIES No.143paint Master 21/06/2024 14:48 Page 118During the 1960s, Dassault commenced development of what would become the Mirage F1 as a privateventure, alongside the larger Mirage F2. Work on the F1 eventually took precedence over the more costlyF2, which was cancelled during the late 1960s. The Armée de l'Air took great interest in the fledgling F1 tomeet its requirement for an all-weather interceptor aircraft. The Mirage F1 was of similar size to the MirageIII and Mirage 5 and was powered by the same SNECMA Atar engine that had been used on thelarger Dassault Mirage IV, however, unlike its predecessors, it had the layout of a swept wing, but mountedhigh on the fuselage, and a conventional tail surface as used by the F2. Although it had a smaller wingspanthan the Mirage III, the Mirage F1 nevertheless proved to be superior to its predecessor, carrying morefuel while possessing a shorter take-off run and greater manoeuvrability. This latest addition to theWarpaint 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 issuperbly 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.£25.00Warpaint series No.143Orders from the world’s bookand hobby trade are invitedNewreleasePrevious Warpaint titles£19.00Warpaint series No.142Boeing BB--2299 and BB--5500SuperfortressGGUUIIDDEELLIINNEE PPUUBBLLIICCAATTIIOONNSS LLIIMMIITTEEDDDassaultMMIIRRAAGGEE FF11By Andy EvansA French Air Force Mirage F1 returns to its missionafter receiving fuel from a US Air Force KC-10Extender while flying over Afghanistan in support ofOperation ‘Enduring Freed om’, on 25 Novem ber2010. (US Air Force Photo/Staff Sgt. Eric Harris)WARPAINT SERIES No.14242 Warpaint Mirage F1.qxp_Warpaint Master 19/03/2024 20:24 Page 58Dassault MMiirraaggee FF11Warpaint 143 B-29 & B-50 + Mirage F1.qxp_Warpaint Advert 22/06/2024 09:42 Page 1Page 94
INFO Eduard94Březen 2024Page 95
B-17 ACCESSORIESINFO Eduard95Březen 2024Page 96
B-17 ACCESSORIESINFO Eduard96Březen 2024Page 97
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EDDIE THE RIVETERER32007Triple radial rows1/32ER48012Triple radial rows1/48Product page Product pageER72007Triple radial rows1/72Product pageThis product is used to create raisedrivets on rounded surfaces. It can be usedfor example on propeller cones, enginecovers and engine radiators. How to workwith these products can be found inINFO 08/2023.INFO Eduard105July 2024Page 106
BIG EDAll 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 KITBIG49410P-47D-30 1/48 MINIARTBIG49411U-2R 1/48 Hobby Boss53305 HMS Ark Royal 1939 part 1 1/35053306 HMS Ark Royal 1939 part 2 1/35053307 HMS Ark Royal 1939 part 3 1/35053308 HMS Ark Royal 1939 part 4 1/350491432 P-47D-30 1/48FE1433 P-47D-30 seatbelts STEEL 1/48EX1025 P-47D-30 1/48491438 U-2R 1/48FE1439 U-2R seatbelts STEEL 1/48EX1021 U-2R 1/48Product pageProduct pageProduct pageINFO Eduard106July 2024Page 107
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG EDBIG49412 Lancaster B Mk.III Dambuster PART I 1/48 HKMBIG49413Lancaster B Mk.III Dambuster PART II 1/48 HKMBIG72180 PBM-5A 1/72 Academy491434 Lancaster B Mk.III Dambuster cockpit 1/48FE1435 Lancaster B Mk.III Dambuster seatbelts STEEL 1/48EX1027 Lancaster B Mk.III Dambuster 1/48481133 Lancaster B Mk.III Dambuster undercarriage 1/48481135 Lancaster B Mk.III Dambuster bomb bay 1/48481136 Lancaster B Mk.III Dambuster radiators 1/4872735 PBM-5A exterior 1/7272736 PBM-5A bomb bay 1/7273821 PBM-5A interior 1/72SS822 PBM-5A seatbelts STEEL 1/72CX382 PBM-5/PBM-5A 1/72Product pageProduct pageProduct pageINFO Eduard107July 2024Page 108
MASKSIT FITS!EX1048 SMB-2 SuperMystere TFace1/48 Special HobbyEX1049 A-10C1/48 Great Wall HobbyEX1050 A-10C TFace1/48 Great Wall HobbyCX663 A-6E1/72 TrumpeterCX664 P-51D US national insignia1/72 EduardCX665 P-51D surface panels1/72 EduardCX666 F-15J MSIP1/72 Fine MoldsCX667 B-24H1/72 AirfixEX1048 SMB-2 Super Mystere TFaceEX1050 A-10C TFaceEX1050 A-10C TFaceEX1049 A-10CEX1049 A-10CEX1050 A-10C TFaceEX1050 A-10C TFaceEX1048 SMB-2 Super Mystere TFaceINFO Eduard108July 2024Page 109
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RELEASESJULY 2024STAVEBNICEPE-SETSZOOMSMASKS8286 Spitfire Mk.XVI High Back 1/48 ProfiPACK84201 Bf 109G-6 Erla 1/48 Weekend84102 Fw 190D-9 Re-Release 1/48 Weekend53311 USS Ranger CV-4 part 1 1/350 Trumpeter481140 B-24J undercarriage 1/48 Hobby Boss481141 B-24J bomb bay 1/48 Hobby Boss481142 B-24J bomb racks 1/48 Hobby Boss481143 SMB-2 Super Mystere landing flaps 1/48 Special Hobby481144 B-26B exterior 1/48 ICM481145 B-26B bomb bay 1/48 ICM491451 B-24J nose & radio compartment 1/48 Hobby Boss491455 B-26B rear interior 1/48 ICM491456 SMB-2 Super Mystere Israeli AF 1/48 Special Hobby72738 A-6E electronic equipment 1/72 Trumpeter73825 A-6E 1/72 Trumpeter73827 F-15J MSIP 1/72 Fine MoldsFE1456 SMB-2 Super Mystere Israeli AF 1/48 Special HobbyFE1457 SMB-2 Super Mystereseatbelts Israeli AF STEEL 1/48 Special HobbySS825 A-6E 1/72 TrumpeterSS826 P-51D seatbelts STEEL 1/72 EduardSS827 F-15J MSIP 1/72 Fine MoldsEX1048 SMB-2 Super Mystere TFace 1/48 Special HobbyEX1049 A-10C 1/48 Great Wall HobbyEX1050 A-10C TFace 1/48 Great Wall HobbyCX663 A-6E 1/72 TrumpeterCX664 P-51D US national insignia 1/72 EduardCX665 P-51D surface panels 1/72 EduardCX666 F-15J MSIP 1/72 Fine MoldsCX667 B-24H 1/72 AirfixBIG-EDBIG-EDBIG EDBIG5372 HMS Ark Royal 1939 1/350 I LOVE KITBIG49410 P-47D-30 1/48 MINIARTBIG49411 U-2R 1/48 Hobby BossBIG49412 Lancaster B Mk.III Dambuster PART I 1/48 HKMBIG49413 Lancaster B Mk.III Dambuster PART II 1/48 HKMBIG72180 PBM-5A 1/72 AcademyINFO Eduard110July 2024Page 111
RELEASESBRASSINLöökPLUSBIG SINSPACEEDDIE THE RIVETER634046 A-20J/K LööK 1/32 HKM644265 F4U-2 LööK 1/48 Magic Factory644273 B-26B Marauder LööK 1/48 ICM6481004 P-51B/C engine 1/48 Eduard6481005 P-51B/C 75gal drop tank early PRINT 1/48 Eduard6481009 P-51B/C/D seat Type 3 PRINT 1/48 Eduard672358 P-51D exhaust stacks PRINT 1/72 Eduard672359 P-51D exhaust stacks w/ fairing PRINT 1/72 Eduard672361 P-51D Hamilton Standard propeller PRINT 1/72 Eduard672362 P-51DHamilton Standard propeller uncuffed PRINT 1/72 Eduard672363 P-51D-5 cockpit PRINT 1/72 Eduard672366 P-51D wheels diamond tread 1/72 Eduard672367 P-51D wheels oval tread 1/72 Eduard672368 P-51D wheels cross tread 1/72 Eduard672372 P-51D seat PRINT 1/72 Eduard644274 P-47D-30 LööKpkus 1/48 MINIART674010 Bf 109G-6 LööKplus 1/72 Eduard674011 Bf 109F LööKplus 1/72 EduardSIN635001 WWII German tool set 1/35SIN648127 F-16C Block 42 till 2005 1/48 Kinetic3DL48184 SMB-2 Super Mystere Israeli AF SPACE 1/48 Special Hobby3DL48185 Fw 190D-9 SPACE 1/48 Eduard3DL48186 A-10C SPACE 1/48 Great Wall Hobby3DL72034 A-6E SPACE 1/72 Trumpeter3DL72035 P-51D-5 SPACE 1/72 Eduard3DL72036 P-51D-10 SPACE 1/72 Eduard3DL72037 P-51D-15+ SPACE 1/72 Eduard3DL72038 F-15J MSIP SPACE 1/72 Fine Molds3DL72039 L-29 SPACE 1/72 AMK/EduardER32007 Triple radial rows 1/32ER48012 Triple radial rows 1/48ER72007 Triple radial rows 1/72JULY 2024INFO Eduard111July 2024Page 112
BUILTP-51D MUSTANGDUAL COMBO1/72built by Robert Szwarc#R0021MARKING KINFO Eduard112July 2024Page 113
BUILTP-51D-25, 44-72671, 2nd Lt. William Saks, 457th FS, 506th FG, 20th AF, Iwo Jima, June 19452nd Lt. William Saks is better known amonghistorians for his Mustang’s decoration thanhis combat achievements and enemy aircraftkills. In the ranks of 457th Fighter Squadron heparticipated in the B-29 bombers escort sortieswhich were devastating Japanese islands or inthe entire 506th FG Mustang fleet raids againstthe logistical centers and other military targetsin Japan. His fate was sealed on June 1, 1945,when returning to Iwo Jima he perished togetherwith another eleven pilots of his unit due to badweather. The day is therefore called Black Fridayin 506th FG records. William Saks flew thismission with aircraft 44-72885. Tails of the 457thFS aircraft were sprayed in green color for betterrecognition during the long range escort flights.2nd Lt. Saks named his aircraft Enchantress,there was a sparsely-clad girl painted under thewindshield inspired by Albert Varga’s artwork.INFO Eduard113July 2024Page 114
BUILTbuilt by Zdeněk Nožička1/48Z-126 Trenér#82181MARKING DINFO Eduard114July 2024Page 115
BUILTOK-IGT, No. 735, Kunovice Aero Club, Czechoslovakia, 60s and 70sThis trainer was produced in 1953 as C 105-233and served with the army until October 17, 1955,when it obtained civilian registeration. It wasthen handed over to Svazarm and flew in theKunovice Aero Club in an attractive aerobaticlivery including a “witch” drawing on the nose.It served until 1976, when it was removed fromthe registry on September 1 and subsequentlycut up to inspect the airframe for corrosion.As it turned out, there was nothing wrong withthe aircraft...Product pageINFO Eduard115July 2024Page 116
P-51D-15, 44-15041,flown by Lt Col. JohnC. Meyer, 352nd FG,8th AF, Y-29 Asch,Belgium, December1944Brooklyn native John Charles Meyerfinished flight training on July 26th,1940 at the age of 21, after whichhe was assigned to the 33rd PS onIceland, a unit that was tasked withconvoy escort duties, flying the P-40.After his return to the States, he wasnamed the CO of the newly formed487th FS, which had undergoneconversion training onto the P-47 andin June 1943 was transferred to UnitedKingdom, from where they performedescort missions for four engined heavybombers over continental Europe.In April of 1944, the unit was rearmedwith the Mustang, and the number ofkills attributed to Major Meyer beganto rise. In November 1944, he wasnamed Deputy Commander of the352nd FG, to which his own 487th FSwas subordinate. Under his command,the 352nd FG was relocated to theforward base at Asch in Belgium. OnJanuary 1st, the Luftwaffe conducteda raid on this base, and Meyer wasable to get his unit in the air to counterthe raid, claiming a pair of Fw 190s inthe process. These would be the lasttwo kills that he would achieve duringthe war, because on January 4th, hesuffered a major fracture of his leftleg, the treatment of which requiredhis return to the United States. Afterthe war, John Mayer remained inthe military, and took part in combatin Korea, and in Vietnam he led theLinebacker II campaign. Over thecourse of the Second World War, heshot down 24 enemy aircraft, and headded another two during the KoreanWar. He retired a General as the headof the Strategic Air Command. Hepassed away as the result of a heartattack on December 2nd, 1975.1/48P-51D Mustangbuilt by Paolo Portuesi#82102MARKING CBUILTINFO Eduard116July 2024Page 117
1/48Bf 109K-4built by Daniel Křivánek#84197MARKING AWNr. 332529, Stab JG 52, Deutsch Brod, Protectorateof Bohemia and Moravia, May 1945At the end of the war, at least three Bf 109s with a tulip pattern on the nose werefound at the Deutsch Brod base (Havlíčkův Brod today). The surviving enginecowling bears a grey paint and red tulip marking. These were apparently themachines of the Stab JG 52, commanded by Kommodore Hermann Graf, whohad the same markings in 1943 with JG 50. When Oberst Graf became CO ofJG 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 waskilled in January 1945 on the “green 2”. By the end of the war, Resch had scoredmost 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 91victories during 210 combat sorties. The fuselage number was probably green,but the decal also offers a black variant. Fuselage was painted in RLM 74 andRLM 75 with yellow-grey version of RLM 76. Vertical tail was painted in darkerversion of RLM 74 and 75, the RLM 74 had a tinge of green. Wing was paintedwith lighter shade of colors RLM 74, 75 and 76.Product pageBUILTINFO Eduard117July 2024Page 118
ON APPROACHAUGUST 2024634047Boston Mk.IV LööK1/32 HKM644275B-24J LööK1/48 Hobby Boss644281B-17F LööK1/48 EduardBIG49414 Buccaneer S.2B 1/48 AirfixBIG49415 Buccaneer S.2B Gulf War 1/48 AirfixBIG49416 FM-1 1/48 TamiyaBIG49417 MC.200 1/48 ItaleriBIG49418 F-14A 1/48 Great Wall Hobby634047 Boston Mk.IV LööK 1/32 HKM644275 B-24J LööK 1/48 Hobby Boss644281 B-17F LööK 1/48 Eduard674012 P-51D-5 LööK 1/72 Eduard674013 P-51D-10 LööK 1/72 Eduard674014 P-51D-15+ LööK 1/72 Eduard6481010 P-51B/C wheel bay PRINT 1/48 Eduard6481011 B-26B wheels 1/48 ICM6481014 Fw 190A seat PRINT 1/48 Eduard6481015 FM-1 exhaust PRINT 1/48 Tamiya6481016 FM-1 wheels 1/48 Tamiya6481017 FM-1 seat PRINT 1/48 Tamiya6481020 B-17F wheels diamond tread 1/48 Eduard6481021 B-17F engines 1/48 Eduard6481022 B-17F undercarriage legs BRONZE 1/48 Eduard6481023 B-17F guns 1/48 Eduard6481024 B-17F wheels cross tread 1/48 Eduard6481025 B-17F wheels block tread 1/48 Eduard6481026 B-17F wheels oval tread 1/48 Eduard6481027 B-17F wheels rhomboid tread 1/48 Eduard672364 P-51D-10 cockpit PRINT 1/72 Eduard672369 P-51D wheels block tread 1/72 Eduard672370 P-51D wheels diamond tread 2 1/72 Eduard672371 P-51D wheels block tread 2 1/72 Eduard672373 P-51D 75gal drop tanks PRINT 1/72 Eduard672375 P-51D 110gal fuel tanks PRINT 1/72 Eduard672377 P-51D gun sights PRINT 1/72 Eduard672378 P-51D bazooka rocket launcher 1/72 Eduard644276 Bf 108 regular wheels LööKplus 1/48 Eduard644277 Bf 108 spoked wheels LööKplus 1/48 Eduard644278 P-51B/C framed canopy LööKplus 1/48 Eduard644279 P-51B/C Malcolm Hood canopy LööKplus 1/48 EduardSIN648128 Beaufort Mk.I 1/48 ICMSIN648129 A-1 armament 1/48 TamiyaBIG ED (August)BRASSIN (August)LöökPlus (August)BIGSIN (August)LööK set - Brassin pre-painted dashboardand STEEL seatbelts for Boston Mk.IV in 1/32 scale.Easy to assemble, replaces plastic parts.Recommended kit: HKMSet contains:- 3D print: 2 parts- resin: 3 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for B-24J in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: Hobby BossSet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboard and STEEL seatbeltsfor B-17F in 1/48 scale. Easy to assemble, replaces plasticparts. Recommended kit: HKMSet contains:- resin: 4 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noPRELIMINARY IMAGESINFO Eduard118July 2024Page 119
674012P-51D-5 LööK1/72 Eduard674013P-51D-10 LööK1/72 Eduard674014P-51D-15+ LööK1/72 EduardLööK set - Brassin pre-painted dashboardand STEEL seatbelts for P-51D in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for P-51D in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for P-51D in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noON APPROACHPRELIMINARY IMAGESPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard119July 2024Page 120
ON APPROACHAUGUST 20246481010P-51B/C wheel bay PRINT1/48 Eduard6481011B-26B wheels1/48 ICM6481014Fw 190A seat PRINT1/48 EduardBrassin set - wheel bays for P-51B or P-51Cor P-51D in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 5 part- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for B-26Bin 1/48 scale. The set consists of the main wheelsand a nose wheel. Easy to assemble, replacesplastic parts. Recommended kit: ICMSet contains:- resin: 3 parts- decals: no- photo-etched details: yes- painting mask: yesBrassin set - pilot seat for Fw 190Ain 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noINFO Eduard120July 2024Page 121
ON APPROACHAUGUST 20246481015FM-1 exhaust PRINT1/48 Tamiya6481016FM-1 wheels1/48 Tamiya6481017FM-1 seat PRINT1/48 TamiyaBrassin set - exhaust pipes for FM-1 in 1/48 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: TamiyaSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for FM-1in 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: TamiyaSet contains:- 3D print: 2 parts- resin: 2 parts- decals: no- photo-etched details: yes- painting mask: yesBrassin set - pilot seat for FM-1 in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: TamiyaSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noINFO Eduard121July 2024Page 122
ON APPROACH6481020B-17F wheels diamond tread1/48 EduardBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yes6481022B-17F undercarriage legs BRONZE1/48 EduardBrassin set - the undercarriage legs for B-17Fin 1/48 scale.The set consists of the main wheelslegs and a tail wheel leg. Easy to assemble,replaces plastic parts.Recommended kit: EduardSet contains:- resin: 4 parts- bronze: 3 parts- decals: no- photo-etched details: no- painting mask: no6481021B-17F engines1/48 EduardBrassin set - engines for B-17Fin 1/48 scale.The set consists of 4 engines.Recommended kit: EduardSet contains:- resin: 92 parts- decals: yes- photo-etched details: yes- painting mask: noAUGUST 2024INFO Eduard122July 2024Page 123
ON APPROACH6481023B-17F guns1/48 Eduard6481024B-17F wheels cross tread1/48 Eduard6481025B-17F wheels block tread1/48 EduardBrassin set - the guns for B-17F in 1/48 scale.The set consists of 14 guns. Easy to assemble,replaces plastic parts.Recommended kit: EduardSet contains:- resin: 32 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yesAUGUST 2024INFO Eduard123July 2024Page 124
ON APPROACH6481026B-17F wheels oval tread1/48 EduardBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yes672364P-51D-10 cockpit PRINT1/72 EduardBrassin set - cockpit for P-51D in 1/72 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: EduardSet contains:- 3D print: 21 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no6481027B-17F wheels rhomboid tread1/48 EduardBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yesAUGUST 2024INFO Eduard124July 2024Page 125
ON APPROACH672369P-51D wheels block tread1/72 Eduard672370P-51D wheels diamond tread 21/72 Eduard672371P-51D wheels block tread 21/72 EduardBrassin set - the undercarriage wheels for P-51Din 1/72 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - the undercarriage wheels for P-51Din 1/72 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes;Brassin set - the undercarriage wheels for P-51Din 1/72 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesAUGUST 2024INFO Eduard125July 2024Page 126
ON APPROACH672373P-51D 75gal drop tanks PRINT1/72 EduardBrassin set - fuel drop tanks for P-51Din 1/72 scale. The set consists of 2 tanks.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: yes- photo-etched details: no- painting mask: no672377P-51D gun sights PRINT1/72 EduardBrassin 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: EduardSet contains:- 3D print: 3 parts- decals: no- photo-etched details: yes- painting mask: no672375P-51D 110gal fuel tanks PRINT1/72 EduardBrassin 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: EduardSet contains:- 3D print: 4 parts- decals: yes- photo-etched details: no- painting mask: noAUGUST 2024INFO Eduard126July 2024Page 127
ON APPROACH672378P-51D bazooka rocket launcher1/72 Eduard644276Bf 108 regular wheels LööKplus1/48 EduardBrassin set - bazooka type rocket launchers for P-51Din 1/72 scale. The set consists of 2 launchers.Recommended kit: EduardSet contains:- resin: 8 parts- decals: no- photo-etched details: yes- painting mask: noCollection 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- propellerAUGUST 2024INFO Eduard127July 2024Page 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- propeller644277Bf 108 spoked wheels LööKplus1/48 EduardON APPROACHCollection 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/fairingCollection 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/fairing644278P-51B/C framed canopy LööKplus1/48 Eduard644279P-51B/C Malcolm Hood canopy LööKplus1/48 EduardAUGUST 2024INFO Eduard128July 2024Page 129
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SIN648128Beaufort Mk.I1/48 ICMCollection of 3 sets for Beaufort Mk.I in 1/48 scale.Recommended kit: ICM- engines- guns- undercariage wheelsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.ON APPROACHAUGUST 2024INFO Eduard130July 2024Page 131
SIN648129A-1 armament1/48 KineticCollection 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 dispenserAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHAUGUST 2024INFO Eduard131July 2024Page 132
PE-SETS53312 USS Ranger CV-4 part 2 1/350 Trumpeter53313 USS Ranger CV-4 part 3 1/350 Trumpeter36519 Sd.Kfz. 250/1 1/35 Dragon481146 B-17F landing flaps 1/48 Eduard481147 B-17F undercarriage & exterior 1/48 Eduard481148 B-17F ammo feed chutes 1/48 Eduard491458 A-10C 1/48 Great Wall Hobby491460 B-17F cockpit 1/48 Eduard491461 B-17F nose interior 1/48 Eduard491462 B-17F nose interior (alternate nose, sprue X) 1/48 Eduard491463 B-17F radio compartment 1/48 Eduard491464 B-17F waist section 1/48 Eduard491465 B-17F bomb bay 1/48 Eduard491466 B-17F wooden floors & ammo boxes 1/48 Eduard72739 B-24H undercarriage 1/72 Airfix72740 B-24H bomb bay 1/72 Airfix73828 F-15J 1/72 Fine Molds73829 B-24H cockpit & engines 1/72 Airfix73830 B-24H nose & radio compartment 1/72 AirfixZOOMSFE1458 A-10C 1/48 Great Wall HobbyFE1459 A-10C seatbelts STEEL 1/48 Great Wall HobbyFE1460 B-17F seatbelts STEEL 1/48 EduardSS828 F-15J 1/72 Fine MoldsSS829 B-24H 1/72 AirfixMASKSEX1051 P-51B/C framed canopy 1/48 EduardEX1052 P-51B/C Malcolm Hood canopy 1/48 EduardEX1053 B-17F US national insignia rounded 1/48 EduardEX1054 B-17F US national insignia w/ red outline 1/48 EduardEX1055 B-17F US national insignia w/ blue outline 1/48 EduardCX668 B-24H US national insignia 1/72 AirfixCX669 F-15J 1/72 Fine MoldsSPACE3DL32026 Bf 109E-4 SPACE 1/32 Eduard3DL48187 B-17F SPACE 1/48 Eduard3DL48188 B-17F radio compartment SPACE 1/48 Eduard3DL72040 F-15J SPACE 1/72 Fine Molds3DL72041 B-24H SPACE 1/72 Airfix3DL72042 La-7 SPACE 1/72 EduardDECALSD48117 L-29 stencils 1/48 Eduard/AMKD72047 L-29 stencils 1/72 Eduard/AMKON APPROACHAUGUST 2024INFO Eduard132July 2024Page 133
ON APPROACHTHE BLOODY HUNDREDTH 1943#111831/48B-17F-30-VE, 42-5864,Capt. Thomas E. Murphy crew,Lt. Col. Beirne Lay Jr., 351st BS,100th BG, Telergma, Algeria,August 1943B-17F-30-VE, 42-5864,Capt. Thomas E. Murphy crew,351st BS, 100th BG, Thorpe Abbotts,United Kingdom, September 1943B-17F-40-VE, 42-5957, crews of Lt. Sumner H. Reeder, Lt. Henry M. Henington,349th BS, 100th BG, Thorpe Abbotts, United Kingdom, early 1944B-17F-120-BO, 42-30758,Lt. Robert Rosenthal crew,418th BS, 100th BG, Thorpe Abbotts,United Kingdom, October 1943AUGUST 2024INFO Eduard133July 2024Page 134
ON APPROACHB-17F-120-BO, 42-30796,Capt. Glenn W. Dye crew, 351st BS,100th BG, Thorpe Abbotts,United Kingdom, September 1943B-17F-30-VE, 42-5867,Lt. William D. DeSanders crew,350th BS, 100th BG, Thorpe Abbotts,United Kingdom, August 1943B-17F-120-BO, 42-30796,Lt. George W. Brannan crew, 351stBS, 100th BG, Thorpe Abbotts,United Kingdom, December 1943B-17F-55-DL, 42-3413,crews of Lt. Loren C. Van Steenisand Lt. John S. Giles, Jr, 350th BS,100th BG, Thorpe Abbotts,United Kingdom, April 1944B-17F-45-DL, 42-3307,Maj. Ollen O. Turner, Lt. Jack R. Swartout crew,351st BS, 100th BG, Thorpe Abbotts,United Kingdom, July 1943B-17F-45-DL, 42-3307, Lt. Arch J. Drummond crew, 351st BS,100th BG, Thorpe Abbotts, United Kingdom, late 1943B-17F-55-DL, 42-3413,Lt. Albert E. Trommer crew,350th BS, 100th BG, Thorpe Abbotts,United Kingdom, July 1944AUGUST 2024INFO Eduard134July 2024Page 135
ON APPROACHACES OF THE EIGHTH#21471/72P-51D-5, s/n 44-13321, Maj. George Preddy Jr.,487th FS, 352nd FG, Bodney, United Kingdom, July 1944P-51D-10, 44-14733, Capt. Ray S. Wetmore,370th FS, 359th FG, East Wretham, United Kingdom,March 1944P-51D-10, 44-14221, Maj. Pierce W. McKennon,CO of 335th FS, 4th FG, Debden, United Kingdom,April 1945P-51D-20, 44-72218, Lt Col. John D. Landers,CO of 78th FG, Duxford, United Kingdom, March 1945AUGUST 2024INFO Eduard135July 2024Page 136
ON APPROACHP-51D-5, 44-13316, Maj. Leonard K. Carson,362nd FS, 357th FG, USAAF Station 373 Leiston,Suffolk, Great Britain, June 1944P-51D-15, 44-15152, Maj. Donald J. Strait, 361st FS,365th FG, United Kingdom, February 1945P-51D-10, 44-14164, Lt. Urban L. Drew,375th FS, 361st FG, Little Walden, October 1944P-51D-10, 44-14372, Capt. Kirk B. Everson,504th FS, 339th FG, 8th AF, Fowlmere,United Kingdom, April 1945P-51D-25, 44-73060, Col. Glenn E. Duncan,350th FS, 353rd FG, Raydon, United Kingdom,April 1945P-51D-10, 44-14223, Lt. Col. Elwyn G. Righetti,CO of 55th FG, 8th AF, Wormingford,United Kingdom, January 1945P-51D-5, 44-13761, Capt. Jack M. Ilfrey, 79th FS,20th FG, 8th AF, USAAF Station 367 Kings Cliffe,Northamptonshire, Great Britain, autumn 1944P-51D-5, s/n 44-13677, Lt. William G. Cullerton,357th FS, 355th FG, Steeple Morden,United Kingdom, 1944AUGUST 2024INFO Eduard136July 2024Page 137
ON APPROACHP-51B Mustang Birdcage canopy#821071/48P-51B-15-NA, 43-24857, Capt. Robert M. Barkey,318th FS, 325th FG, 15th AF, Lesina, Italy, June 1944P-51B-10-NA, 42-106730, Capt. John T. Godfrey,336th FS, 4th FG, 8th AF, Debden, United Kingdom,April 1944P-51B-10-NA, 42-106501, Col. Charles McCorckle,CO of 31st FG, 15th AF, San Severo, Italy, July 1944P-51B-5-NA, 43-6787, Capt. Gilbert O'Brien, 362nd FS,357th FG, 8th AF, Leiston, United Kingdom, June 1944P-51B-5-NA, 43-6461, 1/Lt Wilson K. Baker Jr, 370thFS, 359th FG, 8th AF, East Waltham, United Kingdom,August 1944P-51B-1, 43-12405, Col. David L. Hill, CO of 23rd FG, 14th AF, China, 1944AUGUST 2024INFO Eduard137July 2024Page 138
ON APPROACHWNr. 5344, Maj. Helmut Wick, CO of JG 2, Beaumont,France, November 1940WNr. 5587, Ofw. Fritz Beeck, 6./JG 51,Wissant, France, August 1940WNr. 1480, Oblt. Franz von Werra, II./JG 3,Wierre-au-Bois, France, September 1940Lt. Josef Eberle, 9./JG 54, the Netherlands,August 1940WNr. 5819, Obstlt. Adolf Galland, CO of JG 26,Audembert, France, December 1940Re-ReleaseBf 109E-4#30031/32AUGUST 2024INFO Eduard138July 2024Page 139
9./JG 1, Paderborn, Germany, May 1944Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10,Werneuchen, Germany, July 1944MT-463, HLeLv 31, Utti, Finland, summer 1948WNr. 412179, Uffz. Horst Petzschler, 2./JG 3,Burg near Magdeburg, Germany, May 1944MT-463, ylik. Tapio Järvi, 2/HLeLv 24, Lappeenranta,Finland, July/August 1944ON APPROACHRe-ReleaseBf 109G-6/AS#841691/48AUGUST 2024INFO Eduard139July 2024Page 140
This bookstore has become a beacon of specialized literaturefor me.A photo of Toblach Airfield from 1915.My friends posing for a live picture at the same aerodrome109 years later.Honza Kaše (second from left), one of my gurus on World WarI topics, visited Schmidt's with me once more in June. Gabi andUwe took this selfie with us as a memento.At the beginning of June, I returned froma short vacation with two friends. We spenta few days in South Tyrol, where both ofmy friends, newly retired, participated ina marathon that started in Cortinad'Ampezzo and finished in Dobbiaco(Toblach). As the youngest member of ourgroup, I served as the driver during therace, responsible for spare shoes, drinksor chocolate, and other support tasks. Notonly am I unable to run the way my olderfriends can, but from the photos takenduring this holiday, I discovered with greathorror that I need to lose a lot of weight.Of course, my friends couldn't escape myaviation history hobby, so I made them posefor a photo as a live painting at Toblachairfield. They imitated a well-knownphotograph from the early summer of1915, showing a Pfalz A.I from the BavarianFeldflieger Abteilung 9 at this aerodrome.The aircraft was painted red and white togive the impression that it was an Austro-Hungarian aircraft. Although the GermanEmpire was not yet at war with Italy at thattime, FFA 9b was carrying out bombingraids on Italian targets with such paintedaircraft.I must also mention that, thanks to myfriends' foresight, I acquired a publicationon the air war over the Dolomites in a shopat Passo di Falzarego.But to get back to the topic of returningfrom vacation, we stopped in Munichon our way to Prague. I visited myfavourite bookstore, Christian SchmidtFachbuchhandlung, to pick up the booksI had ordered. My order was perfectlyprepared, but Uwe, who works there withGabi Schmidt, gave me a shock. He informedme that at the end of August this year, aftermore than half a century, their store wouldbe closing. I was left staring at him with mymouth agape, and the information that theywere having a discount on books because ofit didn't make me feel much better.After all, Schmidt's bookstore isn't justany bookstore. It specializes in vehicles,military equipment, and military history.For decades, it has been literally a beaconin this field of literature for fans worldwide.This bookstore is not only a symbol ofreliability and honesty, but the books arealways packed with extraordinary care fortheir journey to clients.I first learned about this bookstore in thelate '80s when Rudolf Waniek, the head ofour model club, showed me Schmidt's bookcatalogue. It was filled with titles from allover the world, each with short and veryconcise descriptions. As soon as the IronCurtain fell, I went to the bookstore withmy friends from the club. We drove a Škoda120, so you can imagine that it was a longbut not very comfortable drive. At one point,we were even overtaken by a deer whiledriving uphill. It was only then that werealized the engine was running on justthree cylinders.The bookstore made me feel like a kidin a candy store. My heart danced. For thefirst time, I was able to browse throughthe Model Art publications and boughta few with the German marks I had saved.By that time, I was already very focusedon Japanese aviation history.Later I went to the bookstore with myfriend Vašek Knotek, my classmate fromJapanese at the State Language School.We took a small bus from Prague to MunichCentral Station. We then walked about8 kilometers to the bookstore, to savemoney to invest in books. With the adventof credit cards, which happened quite soon,everything became easier and parcelsbegan to travel from Munich to Prague.With the introduction of the internet, theChristian Schmidt bookshop website wasalso launched. Its content was identicalto the catalogue, which quite logicallystopped being published after a few years.Yet I still have a few of them in my collection.But most importantly, thanks to thisbookstore, I have a large number ofpublications from which I continuously drawinformation for myself and my colleagues.For those who have not visited thisbookstore, it is now probably obvious whyI will miss it so much. For me, too, it wasa beacon in my segment of the book market.To the Schmidt family and the other peoplewho have cared for their clients for morethan half a century, thank you very much.And now I don't know where I'm going tobuy books. Sometimes books come to mefrom Amazon with shoddy packaging anddamage that could never happen with theSchmidts.SAD RETURN FROM VACATIONText: Jan BobekINFO Eduard140July 2024Editorial
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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Pracovní manuály
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Úvodník
Dobrý den, vážení přátelé! Jdeme do finále. Máme před sebou poslední Info tohoto roku, ve kterém jsme se v žádném případě nenudili. V sobotu jsme úspěšně absolvovali poslední výstavu v tomto roce, obnovenou Plastikovou zimu v Bratislavě. Byla to dobrá akce, opravdový vrchol sezony, perfektně zorganizovaný v pěkných prostorech, s nesmírně přátelskou a příjemnou atmosférou. Děkujeme organizátorům za skvělou akci. A abych nezapomněl, děkujeme za koláčky :-) . Nyní jsme zpět v práci a do finále jdeme také s vývojem stavebnice P-40E Warhawk 1/48, stejně jako s vývojem doplňků k ní.
Esem během jediného souboje
S legendárními stíhacími letouny Spitfire v průběhu 2. světové války bojovali a vítězili letci mnoha národností. Řada z nich se během válečných let stala leteckými esy, někteří z nich tohoto statusu docílilo během jednoho dne. Avšak na letounech Spitfire jen jeden pilot dokázal sestřelit pět letadel během jednoho souboje. Byl jím kanadský pilot F/Lt Richard Joseph „Dick“ Audet.
Válečné muzeum Atény
Přímo v centru Atén, nedaleko proslaveného náměstí Syntagma, se nachází Válečné muzeum (v angličtině Athens War Museum, v řečtině Πολεμικο Μουσειο), náležící řeckým ozbrojeným silám. Budova je umístěna na rohu ulic Vassilissis Sofias a Rizari a zájemci se do něj dostanou například metrem linky 3 (modrá), když vystoupí na stanici Evangelismós. Také lze použít autobusy č. 203, 211 či 235. Muzeum má rovněž své pobočky v jiných částech země – např. Thessaloniki (Soluň), Chania, Rethymo, Nauplion nebo Chalkida.
Page 18Letecká vojna na Ukrajine - Rusi darovali Ukrajincom trosky svojho najnovšieho bojového dronu
Chceli sme to najlepšie a dopadlo to ako vždy. Tento výrok ruského štátnika Viktora Černomyrdina z roku 1993 sa stal svetoznámym a v Rusku doslova zľudovel. Hodí sa aj na najväčšiu udalosť sledovaného obdobia (1. 10. až 31, 10.), ktorou bola strata najnovšieho ruského bojového dronu Suchoj S-70 Ochotnik-B pri jednom z jeho prvých operačných nasadení.
16. listopad 1944
16. listopad 1944 se ukázal být na východní frontě těžkým dnem plným leteckých bojů. Fliegerkorps 1, náležící k Luftflotte 4, uskutečnila asi 420 letů, z toho 163 se stíhacími variantami Bf 109. Do konce dne bylo zničeno 28 nepřátelských letadel a dalších 6 bylo poškozeno. Všechna bojová stanoviště, ať už operační či jiná, měla plné ruce práce s přizpůsobováním se maďarskému sektoru, v němž se nyní nacházela. Skutečnost, že se frontová linie blížila k hlavnímu městu Budapešti, vyvíjela tlak na nejvyšší výkony všech bojujících stran: německé, maďarské i sovětské. Stíhací pilot Hptm. Erich Hartmann z II./JG 52 nebyl výjimkou. S více než 300 nárokovanými vítězstvími na kontě se od něj a jeho jednotky očekávalo, že se ubrání širokému sovětskému náporu směřujícímu na západ. Toho dne mělo počasí dosáhnout až 9 stupňů Celsia s částečně zataženou oblohou, což bylo ideální prostředí pro překvapivé útoky stíhacích letounů.
Tail End Charlie - Jak vybrat dárek pro modeláře
Blíží se konec roku a v jeho posledních dnech velká část našich zákazníků slaví Vánoce. Tento svátek je spojen s nadělováním dárků. A pro rodiny modelářů každý rok nastává problém. Co modelářům a modelářkám vybrat jako dárek? Pro členy rodin je stavebnice často jen další barevnou krabicí s nudnými šedými plastovými díly a ze záhadného důvodu nad jejím obsahem a často i obalem modelář projevuje nadšení, srovnatelné s rybářem, který chytil svůj životní úlovek.
Návrat kubáňským předmostím
Stíhací pilot Viktor Petermann je velmi zajímavou postavou historie Luftwaffe. Během služby na východní frontě v roce 1942 byl Kaczmarkem (wingmanem) několika Kommodorů JG 52. Mnohokrát prokázal své letecké a bojové dovednosti, po ztrátě levé ruky se na konci války vrátil k bojovému létání, dokonce krátce létal s proudovými Me 262 u JG 7, válku pak ukončil u své JG 52 na východní frontě. Během války bylo jeho jméno mnohokrát zmíněno v německém tisku formou poměrně podrobných článků. Jeden z nich se týkal jeho neuvěřitelného návratu z nepřátelského týlu přes frontovou linii na Kubáni v červnu 1943.
Return through the Kuban Bridgehead
Fighter pilot Viktor Petermann stands out as a fascinating figure in the history of the Luftwaffe. During his service on the Eastern Front in 1942, he served as a Kaczmarek (wingman) to several JG 52 Kommodores. He displayed his flying and combat skills on numerous occasions, and, despite losing his left arm toward the war's end, he returned to combat, even briefly piloting Me 262 jets with JG 7 before ending the war on the Eastern Front with JG 52. His name appeared frequently in the German press during the war, several times even in detailed articles, one of which recounted his remarkable return across the front lines from enemy territory at the Kuban in June 1943.
Deutsches Technikmuseum Berlin
I recently managed to visit the Berlin Technical Museum, which has managed to amass a remarkable collection of exhibits over several decades of its existence. The museum is located in the Kreuzberg district, near the Möckernbrücke and Gleichsdreieck metro stations, and it is interesting to note that some of its displays are located in the buildings of the former train station. Opening days are Tuesday to Sunday, closed on Mondays. The museum's exhibits are extensive and cover a wide range of fields of technical history. For example, the transportation section is very impressive, including many types of locomotives and rail cars, including a mining railway; other departments cover textile manufacturing, automobiles, telecommunications, luggage production, shipbuilding and transportation. In the area in front of the museum, a giant propeller blade of a wind turbine can be admired, as German industry is a pioneer in alternative energy sources.
Installation of the GM-1 System in the Bf 109
It is widely known that the GM-1 was a system devised to increase engine power at high altitude by injecting liquid nitrous oxide into the engine's intake compressor. Here, I will explain how the system was installed in the Bf 109 and the principle on which it was based.
Air War in Ukraine - Russian Ammunition Depots Explode, Sarmat Missile Lost
Another month has passed, and here is a summary of the events in Ukraine from September 1 to September 30. This period was remarkable for Ukraine’s air force, as it did not lose a single aircraft or helicopter in the air or on the ground. The same cannot be said for the Russian side, which lost several ammunition depots to Ukrainian airstrikes—and even its latest intercontinental ballistic missile during a test.
How to Work with Plastic? Part II
Many less experienced modelers often feel apprehensive about cutting into plastic or thinning parts to accommodate additional detailing or conversion sets. In this section, I want to reassure readers that these more advanced modeling techniques are not difficult and that, with the right tools, achieving the necessary modifications is quite manageable. Most larger Brassin sets require modelers to make similar adjustments to their builds. For those hesitant to purchase aftermarket sets due to this process, I aim to show that, with a bit of practice, anyone can master it. In this article, I will demonstrate how to prepare a 1/48 P-51B/C wing for the Brassin gun bay set. I will present two methods: one using only basic modeling tools, and the other employing a motorized Proxxon tool.
Jak na plasty? Část II. – příprava plastů na zástavbu doplňkových sad
Mnoho méně zkušených modelářů má velkou fobii z řezání do plastů nebo z většího ztenčování plastových dílů pro zástavbu doplňkových sad. V tomto díle bych chtěl čtenářům představit, že tyto pokročilejší modelářské činnosti nejsou nic těžkého a s využitím vhodných nástrojů a pomůcek se dá snadno dobrat k potřebným úpravám. Prakticky všechny větší brassinové sady po modeláři vyžadují, aby podobné úpravy při jejich zástavbách provedl. Pokud se někteří modeláři obávají doplňkové sady kupovat právě kvůli zmíněným úpravám, chtěl bych jim ukázat, že to s trochou praxe zvládnou i oni. V článku demonstruji přípravu křídla P-51B/C 1/48 pro zástavbu brassinové sady zbraňových šachet. Představím dvě metody – za pomocí pouze základních modelářských nástrojů a poté s pomocí jemné vrtačky a frézky od firmy Proxxon.
Tail End Charlie - Neighbors
Some time ago, my colleague Jan Bobek came to me saying that he wanted to prepare an article about Viktor Petermann, whose Bf 109 G-4 was to appear on the cover of a November kit release and which is covered by one of the historical articles in this issue of our newsletter. It brought me back to the beginning of December 1995, when I, together with my staff from the Air Battle over the Ore Mountains Museum, which was just being created at the time, received an invitation to a meeting of veterans at the airport in Zwickau.
80th Anniversary of the Air Battle Over the Ore Mountains
On Saturday, September 7, with some friends I attended an international aviation event , which commemorated the 80th anniversary of the air battle that took place on September 11, 1944, over Kovářská, Czech Republic, in the Ore Mountains. I have already visited several times Kovářská and its local museum, dedicated for many years to the air battle. This article is not only a summary of my impressions of the aviation event but also an outsider’s perspective on the broader context surrounding Kovářská and the battle itself.
FIREWORKS OVER BUDAPEST
In 1944 Hungarian oil took on an added importance in the planning of Germany’s oil plant dispersal program. Hungarian crude had always been of particular value in view of its 30 per cent gasoline content as compared with an average gasoline content of German and Austrian crude oils of not more than 10 per cent. In the Geilenberg dispersal program an important part in gasoline production was to be played by the plants designated as Ofen, which were primitive topping plants. Over twenty of these plants were planned and their most efficient feedstock would have been Hungarian crude by the use of which the gasoline offtake of these plants would ‘have been three times as large as the use of German crudes would have allowed. While the capacities of the Hungarian refineries were small compared to other larger refineries in other Axis held European countries, their value to the Axis was greatly out of proportion to their capacities because of their strategic locations and because Hungarian crude oil was being produced in excess of Hungarian refining capacity. Air offensive against Hungarian important strategical war targets started in February 1944, but the first raid on oil refinery was on 14 June 1944, performed by the USAAF during daylight. The first night attack of the RAF bombers was realized on night from 12 to 13. June 1944, when oil refinery was bombed. The raiders were the crews of 205. Group RAF. And more attacks on Hungarian oil refineries followed...
OHŇOSTROJ NAD BUDAPEŠTOU
V roku 1944 nadobudla maďarská ropa ďalší význam pri plánovaní pre Tretiu Ríšu. Maďarská ropa mala vždy mimoriadnu hodnotu vzhľadom na jej 30-percentný obsah benzínu v porovnaní s priemerným obsahom benzínu v nemeckej a rakúskej rope nepresahujúcim 10 percent. V Geilenbergovom disperznom programe mali zohrávať dôležitú úlohu pri výrobe benzínu závody označené ako Ofen, ktoré boli primitívnymi závodmi na výrobu základných produktov. Plánovalo sa vyše dvadsať týchto tovární a ich najefektívnejšou surovinou by bola maďarská ropa, pri použití ktorej by odber benzínu z týchto elektrární „bol trikrát taký veľký, ako by dovolilo použitie nemeckej ropy“. Zatiaľ čo kapacity maďarských rafinérií boli v porovnaní s inými väčšími rafinériami v iných európskych krajinách držaných Osy malé, ich hodnota pre Ríšu bola značne neúmerná ich kapacitám z dôvodu ich strategickej polohy a toho, že maďarská ropa sa ťažila nadmieru maďarskej spracovateľskej kapacity. Letecká ofenzíva proti dôležitým maďarským strategickým vojnovým cieľom začala vo februári 1944, ale prvý nálet na ropnú rafinériu bol 14. júna 1944, ktorý vykonalo USAAF za denného svetla. Prvý nočný útok na rafinériu Almásfüzitő sa uskutočnil v noci z 12. na 13. júna 1944. Jeho aktérmi boli posádky 205. skupiny RAF. A ďalšie útoky na maďarské rafinérie na seba nenechali dlho čakať...
Unordnung – Late Versions of the Bf 109 G
The development of these late versions of the Bf 109G, manufactured in a series of related and therefore similar versions, was the German aviation industry’s response to a requirement to quickly supply Luftwaffe units with high performance fighters to combat the Allied bombing offensive of the spring of 1944. The appearance of the P-51B and D Mustang with the 8th and 15th American Air Forces showed that the need to offset the increasing obsolescence of German fighters was becoming critical. The anticipated replacement of the then standard Messerschmitt Bf 109G-6/G-14 with the Bf 109K, powered by the DB 605D, was not yet possible in the spring of 1944 due to the protracted development of the airframe and engine alike. The design element of Messerschmitt in Regensburg found an interim solution by installing the DB 605AS into the Bf 109G-6, and this modification made use of items that were already designed and were construction ready, intended to be used in the engine installation in the Bf 109K.
12/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
11/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
11/2024
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/
10/2024
10/2024
10/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
10/2024
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/
09_Special E-Day/2024
Vážení přátelé, modeláři, hosté a návštěvníci E-daye, V dnešním krátkém mimořádném vydání Infa vás seznámíme s plánovaným programem letošního E-daye, který se koná v sobotu 28. září 2024 v hale muzea na Tankodromu Milovice. Výstava je jednodenní, ale jako obvykle bude výstavní hala otevřena, nejen pro vystavující modeláře, již v pátek od 17:00. Na pátek máme připravený malý program pro všechny časné příchozí. Tento podvečerní program má dva body. Prvním bude představení novinek Eduardu na rok 2025, které se bude opakovat i v sobotu. Druhým bodem bude beseda s Jiřím Šilhánkem, zakladatelem a majitelem firmy Special Hobby. Jiří je velká osobnost našeho oboru, který své podnikání rozjížděl dávno před všemi ostatními českými firmami, hluboko v osmdesátých letech. Jeho historky z dějin plastikového modelářství jsou neuvěřitelné a všem doporučuji si je poslechnout. Věřte mi, že to stojí za páteční cestu do Milovic!
09/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
09/2024
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/
08/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
08/2024
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/
07/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
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/
06/2024 - Special
Vážení přátelé, dnešní mimořádné číslo Infa je věnováno mimořádné stavebnici, The Bloody Hundredth 1943/ B-17F 1:48. Tato stavebnice vydávaná v řadě LIMITED patří mezi položky, jejichž základem jsou výlisky nakoupené u spolupracujících firem. V tomto případě jde o výlisky firmy Hong Kong Models, HKM. Tentokrát jde ovšem spolupráce mezi našimi firmami dál, než je v podobných případech dodávek výlisků zvykem. Speciálně k této stavebnici jsme zkonstruovali konverzní rámeček s čirými díly, obsahující další verze přídí B-17F, než které obsahuje původní sestava dílů stavebnice HKM. Tento rámeček jsme zkonstruovali v Eduardu, pochopitelně s využitím konstrukce HKM, na kterou nové díly navazují. Forma na něj byla vyrobena firmou HKM v jejich čínské nástrojárně, výlisky byly vyrobeny tamtéž.
06/2024 Special EN
Dear Friends, Today's special issue of the newsletter is dedicated to an extraordinary kit, ‘The Bloody Hundredth 1943 / B-17F’ in 1:48th scale. This kit, released in the LIMITED edition line, falls under the group of items based on moldings purchased from partner companies. In this case, the plastic is supplied by Hong Kong Models, HKM. This time, however, the cooperation between our companies goes further than is customary in similar endeavors. Specifically for this kit, we have designed an additional set of clear parts that cover variations used on the B-17F nose that were not a part of the original HKM release. We designed the new parts to fit the HKM kit specifically. The mold for it was cut at HKM in their Chinese tool shop, and the parts are produced by them.
06/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
06/2024
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/
05/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
05/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
04/2024
Dobrý večer, vážení přátelé! Máme za sebou hektický březen. Chápu, že vám to asi tak nepřijde, ale ona každá hospoda vypadá jinak z jídelny a jinak z kuchyně. Aby byl pohled z jídelny, tedy od vás zákazníků, pozitivní, nezbývá personálu v kuchyni, tedy nám, aby se pořádně oháněl.
04/2024
Good evening, dear Friends, We've had a hectic March. I understand that it might not seem that way to you, but every bar looks different from the dining room than it does from the kitchen. In order for the view from the dining room, in other words, from you, the customers, to be positive, the staff in the kitchen (us), has little choice but to be very busy. So, hectic is good.
03/2024
Určitě nejsem sám, komu se pravidelně stává, že se jeho předpoklady a představy o průběhu nějaké události nenaplní a výsledek je zcela opačný, než jaká byla očekávání s onou událostí spojená. Mě se to naposledy stalo před měsícem v Norimberku. Co jsem od veletrhu čekal, si jistě pamatujete z minulého úvodníku. Z mé skeptické předpovědi nevyšlo prakticky nic. Ne že by se už veletrh vrátil tam, kde byl za starých časů před covidovými lockdowny, ale byl výrazně živější, zajímavější a ve svém výsledku zábavnější a užitečnější, než bych si troufl očekávat. Troufnu si dokonce tipnout, že podobný názor má víc vystavovatelů. Mimo jiné se opakovala situace z loňska, že rozhovory a setkání byla daleko vřelejší, přátelštější a otevřenější, než kdykoli v minulosti. Možná je to jen můj pocit, ale přijde mi, že jsme se navzájem zase rádi viděli, v mnoha případech i po několika letech. V takových případech si uvědomíte, jak vám ti lidé, které jste vídal tak nějak samozřejmě a nepřišlo vám na tom nic zvláštního, přirostli k srdci a jak vám chyběli. Pak se tak hovory víc otevřou, a to je fajn.
03/2024
I know I’m not alone, when a concept and its associated assumptions turn out exactly opposite to what the expected outcome was. The last time it happened to me was a month ago in Nuremberg.
Jak na plasty II
Mnoho méně zkušených modelářů má velkou fobii z řezání do plastů nebo z většího ztenčování plastových dílů pro zástavbu doplňkových sad. V tomto díle bych chtěl čtenářům představit, že tyto pokročilejší modelářské činnosti nejsou nic těžkého a s využitím vhodných nástrojů a pomůcek se dá snadno dobrat k potřebným úpravám. Prakticky všechny větší brassinové sady po modeláři vyžadují, aby podobné úpravy při jejich zástavbách provedl. Pokud se někteří modeláři obávají doplňkové sady kupovat právě kvůli zmíněným úpravám, chtěl bych jim ukázat, že to s trochou praxe zvládnou i oni. V článku demonstruji přípravu křídla P-51B/C 1/48 pro zástavbu brassinové sady zbraňových šachet. Představím dvě metody – za pomocí pouze základních modelářských nástrojů a poté s pomocí jemné vrtačky a frézky od firmy Proxxon.
How work with Plastic II
Many less experienced modelers often feel apprehensive about cutting into plastic or thinning parts to accommodate additional detailing or conversion sets. In this section, I want to reassure readers that these more advanced modeling techniques are not difficult and that, with the right tools, achieving the necessary modifications is quite manageable. Most larger Brassin sets require modelers to make similar adjustments to their builds. For those hesitant to purchase aftermarket sets due to this process, I aim to show that, with a bit of practice, anyone can master it. In this article, I will demonstrate how to prepare a 1/48 P-51B/C wing for the Brassin gun bay set. I will present two methods: one using only basic modeling tools, and the other employing a motorized Proxxon tool.
Jak na plasty
V tomto článku o pracovních postupech bych se chtěl věnovat těm nejzákladnějším modelářským postupům a technikám a demonstrovat nářadí, které mi pomáhá při rutinních činnostech, které by měl každý modelář zvládat. K této demonstraci jsem si vybral nový model P-51B/C 1/48, který má spoustu vychytávek pro jednoduché lepení modelu, například spodní vtoky u dílů, což především začátečníkům velmi usnadní práci. Pro zkušené modeláře se bude na první pohled nejspíš jednat o zbytečnou spotřebu digitálního papíru, ovšem přečtení doporučuji i jim. Opakování je totiž matka moudrosti!
How to Work with Plastic?
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.
Step by Step P-51B 1/48
Stavební postup k P-51B 1/48.
Step by Step P-51B 1/48
Step by Step for P-51B 1/48.
Jak na 3D tisky
Poslední roky se v modelářství stále více rozmáhá využití 3D tisku, a to převážně pro výrobu doplňků. I v Eduardu jsme se před několika lety rozhodli pustit do této technologie, která z velké části vytlačila klasickou výrobu Brassinů, tedy metodu odlévání. Dnes přímým tiskem vyrábíme již okolo 80 % produkce Brassinů.
How to Work with 3D Prints in Modeling
In recent years, 3D printing has gained widespread popularity in the modeling industry, particularly for accessory production. A few years ago Eduard, too, embraced this technology, gradually replacing traditional casting methods with direct printing, constituting approximately 80% of our Brassin production.
Jak na obtisky Eduard
How to apply Eduard decals
Jak na Space ?
Exploring Space
Nové masky od Eduard
New masks by Eduard
Práce s Eddie the Riveter
Work with Eddie the Riveter
Práce s fotolepty část I
How to Work with PE-Set part I
Práce s fotolepty část II
How to Work with PE-Set part II
Jak sestavit tištěné klapy
How to build printed landing flaps
Step by Step Kurfürst
Step by Step Kurfürst
Step by Step motor F4F-4
Step by Step engine F4F-4
02/2024
Dobrý den, vážení přátelé! Dnešní úvodník píši zase po roce v Norimberku. Letošní Spielenwarenmesse začal v úterý, dnes jsme přesně v polovině, veletrh končí v sobotu. Pořadatelé se s německou houževnatostí drží pěti dnů trvání akce, čímž jdou většině účastníků pěkně na nervy. Je to sice lepší než šest dnů, které na nás zkoušeli dříve, ale stále je to nejméně o den víc, než tu chceme a potřebujeme být. Z hlediska účasti firem je veletrh letos určitě lepší než loni, ale pokud jde o návštěvníky, obchodníky a žurnalisty, tak je situace víceméně stále bídná. Panuje tu klid. Klid je někdy fajn, ale na veletrhu je klid asi tak to poslední, co na něm chce vystavovatel zažít. Možná se to zítra a pozítří změní a veletrh ožije, ale žádné indicie k tomu nemáme. Tak začínáme uvažovat o odboji. Jak to dopadlo vám napíšu v příštím úvodníku.
02/2024
Good day, Dear Friends After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants.
01/2024
Vítejte v novém roce, vážení přátelé, vítejte u tříkrálového Infa! Lednové novinky jsou již bezmála tři týdny v prodeji, předpokládám tedy, že jste s nimi již zevrubně seznámeni a mnozí je již máte doma. Přesto musím zmínit, že z mého pohledu začínáme letošní rok pěkně zostra. Při prvním pohledu na čtvrtkového Albatrosa D.III to tak možná nevypadá, ale i on byl svého času vrcholovým predátorem válečného nebe a stavebnice přináší vrcholný mix příběhů a osudů jeho pilotů i jejich soupeřů tak, jak je u nás dobrým zvykem. Měli jsme také více než dobrý důvod si toto téma oživit, jak se za chvíli dočtete.
01/2024
Welcome to the New Year! January’s new releases have been on sale for almost three weeks now, so I assume that you are already thoroughly familiar with them and many of you already have them in your posession. Nevertheless, I have to mention that, from my point of view, we are starting this year off with a bit of a bang. A first glance at the 48th scale Albatros D.III may not indicate this, but it too was once the top predator in a sky dominated by war clouds, and this kit offers a superb mix of stories and fates of its pilots and their opponents, as is our custom to uncover over the course of a kit’s development. We also had more than good reason to revive this topic, as you are about to find out.
12/2023
Dobrý den, vážení přátelé! Po tříleté přestávce jsme se letos opět vypravili do Telfordu, a je dobře, že jsme se odhodlali tam jet. Přeci jen je Británie kolébkou našeho byznysu, výstava v Telfordu je největší výstavou v našem oboru a chybět na ní by byla chyba. V příštím roce budeme na výstavy vyrážet dál. Na přelomu ledna a února začneme tradičně v Norimberku. Pevně doufám, že tam letos potkáme víc kolegů z jiných firem i víc obchodníků a novinářů než loni. Přiznám se, že jsem trochu napjatý. Podle účasti firem v Norimberku můžeme posuzovat nakolik se svět vrací do normálu a všichni bychom byli určitě rádi za zjištění, že tomu tak je a svět se do normálu opravdu vrací.
12/2023
Good day, Dear Friends, After a three-year break, we made a return to Telford, and it was a triumphant return at that! After all, Britain is the cradle of our business, and the Telford event is the biggest exhibition in our field and it would be a mistake to miss it. Our plan is to continue attending such events, beginning with Nuremberg in January/February.
11/2023
Dobrý den, vážení přátelé! S listopadovými novinkami jsme na tom stejně jako s říjnovými, také už jsou druhý týden v prodeji, a tak už je přinejmenším velká část čtenářů Infa zná, pokud už je rovnou nemá doma. Někteří už je dokonce lepí, a ano, jsou i tací, kteří už je mají dokonce postavené. To ovšem není v případě Bf 109 G-2 nebo G-4, obsahu té nej nej nej dvaasedmdesátinové novinky, nic složitého.
11/2023
Good Day, Dear Friends We find ourselves in the same situation with November’s new releases as we did with the October ones, in that they also have been available for purchase a couple of weeks ahead of the newsletter announcement, meaning that they will already be known to a large percentage of readers and perhaps even in their possession.
10/2023
Dobrý den, vážení přátelé, vítám vás u zvláštního vydání Infa, věnovaného 21. ročníku E-Daye, konanému 23. září letošního roku na Tankodromu Milovice. Po necelém měsíci ji vy, kdo jste v Milovicích byli, máte ještě v živé paměti, ale věříme, že si ji díky dnešnímu Speciálu Infa znovu rádi připomenete. A ti, kdo tam s námi nebyli, se mohou inspirovat k návštěvě E-Daye příští rok. Bude se konat opět v Milovicích 28. září 2024.
10/2023
Good day, Dear Friends Welcome to our special edition of the newsletter dedicated to the 21st installment of E-Day, held on September 23rd of this year at the Milovice Tankodrom museum. After less than a month, those of you who were in Milovice still remember it vividly, but I believe that thanks to today's newsletter special, you won’t mind being reminded. And those who were not there with us can be inspired to visit E-day next year. It will be held again in Milovice on September 28, 2024.
10/2023
Jak se vám líbilo na E-dayi? Nebojte se, nehodlám dnes důkladně popisovat tamní dění, tomu se bude věnovat Speciál Infa, připravovaný na druhý týden v říjnu. V dnešním čísle ovšem najdete alespoň základní fotogalerii. Letošní druhý ročník E-Daye v Milovicích potvrdil potenciál areálu Tankodromu pro akci tohoto typu. Můžeme tedy ladit a vymýšlet další body programu, hodící se do našeho konceptu modelářské výstavy.
10/2023
How did you like E-Day? Don’t worry, I’m not going to take up precious real estate thoroughly describing the event today, since that will be covered in a Special Edition of our newsletter, slated to come out the second week of October. However, in today’s issue you will find a basic photo gallery of what was there. This year, the second to be held in Milovice, confirmed the potential of the Tankodrom for an event of this type. With that, we can continue to evolve and develop the program to satisfy the concept that goes hand in hand with the venue.
09/2023
Informace o výstavě E-Day 2023 a soutěži Czech Model Masters – program, instrukce pro dopravu, seznam prodejců a mnoho dalšího
09/2023
Vážení přátelé, Jsme zpět z Texasu, v pilné práci na dalších projektech. Jak jsem zmiňoval v minulém úvodníku, jedním z účelů naší cesty, kromě obvyklé reprezentace na dnes již opět pravidelné IPMS USA National Convention, byl i průzkum a dokumentace zachovalých exemplářů P-40 Warhawk.
09/2023
Dear Friends, We’re back from Texas, hard at work on upcoming projects. As I mentioned in the last editorial, one of the purposes of our trip, in addition to our usual participation at the IPMS USA National convention, was to have a good, close up look at several P-40 examples.
08/2023
Vážení přátelé, vítám vás u srpnového Infa a zdravím z texaského Corpus Christi, kudy s kolegy projíždíme na cestě do San Marcos na tradiční letní IPMS USA Nats. Budeme v Texasu dva týdny, po Nats se přesuneme na sever do Dallasu, kde je naším hlavním plánem studium tří exemplářů P-40 Warhawk. Chceme si ověřit nějaké detaily a průběhy křivek a případně si nějaké pasáže naskenovat.
08/2023
Dear Friends Welcome to the August edition of our newsletter and greetings from Corpus Christi, Texas, where my colleagues and I are passing through on our way to San Marcos for the traditional summer IPMS USA Nats. We will be in Texas for two weeks, after the Nats we will move north to Dallas where our main goal is to study three P-40 Warhawks.
07/2023
Dobrý den, vážení přátelé! Ještě před koncem první poloviny letošního roku jsme stihli přestěhovat do nového areálu v Sedleci balení modelů. To nám významně zjednodušilo logistiku, protože dosud jsme výlisky vozili z Obrnic do Mostu, kde jsme stavebnice zabalili a odvezli je do skladu obchodního oddělení v Sedleci. Ta místa od sebe nejsou daleko, je to v řádu jednotek kilometrů, ale i tak jsme se dost najezdili. Teď dělí balení modelů a sklad obchodního oddělení jedna stěna a dvoje dveře, sklad výlisků je přes dvůr.
07/2023
Hello, dear friends! Even before the end of the first half of this year, we managed to move our model packaging operation to our new facility in Sedlec. This significantly simplifies our logistics, because until now, we would typically move the plastic pressings from Obrnice to Most, where they would be packed into kits, and then transported them to our warehouse and sales department in Sedlec.
06/2023
Dobrý den, vážení přátelé, mezi 84 novinkami připravenými pro červen vyčnívá dvaasedmdesátinová limitka s názvem Wunderschöne neue Maschinen. Těmi báječnými novými stroji jsou Messerschmitty Bf 109 F, které při svém zavedení do výzbroje německé Luftwaffe na začátku roku 1941 přinesly nárůst výkonů a kvality německého stíhacího letectva.
06/2023
Good day, Dear Friends Among the 84 new items being released for June, the 72nd Limited Edition kit dubbed “Wunderschöne neue Maschinen” stands out. This “Wonderful New Machines” kit centres around the Messerschmitt Bf 109F, which, when introduced into the arsenal of the Luftwaffe at the beginning of 1941, brought an increase in the performance and quality of German fighters committed to aerial combat.
05/2023
Dobrý den, vážení přátelé! Na začátku května se soutěžní sezóna pěkně rozjíždí. Máme za sebou tradiční Mošoň, v sobotu se koná Kit show v Kopřivnici, a tak je čas říci si také něco o letošním E-dayi. E-day 2023 se koná v sobotu 23. září na Tankodromu v Milovicích. Pojedeme podle stejného schématu jako vloni, tedy se začátkem pro vystavující modeláře v pátek odpoledne, a to včetně podvečerního programu.
05/2023
Good Day, Dear Friends We are at the beginning of May, and so the competition season is revving up nicely. We have just had the traditional Moson event and the Kit Show takes place in Kopřivnice on Saturday, so it´s a good time to talk about this year´s E-day. E-day 2023 takes place on Saturday, September 23 at the Tankodrom in Milovice and we will be following the same scheme as last year, meaning that exhibiting modelers begin on Friday afternoon and will include the early evening program.
04/2023
Dobrý večer, vážení přátelé! Máme přestěhované obchodní oddělení. K včerejšímu dni jsme tak definitivně ukončili naši činnost v areálu Rico, kde obchodní oddělení a také oddělení kompletace stavebnic sídlilo od června roku 2019. A kde také v prosinci 2020 vyhořel sklad výlisků pro stavebnice. Přiznám se, že jsem po požáru doufal v rychlejší přestěhování do nějakých nových prostor. Hned na jaře a v létě 2020 jsme začali připravovat stavbu nové haly, ale turbulentní situace na stavebním trhu v roce 2021 nám tento záměr zhatila. Na podzim 2021 jsme začali jednat o koupi staršího areálu v Sedleci, sousední vesnici vzdálené asi pět kilometrů od Obrnic.
04/2023
Good evening, Dear Friends We have completed our retail department move. As of yesterday, we have vacated the facility in Most that since June, 2019, has served as our main retail headquarters as well as the facility that served as final kit packaging. It’s also the facility in which we lost a lot of the plastic for our kits when a fire broke out in December 2020. I admit to having hoped for an earlier move to a new facility after that fire. Immediately in the spring and summer of 2020, we prepared for a new-build facility, but that was ultimately quelled by the turbulent supply issues in the construction industry.
03/2023
Dobrý den, dámy a pánové! Máme zavřeno. Dnes představované březnové novinky si sice můžete prohlédnout a prostudovat jak na následujících stránkách, tak na našem e-shopu, ale nekoupíte je tam. Chápu, zní to šíleně. Nejde ale o žádný rafinovaný marketingový tah, prostě se stěhujeme. Přesně řečeno, stěhujeme obchodní oddělení. To je také důvod, proč v následujících sedmi dnech nebude možné objednávat na e-shopu. Jak jste ale jistě zaznamenali, bylo na druhou stranu možné tyto novinky nakoupit již od minulého pátku, rovněž tak jsou již k dispozici u našich obchodních partnerů.
03/2023
Good day, Ladies and Gentlemen, We’re closed. Although you are certainly able to view and study our March release listing within these pages or at our e-shop, any purchases will have to be postponed. I understand that this sounds a little nuts, but it is not the result of some underhanded marketing ploy. It is a function of the fact that we are moving our entire retail department. It is also the reason why no sales will be going through our e-shop for the next seven days. As you will have probably already noted, the new items were available for early purchase from last Friday, and they will be available from our retail partners as well.
02/2023
Vážení přátelé, vítejte u únorového Infa! Dnes začíná Norimberský veletrh hraček (Nuremberg Toy Fair). Po dvouleté přestávce se vracíme do Norimberku a, nebudete tomu věřit, vůbec netušíme, co nás tam čeká.
02/2023
Dear Friends, Welcome to the February Newsletter! The Nuremberg Toy Fair started yesterday. After a two year hiatus, we are coming back to Nuremberg, and as hard as it may be to believe, we have no idea of what to expect
01/2023
Vážení přátelé, milí modeláři, vítejte u prvního Infa roku 2023. V lednovém čísle vás tradičně seznamuji s projekty připravenými na aktuální rok. Ani letos tomu nebude jinak, takže se do toho seznamování pustíme rovnou bez zbytečných řečí kolem. Začneme lednem, jehož novinky jsou v prodeji na našem e-shopu již od minulého týdne.
01/2023
Dear Friends and Fellow Modellers, Welcome to the first newsletter of 2023. The January issue traditionally introduces our planned projects for the year. This year will be no different, so we’ll waste no time and get right down to the nitty gritty. We’ll start off with January, new releases for which are already available from our e-shop and have been since last week.
12/2022
Easy reading
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Easy reading
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05/2014
04/2014
04/2014
03/2014
03/2014
02/2014
02/2014
01/2014
01/2014
12/2013
12/2013
11/2013
11/2013
10/2013
10/2013
09/2013
09/2013
08/2013
08/2013
07/2013
07/2013
06/2013
06/2013
05/2013
05/2013
04/2013
04/2013
03/2013
03/2013
02/2013
02/2013
01/2013
01/2013
12/2012
12/2012
11/2012
11/2012
10/2012
10/2012
09/2012
09/2012
08/2012
08/2012
07/2012
07/2012
06/2012
06/2012
05/2012
05/2012
04/2012
04/2012
03/2012
03/2012
02/2012
02/2012
01/2012
01/2012
12/2011
12/2011
11/2011
11/2011
10/2011
10/2011
09/2011
09/2011
08/2011
08/2011
07/2011
07/2011
06/2011
06/2011
05/2011
05/2011
04/2011
04/2011
03/2011
03/2011
02/2011
02/2011
01/2011
01/2011
12/2010
12/2010
12/2010
11/2010
11/2010
10/2010
10/2010
09/2010
09/2010
08/2010
08/2010
01.07/2010
06/2010
06/2010