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{"cz":"Info EDUARD"}
{"cz":"Měsíčník o historii a plastikovém modelářství.","en":"Monthly magazine about history and scale plastic modeling."}
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/
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INFO Eduarde-magazine FREE Vol 23 August 2024# 174Page 2
INFO Eduarde-magazine FREE Vol 23 August 2024# 174© 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
eduardeduardAUGUSTCONTENTSPublished by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comEDITORIALKITSBRASSINPHOTO-ETCHED SETSSPACEBUILTON APPROACH–September 2024TAIL END CHARLIEARTICLESBOXART STORYACES OF THE EIGHTH Limited 1/72P-51B Mustang Birdcage canopy ProfiPACK 1/48Bf 109E-4 ProfiPACK 1/32 Re-ReleaseBf 109G-6/AS Weekend 1/48 Re-ReleaseP-51B MUSTANG 1/48Fw 190D-9 1/48Fw 190A-5 light fighter 1/48The Modern LadBernie Lay and Piccadilly LillyAir War in Ukraine-One Su-57 LessThe First FranticThe Youngest KommodoreHöhengruppe41031345270809096112Editorial
I just returned from the United States where, as we have done every year for the past thirty, we attended the IPMS USA National convention. It was also my own personal 30th anniversary of my first Nationals this year.
EDITORIALGood day, dear Friends!I just returned from the United States where,as we have done every year for the past thirty,we attended the IPMS USA National convention.It was also my own personal 30th anniversaryof my first Nationals this year. Together with mycolleague Jiri Silhanek of MPM/Special Hobby,we first experienced the atmosphere of theNats in 1994 in Albuquerque, New Mexico. It wasa completely new world for me then, it was one ofmy first trips across the Atlantic, I was learninghow America works and it was a good education.In those thirty years, Eduard missed the Nationalsonly twice, during the covid era in 2020 and 2021,but over the years we have become part of theevent and today it seems that its participantscan hardly imagine this event without us. AndI can't imagine a summer without America either.One of the charms of the Nationals is that it'sheld in a different location every year, so it'sa good opportunity for us Europeans to get toknow new corners of the United States, getto know it in its diversity and appreciate itsstandards. Because one of America's advantagesis the standardization of its basic infrastructure,you can count on finding the same highways,the same organized stores and other thingseverywhere, as well as the language. In manyways here in Europe we have a lot to learn fromAmerica, but I fear that there are many things wewill never learn and that will be a shame.Many things are different even in America. Lastyear in Texas the asphalt was melting under ourfeet, and this year in Wisconsin, the climate waspleasant. And not just the climate. Madison isa nice town, and since we arrived early, we hada chance to enjoy it a little more than we usuallyget to at shows. The event itself took place inthe beautiful Monona Terrace Community andConvention Center, a building designed by thefamous American architect Frank Lloyd Wrightin 1959. The event was as always well organized,and our thanks and respect go to all membersof the organizing team not only for the qualityorganization, but also for their kindness andattentiveness, which they dedicated to ourgroup. As always, we enjoyed discussions withcustomers and our old friends, many of whom wehave met over those thirty years. The interest inus was such that we closed up shop long afterthere were only empty tables around us and theother exhibitors were already on their way tograb a bite. Last but not least, we are delighted tohave had the honor of supporting Valeriia Buzinafrom ICM at the show, who was at the Nationalsfor the first time and, I hope, not the last.This year's exhibition date was earlier thanusual in recent years. It caused us some minordifficulties, mainly because we had to hurry upthe completion of August’s new releases that wewanted to have at the show. Above all, the B-17Fin The Bloody Hundred 1943 Limited Edition form,which was understandably of enormous interest.But the end date had one huge advantage.The exhibition ended two days before the start ofthe famous air show in Oshkosh, which is about 150km northeast of Madison. This was an opportunitynot to be missed. We went to the Oshkosh showtwice and it was the experience of a lifetime.The superbly organized event, which this year wasattended by 680,000 spectators and 10,000 aircraftINFO Eduard4August 2024Page 5
during the week, not only met but exceeded ourexpectations. It was an American show in everysense. Seeing two B-29s fly in formation witha Lancaster and an F-35 with F-22s, A-10s andF-16s is an experience in itself, but experiencinga flight demonstration of F-35s and F-22s by theUSAF display team is something unforgettable!Of course, there is much, much more to Oshkosh,from the wonderful EAA museum filled withunique (and mostly civilian) exhibits to theaircraft on static display throughout the airportgrounds, not to mention everything that flies in.If you want to experience for yourself themeaning of the word beauty in the aviation senseof the word, come to Oshkosh!I was reminded of the influence Americahad on Eduard's development during our tripfrom beginning to end. Over our last night inAmerica we slept at the Hyatt Regency Hotel inRosemont, near Chicago's O'Hare Airport. This isthe hotel to which we went every year for almosttwenty years around the end of September andbeginning of October, when the RICHTA exhibitionwas held annually in the adjacent exhibitionand conference center. This was the name ofan American organization that brought togethermanufacturers of models and kits of all fields,from both functional and static model making.It also brought together many manufacturers,if memory serves. Eduard was its member. It wasa sort of an American answer to Nuremberg, albeiton a smaller scale. We used to regularly havea smaller table there, we promoted new products,and we met with our distributors. It was importantto us then and worth going there because at theturn of the millennium we had nine distributorsin America and America's share of our sales was40%. In the 1990s and early 2000s, manufacturerssuch as Monogram, AMT and Esci-ERTL werevery active in the USA, as was Minicraft, whichworked as Academy-Minicraft. There was alsoAccurate Miniatures, and Verlinden, which wasa leader in cast resin accessories in the first halfof the 1990s, and relocated there. There werea number of manufacturers of model railways andfunctional models, all of whom were members ofRICHTA, and it was alive at the exhibition.It was a real American show, and includedgreat American ice cream, a shoe shiner withhis stand behind the entrance, who was alwaysbusy, because back then people still went toEDITORIALINFO Eduard5August 2024Page 6
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shows in suits and dress shoes, and not in jeansand t-shirts like they do today. I bought a pairof American boots on Michigan Avenue and hadthem cleaned by him, and he greeted me everymorning. It was just great. Everyone we neededto talk to was at the show, but unlike Nuremberg,the public was invited to attend and sales couldbe conducted there. So, among others, membersof the Czech community, which is large in Chicago,attended the event. There I met Johnny Vojtech,and Jules Bringuier lived in Chicago at the time,for whom we worked on Classic Airframes kits,who brought me to Chicago for the first time in1993 and to whom I will be eternally grateful foreverything he taught me. Father and son Sojko,who worked as toolmakers at Monogram, used toattend regularly. They were responsible for all thebeautiful kits from Monogram that I admired andI wanted to match them. They were as proud oftheir efforts as they were of their Czech heritage.Europeans used to also attend, with a regularlypresent Airfix stand there, the old Airfix, beforeHornby bought them, Esci was there becausethey belonged to the same company as AMT andErtl, Canadian Hobbycraft used to go there, andJapan’s Hasegawa and Tamiya could be foundthere, too, among others.Japanese related business interests also tookpart in the show, such as Mr. Ono, the founderand owner of Beaver, which is still our Japanesedistributor. Mr. Ono also had a booth there severaltimes, where he once exhibited figures by HajimeSorayama and caused quite a stir when a girlscout leader came to his booth to see what themembers of her troop were looking at. Then shestarted screaming terribly, and the result wasthat the organizers ordered Mr. Ono to cover thesensitive parts of the figures. So he stuck piecesof paper from those poisonously colored notepadson their breasts and in their laps, making thefigures even more tempting targets for all thescouts present. If you don't understand what thisis all about, google Hajime Sorayama, it's totallyworth it. In the evening, Mr. Ono taught me how toeat lobster properly and Chuck Harransky fromSquadron Signal introduced me to Americanchicken noodle soup, while explaining to mehow the model business is done in America andwhat we need to do to succeed there. In Chicago,our cooperation with Hasegawa started whenMr. Horiike came to me and told me that we, the‘old guard’, should work together more to betterface the new competition. It was like he elevatedme to nobility!None of us knew then that this world wascoming to its end. American modeling firms fellvictim to deindustrialization. In the late 1990s,they began experimenting with transferringproduction to Asia, first to Korea, and when Koreabecame more expensive, to China. That wasthe beginning of the end, with the new centuryAmerican manufacturing companies began tostruggle, fail, change hands, and fail again untilthey disappeared from the scene altogether.The exhibition itself shrank to a half of one halland finally ended for good. The last time wewere there was sometime in 2014 or 2015, andwe even took off to go and check out the U-515submarine museum during the show, because theexhibition was already very quiet and there werenot many people. Unfortunately, it also affectedbusiness. The decline of brick-and-mortar storesis gradually continuing, the model shops arebecoming more and more an on-line affair, andthis is true all over the world. Today, we only havefour distributors in the United States, but twoof them are new. Three years ago, we had twobusiness partners in this market, and the shareof the American market in our overall turnoverdropped to 16%. So it is not such a tragedy, becausein financial terms it is still about twice as muchas it was in 2010. Rather, it reflects how businesshas developed in Europe and especially in ourdomestic market. Since 2000, the share of theCzech market in our total turnover has doubledfrom 13%, last year being up to 27%. I rathersuspect that it is similar in production, where twomain locations of plastic model production havebeen created. One is in China, and the other is inEastern Europe, primarily in the Czech Republicand Ukraine. Both of these differing geographiclocations cooperate intensively, which can beseen especially in Poland, whose producers ofplastic models intensively use the services ofChinese production facilities.Despite the sad end of the RICHTA fair, ourparticipation in it had a great influence onthe development of our company. Eduard isconnected to America more than anyone canimagine, and for me personally, the interactionwith the American environment was and is a greateducation. Not only do I try to approach problemsolving in a somewhat American way, but we havealso learned from developments in Americancompanies. While they were deindustrializingand starting their Chinese experiment, we werebuilding our own production base and buildingEduard as an independent entity, independentof external suppliers of key components. I knowthat even in Europe it is considered an outdatedapproach, and when I talk about how Eduardworks, that all of our own production is donein-house, I get a lot of raised eyebrows. But I amsticking to my guns. I remember what happenedto those who got rid of their local production base.The companies that drive the development andmodernization of our field today have their ownproduction base. It's Eduard, Tamiya, Trumpeter/Hobby Boss (that's one company), HKM, Academyand ICM. I may have forgotten some players here,and to them, I apologize. I am still going througha bit of jet lag! But, I digress….New releases for AugustThe impact of the IPMS Nationals in Madison onour new releases for August will be plain to see.We wanted to bring some attractive new items tothe event, so there is naturally a strong Americanflavor here. The intended ‘show stopper’, andEDITORIALINFO Eduard7August 2024Page 8
EDITORIALthe main new product for August, the B-17F‘The Bloody Hundredth, 1943’ Limited Edition kit,is sold out here. But that does not mean that it is nolonger available. We've sold some 80% of the runto merchants, and they'll have this kit availablefor some time to come. But if you want it, don'thesitate, but if you still happen to miss out, it'sstill not a hopeless situation. We are registeringdemand from merchants for more pieces, and ifthis demand is sufficient, we would do anothersmaller reissue in November or December.There, however, the content will change a bit, forexample the bonus decals will no longer be partof the kit, but will be available for purchase asa separate item.The other two American flavored new releasesare Mustangs, the P-51B in the 1:48 scaleProfipack kit and the P-51D in the ‘Aces of theEighth’ 72nd scale Limited Edition boxing. Bothare still available, you don't need to worry aboutthat. This American set is complemented inAugust by two German reissues, the Bf 109 E-4 inthe Profipack line in 1:32nd scale, and the Bf 109G-6/AS in the 48th scale Weekend line.Our kits, as usual, benefit from the release ofaftermarket accessory items, designed for notjust new kits, but older ones as well. Note theseries of sets for the B-17F. These are the olditems we released for the HKM kit, but the onesbeing released now have new catalog numbers,meaning they've been modified to not duplicateparts that are already components of the BloodyHundredth 1943 kit, Cat No. 11183.Of course, it’s not just Eduard kits that arebeing covered with what we release. We stillproduce sets to enhance our competitors’ kits too,such as the FM-1 Wildcat in 1:48th by Tamiya, the1:72nd B-24H Liberator from Airfix and the A-10by GWH. Generally speaking, they’re not hugesets, but it shouldn’t necessarily pour when alight rain will do nicely. As usual, you will findthe complete listing in today's newsletter, andI hope you will read it thoroughly, enjoying it inthe process.ArticlesUnfortunately, among the articles you willfind the already 29th installment of Air War overUkraine by Mira Baric. Miro writes well, andI firmly believe that at some point, we will beprinting the last installment with a descriptionof a Ukrainian victory in this war. There willcertainly be a victory parade of the Ukrainian AirForce led by an F-16. Although, after what I sawlast week in Oshkosh, I would wholeheartedlywish the Ukrainians a delivery of the F-35!I took the liberty of writing an article aboutwhat our new P-51D in 1:72nd scale bringsto modellers. It's also written in a bit of anAmerican style, and should it be taken as a bitof an advertisement, I won't mind. If you wouldlike to put our Mustang in the context of how itcompares to other manufacturers' Mustangs,I recommend purchasing a kit from KP. It is alsonew, and is presented as a simple kit suitable forchildren and beginners. Place the two kits side byside and you will see the unseen, I guarantee youa truly extraordinary modelling experience.Jan Zdiarský's article ‘Bernie Lay and PiccadillyLily’ is a great read. I read his preview yesterdaymorning over breakfast and it was a great startto the day. I recommend it not only to those whohave bought or want to buy The Bloody Hundredth1943 kit, to which this text is closely related,because it’s just that good an article...and no,I will not link it. Read it yourself!Don't miss the three Box Art Stories by JanBobek. They are dedicated to the boxarts of thenew P-51B, and the reissued Bf 109 E-4 andBf 109 G-6/AS. They are short texts, they read well,and are chock full of information and interestingstories. The perfect coffee companion!Happy Modelling!Vladimir SulcINFO Eduard8August 2024Page 9
The Modern Lad: P-51D Mustang, Eduard in 1/72 Scale
The world is changing, and so are we. It might sound like a cliché, but it's true in every aspect of society's evolution. The world and society are evolving at an unprecedented pace, and our industry is no exception. Over the past thirty years, we've seen tremendous technological as attitudinal shifts, which have significantly impacted both the production and the use of model kits. These developments influence and shape each other, resulting in new requirements for modern plastic kits. What are these requirements, and how have we addressed them in the new 1/72 scale P-51D Mustang kit?
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INFO Eduard13August 2024Bernie Lay and Piccadilly Lily
The ‘Double Strike’ mission of the 8th AF on Schweinfurt and Regensburg on August 17th, 1943 is among the most famous air operations of World War II in Europe. Not perhaps in so much as its scope, where it was surpassed many times during the months that followed, but in its significance in the development of strategic bombing attack planning and, above all, in terms of losses. Of the 376 B-17s involved, sixty were lost and over ninety others were seriously damaged for the loss of thirty German fighters.
Col. Bernie Lay was just shy of 34 years of agewhen the 100th BG took off for Regensburg, olderthan most 8th AF combat airmen. He had an inter-esting military and writing career, and althoughhe had not been trained on USAAF four-enginebombers, he was certainly not new to flying.He was born on September 1st, 1909 in Berke-ley Springs, West Virginia. After graduating fromYale University in 1931, he enlisted in the US ArmyAir Corps and completed flight training betweenJuly 1932 and June 1933, from which he emergedwith the rank of Second Lieutenant (2nd Lt). Hewas assigned to the 20th BS (which, a few yearslater, as part of the 2nd Bomb Group, 15th AF, alsoparticipated in the battles over central Europe).Here he flew twin-engined biplanes in the form ofthe Keystone B-6 and Curtiss B-2 Condor bomb-ers. At the beginning of 1934, he became involvedin the affair known as the ‘Air Mail scandal’, whenthe AAF was used, thanks to a specially passedlaw to transport mail, which was understood,among other things, to be a corrupt interferenceof the business environment and piled on itselfseveral related problems.The scandal, fueled by the deaths of severalarmy airmen in crashes in bad weather, wasmore of a political affair. But it also hadan impact on the army pilots themselves.Fed up with the fuss and press coverage ofthe event after the failed project, Bernie Layretired from active duty in the AAF. Althoughhe remained in the rank of Lieutenant (1st Lt.)in the army reserves, he devoted himself to civil-ian life. He contributed articles to several maga-zines and newspapers, which he began to devotehimself to during his service in the Air Force.He became editor-in-chief of The SportsmanPilot magazine in 1936, and a year later publishedhis autobiographical book, ‘I Wanted Wings’.He was immediately approached by Holly-wood producers to prepare a film adaptationof the book. He worked on it for three years, andalthough the result was rather disappointingfor Lay, as his work was taken up by a groupof screenwriters who changed it to a large extentin typical Hollywood fashion, the new experiencebrought him the acquaintance of new people,among them his first wife, Philippe Ludwell Lee.The ‘Double Strike’ mission of the 8th AF on Schweinfurt and Regensburg on August 17th, 1943 is among the most famous air oper-ations of World War II in Europe. Not perhaps in so much as its scope, where it was surpassed many times during the months thatfollowed, but in its significance in the development of strategic bombing attack planning and, above all, in terms of losses. Of the 376B-17s involved, sixty were lost and over ninety others were seriously damaged for the loss of thirty German fighters.Many stories are born from such monumental events. Some of them will be forgotten forever, because after a few minutes after theircreation, there is sadly no one left to tell them. Other stories, though seemingly insignificant at first, later reveal their full impact as tobecome unforgettable. One such example, from a chain of events that began to form several thousand feet above Germany on August17th, 1943, was the story of American pilot and writer Col. Bernie Lay. His name has been mentioned by us several times recently inconnection with the Limited Edition kit of the B-17F, ‘The Bloody Hundredth 1943’ and specifically in the historical notebook we issuedon Piccadilly Lily, on which Col. Lay completed the mission on August 17th, 1943. In addition to Piccadilly Lily, a total of twenty-oneB-17Fs from the 100th BG took part in this mission, four of which are represented in the aforementioned kit.Title picture - detail of Piotr Forkasiewicz’s artwork for Eduard kit No.11183 B-17F “The Bloody Hundredth 1943”.On the co-pilot’s seat of Piccadilly Lily sits Lt.Col. Bernie Lay.HISTORYINFO Eduard14August 2024Page 15
Tensions, spreading in Europe in the late 1930s,erupted into World War II on Lay’s thirtieth birth-day. Shortly thereafter, he returned to militaryservice at his own request and served as a flightinstructor at Chino, California.A book he had written a few years earlier, whichhad since become a bestseller, introduced him toa fellow writer, Col. Ira Eaker, then the command-er of the Air Corps Information Division. Eaker ar-ranged for Lay’s transfer to the staff of the U.S.Army Air Corps in Washington, where he waspromoted to the rank of captain and worked inthe PR section of General Henry H. Arnold, com-mander of the US Army Air Force.When Ira Eaker became a general in 1942 andwas entrusted with building the 8th AF, he tookBernie Lay with him to work as historian andunit documentation commander. The status be-tween Lay and Hollywood, with whom he hadentered into a partnership a few years earlier,also changed. He now commanded Hollywooddirectors who worked on film reports from thebattlefield. He thus saw with his own eyes theFlying Cadet Bernie Lay during basic training (1932-1933). The aircraftin the background is a Douglas BT-2 from the Army Air Corps PrimaryFlying School, Randolph Field, TX. Lay completed his trainingon February 28, 1933. (Photo: OMPF)2nd Lt. Bernie Lay, after completing hisflight training, served in the 20th BSat Langley Field. (Photo: Dennis Duffy)Curtiss B-2 CondorHISTORYINFO Eduard15August 2024Page 16
Keystone B-6The Sportsman pilot, 1936magazine cover.Grafton Underwood Air Base, August 17, 1942: Men from the 8th AirForce HQ observe the return of B-17s from the Eighth’s first com-bat mission to the marshalling yard at Rouen, France. Standingto the left of the ladder is General Carl A. Spaatz. Directly abovethe open window on the left is Bernie Lay, head of the command’shistory and film section. (Photo: Freeman Collection)HISTORYINFO Eduard16August 2024Page 17
first steps of the 8th AF, the ups and downs, thedifficulties in building a position and promotingthe idea of the importance of heavy bombers andtheir daily missions. One of the films createdin his section was the 40-minute documentary‘The Memphis Belle - A Story of a Flying Fort-ress’ which was shot in the spring of 1943 by Maj.William Wyler. However, even before this filmwas completed, Bernie Lay was tired of sittingbehind a desk. Although he was promoted toLieutenant Colonel and a career at the top of thearmy air force certainly awaited him, he askedto be transferred from the air force staff to com-bat duty. Also thanks to having rubbed shoulderswith important commanders, his request wasgranted in the summer of 1943. Due to his age andprevious experience, he was offered command ofone of the nascent air units. First, however, realcombat experience had to be gained. The choicefell on the 100th Bomb Group, which from June1943 flew from East Anglia USAAF base No. 139near the village of Thorpe Abbotts. This is whereBernie Lay went ‘for some experience’. Witha rank among the highest in Thorpe Abbotts,but no experience on heavy four-engined aircraft,he was to fly several combat missions as an ob-server or co-pilot. Out of five missions flown, thefirst four were pretty standard, while the fifthwould become impossible to forget....The best way to tell this story is to let Bernietell it himself in his own words. The followingis from his article ‘I saw Regensburg destroyed’published in The Saturday Evening Post onOctober 6, 1943:In the brieng room, the intelligence ofcer ofthe bombardment group pulled a cloth screen awayfrom a huge wall map. Each of the 240 sleepy-eyedcombat-crew members in the crowded room leanedforward. There were low whistles. I felt a sting of an-ticipation as I stared at the red string on the map thatstretched from our base in England to a pin pointdeep in Southern Germany, then south across theAlps, through the Brenner Pass to the coast of Italy,then past Corsica and Sardinia and south over theMediterranean to a desert airdrome in North Africa.You could have heard an oxygen mask drop.“Your primary,” said the intelligence ofcer, “is Re-gensburg. Your aiming point is the center of the Mess-erschmitt 109 G aircraft-and-engine-assembly shops.This is the most vital target we’ve ever gone after. If youdestroy it, you destroy thirty per cent of the Luftwaffe’ssingle-engine-ghter production. You fellows know whatthat means to you personally.”There were a few hollow laughs. After the brieng,I climbed aboard a jeep bound for the operations of-ce to check up on my Fortress assignment. The starswere dimly visible through the chilly mist that cov-ered our blacked-out bomber station, but the weath-er forecast for a deep penetration over the Continentwas good. In the ofce, I looked at the crew sheet,where the line-up of the lead, low and high squad-rons of the group is plotted for each mission. I waslisted for a copilot’s seat.While I stood there, and on the chance suggestionof one of the squadron commanders who was look-ing over the list, the operations ofcer erased myname and shifted me to the high squadron as copilotin the crew of a steady Irishman named LieutenantMurphy, with whom I had own before. Neitherof us knew it, but that operations ofcer saved mylife right there with a piece of rubber on the end ofa pencil.The commander who initiated the transferof Bernie Lay from the bottom squadron to thebetter protected upper one was Maj. Gale ‘Buck’Cleven, who alone remained in the cockpit of thelead airplane of the exposed bottom squadron.Of the six aircraft in his group, only two wouldremain after the battle... Lt. Col. Bernie Lay wasoriginally cast as a member of the crew underLt. Roy F. Claytor, who flew the Fortress named‘Alice from Dallas’ on her tenth mission. Lay wasreplaced in his intended seat by the co-pilot ofClaytor’s crew, Lt. Raymond J. Nutting, Jr. Alicewas among the first aircraft of the 100th Bom-bardment Group to be shot down that day. Threemen were killed out of the crew of ten.A more detailed write up describing the fateof Alice from Dallas can be found in the specialedition of our newsletter ‘The Bloody Hundredth,1943’ from June, 2024.Maj. Gale “Buck” Cleven, CO of the 350th BS, who onAugust 17, 1943, initiated the transfer of Bernie Layfrom the low squadron to the top squadron, whichwas composed by the 349th and 351st BS ships.B-17F s/n 42-5867 “Alice from Dallas” was lost at Regensburg on August 17, 1943,with Lt. Roy F. Claytor and his crew.HISTORYINFO Eduard17August 2024Page 18
At 5:30 a.m., fteen minutes before taxi time,a jeep drove around the ve-mile perimetertrack in the semi-darkness, pausing at each dispersalpoint long enough to notify the waiting crews thatpoor local visibility would postpone the take-offfor an hour and a half. I was sitting with Murphyand the rest of our crew near the Piccadilly Lily. Shelooked sinister and complacent, squatting on her fattires with scarcely a hole in her skin to show for thetwelve raids behind her. The postponement tight-ened, rather than relaxed. Once more I checked overmy life vest, oxygen mask and parachute, not per-functorily, but the way you check something you’regoing to have to use. I made sure my escape kit waspinned securely in the knee pocket of my ying suit,where it couldn’t fall out in a scramble to abandonship. I slid a hunting knife between my shoe andmy ying boot as I looked again through my extraequipment for this mission: water canteen, mess kit,blankets and English pounds for use in the Algeri-an desert, where we would sleep on the ground andmight be on our own from a forced landing.Murphy restlessly gave the Piccadilly Lily anoth-er once-over, inspecting ammunition belts, bombbay, tires and oxygen pressure at each crew station.Especially the oxygen. It’s human fuel, as importantas gasoline, up where we operate. Gunners eld-stripped their .50-calibers again and oiled the bolts.Our top turret gunner lay in the grass with his headon his parachute, feigning sleep, sweating out histhirteenth start.We shared a common knowledge which grimlyenhanced the normal excitement before a mission.Of the approximately 150 Fortresses who were hit-ting Regensburg, our group was the last and lowest,at a base altitude of 17,000 feet. That’s well withinthe range of accuracy for heavy ak. Our coursewould take us over plenty of it. It was a cinch alsothat our group would be the softest touch for theenemy ghters, being last man through the gantlet.Furthermore, the Piccadilly Lily was leading the lastthree ships of the high squadron—the tip of the tailend of the whole shebang. “We didn’t relish it much.Who wants a Purple Heart?“The minute hand of my wrist watch dragged.I caught myself thinking about the day, exactly oneyear ago, on August 17, 1942, when I watched a piti-fully small force of twelve B-17’s take off on the rstraid of the 8th Air Force to make a shallow penetra-tion against Rouen, France. On that day it was ourmaximum effort. Today, on our rst anniversary,we were putting thirty times that number of heaviesinto the air—half the force on Regensburg and halfthe force on Schweinfurt, both situated inside the in-terior of the German Reich. For a year and a half, asa staff ofcer, I had watched the 8th Air Force growunder Maj. Gen. Ira C. Eaker. That’s a long time towatch from behind a desk. Only ten days ago I hadasked for and received orders to combat duty. Thoseten days had been full of the swift action of partici-pating in four combat missions and checking out forthe rst time as a four-engine pilot.Now I knew that it can be easier to be shot at thantelephoned at. That staff ofcers at an Air Forceheadquarters are the unstrung heroes of this war.And yet I found myself reminiscing just a little affec-tionately about that desk, wondering if there wasn’ta touch of suicide in store for our group. One thingwas sure: Headquarters had dreamed up the biggestair operation to date to celebrate its birthday in thebiggest league of aerial warfare.B-17F-30-VE, 42-5864, crew of Capt. Thomas E. Murphy, Lt. Col. Beirne Lay. Jr., 351st BS,100th BG, Telergma, Algeria, Aug. 17, 1943Thomas E. Murphy wasborn in Waltham, Massa-chusetts. He was killed atthe age of 27 as the pilotof the B-17F Piccadilly Lilyduring a raid on Bremenon October 8, 1943.(Photo: Murphy family)HISTORYINFO Eduard18August 2024Page 19
At 7:30 we broke out of the cloud tops intothe glare of the rising sun. Beneath our B-17 layEnglish elds, still blanketed in the thick mist fromwhich we had just emerged. We continued to climbslowly, our broad wings shouldering a heavy load ofincendiary bombs in the belly and a burden of fuelin the main and wing-tip Tokyo tanks that wouldkeep the Fortress aoat in the thin upper altitudeseleven hours.From my copilot’s seat on the right-hand side,I watched the white surface of the overcast, whereB-17’s in clusters of six to the squadron were punc-turing the cloud deck all about us, rising clear of themist with their glass noses slanted upward for thelong climb to base altitude. We tacked on to one ofthese clutches of six. Now the sky over England washeavy with the weight of thousands of tons of bombs,fuel and men being lifted four miles straight up ona giant aerial hoist to the western terminus of a 20,000-foot elevated highway that led east to Regensburg.At intervals I saw the arc of a sputtering red, greenor yellow are being red from the cabin roof ofa group leader’s airplane to identify the lead squad-ron to the high and low squadrons of each group.Assembly takes longer when you come up throughan overcast. For nearly an hour, still over SouthernEngland, we climbed, nursing the straining Cycloneengines in a 300-foot-per-minute ascent, formingthree squadrons gradually into compact group stag-ger formations—low squadron down to the left andhigh squadron up to the right of the lead squad-ron—groups assembling into looser combat wingsof two to three groups each along the combat-wingassembly line, homing over predetermined pointswith radio compass, and nally cruising along theair division assembly line to allow the combat wingsto fall into place in trail behind Col. Curtis E. Le Mayin the lead group of the air division. Formed at last,each anking group in position 1000 feet above orbelow its lead group, our fteen-mile parade movedeast toward Lowestoft, point of departure from thefriendly coast, unwieldy, but dangerous to fool with.From my perch in the high squadron in the last ele-ment of the whole procession, the air division lookedlike huge anvil-shaped swarms of locusts—not ondress parade, like the bombers of the Luftwaffe thatdied like ies over Britain in 1940, but deployed touncover every gun and permit maneuverability.The fog covering most of the airfields of the8th Air Force did not clear in time. Nevertheless,the planes making up the so-called ‘Regens-burg Strike Force’ took off, while the ‘Schwein-furt’ bomber groups waited for better conditionsto take off. This disruption of the careful timingof the operation was later one of the main con-ditions for the disastrous development of theentire mission. The officers of the VIII BomberCommand faced a big dilemma – to increase thetime gap between the start of the mission of bothits parts would have implications on the fragileassumptions made regarding the distribution ofGerman defenses in time and over a larger area,and on the coordination between the movementof the bomber streams and their fighter escort.On the other hand, if both forces had waitedfor the weather to improve at launch, and theirmutual timing had been maintained, this wouldhave meant that the Regensburg component ofthe mission would not have reached the northcoast of Africa before sunset. Command opted forthe first option, and nearly 150 B-17s rose fromtheir bases into an opaque blanket of fog and lowcloud over the counties of eastern England.The Regensburg force consisted of the 94th,95th, 96th, 100th, 385th, 388th and 390th BombGroups. These were formed into ProvisionalCombat Wings (PCBW) numbered 401st, 402ndand 403rd. In the following text by Bernie Lay, theterm ‘4th Air Division’ appears, which is some-what inaccurate.The steady flow of bombers was led by the 96thBomb Group, as the first unit of the 403rd PCBW,followed by the 388th and 390th Bomb Groups.The middle part of the bomber stream, the 401stPCBW, consisted of the 94th and 385th BombGroups, while the 402nd PCBW led by the 95thBomb Group brought up the rear, with the 100thBomb Group closing out the stream. In termsof height, the units were arranged in descend-ing order, with the leader of the seven combatboxes, consisting of one bomb group, flew thehighest and the others followed at intervals of1000 feet (approx. 300m) above or below. TheBloody Hundred, which was not dubbed as suchuntil after the mission, flew last and at thelowest altitude. That position was called ‘TailEnd Charlie’ or ‘Purple Heart Corner’ - a placewhere you didn’t want to fly such an operation.Although the fog over the airfield had notcompletely cleared, headquarters judgedthat the units that were to form the Regens-burg portion of the mission were experiencedenough for their crews to handle it. The deci-sion was made not to wait any longer and to gofor it. The 8th Air Force’s biggest mission wasabout to begin. Unfortunately, so far only forhalf of the bombers…HEADQUARTERS100TH BOMBARDMENT GROUP (H)APO 634U. S. Army Station 13925 August 1943SUBJECT: Personal report on the Regensburgmission, 17 Aug 1943.TO: Commanding Ofcer, 100th BombardmentGroup (H).1. IntroductionThis report does not attempt to render a completesummary of the mission. It is merely an eyewitnessaccount of what was seen, together with certainrecommendations pertinent thereto, during an or-To describe the next story, it only makes senseto again let Bernie Lay describe it in his report tothe commander of the 100th Bombardment Group,Col. To Neil B. ‘Chick’ Harding, the main part ofwhich is reproduced in full:HISTORYINFO Eduard19August 2024Page 20
deal in which the 100th Group fought its way to thetarget through erce and prolonged enemy ghterattacks and accurately bombed a vital target.2. Mission SummaryWhen the 100th Group crossed the coast of Hollandsouth of the Hague at 1008 hours at our base alti-tude of 17, 000 feet, I was well situated to watch theproceedings, being co-pilot in the lead ship of thelast element if the high squadron. The Group hadall of its 21 B-17’s tucked in tightly and was withinhandy supporting distance of the 95th Group, aheadof us at 18, 000 feet. We were the last and lowest ofthe seven groups of the 4th Air Division that werevisible ahead on a south-east course, forming a long,loose-linked chain in the bright sunlight – too long,it seemed. Wide gaps separated the three combatwings. As I sat there in the tail-end element of thatmany miles long procession, gauging the distance tothe lead group, I had the lonesome foreboding thatmight come to the last man to run a gauntlet linedwith spiked clubs. The premonition was well-found-ed.At 1017 hours, near Woensdrecht, I saw the rstak blossom out in our vicinity, light and inaccurate.A few minutes later, approximately 1025 hours, twoFW-190’s appeared at 1 o’clock level and whizzedthrough the formation ahead of us in frontal attack,nicking two B-17’s of the 95th Group in the wingsand breaking away beneath us in half-rolls. Smokeimmediately trailed from both B-17s, but they heldtheir stations. As the ghters passed us at a high rateof closure, the guns of the group went into action.The pungent smell of burnt powder lled out cock-pit, and the B-17 trembled to the recoil of nose andball-turret guns. I saw pieces y off the wing of oneof the ghters before they passed from view.Here was early action, the members of the crewsensed trouble. There was something desperateabout the way those two ghters came in fast, rightout of their climb without any preliminaries. Fora second the interphone was busy with admo-nitions: “Lead ‘em more”... “short bursts”... “don’tthrow rounds away”... There’ll be more along ina minute.“…Three minutes later. the gunners reported ghtersclimbing up from all around the clock, singly and inpairs, both FW-190’s and ME_109’s. This was onlymy fourth raid, but from what I could see on my side,it looked like too many ghters for sound health.A coordinated attack followed, with the head-onghters coming in from slightly above, the 9 and3 o’clock attackers approaching from about level,and the rear attackers from slightly below. Everygun from every B-17 in out group and the 95th wasring, criss-crossing our patch of sky with tracers tomatch the time-fuse cannon shell puffs that squirtedfrom the wings of the Jerry single-seaters. I wouldestimate that 75% of our re was inaccurate, fallingastern of the target–particularly the re from handheld guns. Nevertheless, both sides got hurt in thisclash, with two B-17s from our low squadron andone from the 95th Group falling out of formationon re with crews bailing out, and several ghtersheading for the deck in ames or with their pilotslingering behind under dirty yellow parachutes.Our group leader, Major John Kidd, pulled us upnearer the 95th Group for mutual support.I knew that we were already in a lively ght. WhatI didn’t know was the real ght, the anschluss of20 MM cannon shells, hadn’t really begun. A fewminutes later we absorbed the rst wave of a hail-storm of individual ghter attacks that were toengulf us clear to the target. The ensuing actionwas so rapid and varied that I cannot give a chrono-logical account of it. Instead, I will attempt a frag-mentary report of salient details that even now giveme a dry mouth and an unpleasant sensation in thestomach to recall. The sight was fantastic and sur-passed ction.It was at 1041 hours, over Eupen, that I looked outmy copilot’s window after a short lull and saw twosquadrons, 12 ME-109s and 11 FW-190s climbingparallel to us. The rst squadron had reached ourlevel and was pulling ahead to turn into us andsecond was not far behind. Several thousand feetbelow us were many more ghters, with their nos-es cocked at maximum climb. Over the interphonecame reports of equal number of enemy aircraft de-ploying on the other side. For the rst time I noticeda ME-110 sitting out of range on our right. He wasto stay with us all the way to the target, apparentlyto report our position to fresh squadrons waitingfor us down the road. At the sight of all these ght-ers, I had the distinct feeling of being trapped–thatthe Hun was tipped off, or at least had guessed ourdestination and was waiting for us. No P-47s werevisible. The life expectancy of the 100th Group sud-denly seemed very short, since it already appearedthat the ghters were passing up the proceedinggroups, with the exception of the 95th, in order totake a cut at us.Swinging their yellow noses around in a wideU-turn, the 12 ship squadron of ME-109s came infrom 12 o’clock in pairs and in fours and the mainevent was on.A shining silver object sailed past over our rightwing. I recognized it as a main exit door. Secondslater, a dark object came hurtling down throughthe formation, barely missing several props. It wasa man, clasping his knees to his head, revolving likeHISTORYINFO Eduard20August 2024Page 21
a diver in a triple somersault. I didn’t see his chuteopen.A B-17 turned gradually out of the formation to theright, maintaining altitude. In a split second the B-17disappeared in brilliant explosion, from which theonly remains were four small balls of re, the fueltanks, which were quickly consumed as they fellearthward.Our airplane was endangered by various debris,emergency hatches, exit doors, prematurely openedparachutes, bodies and assorted fragments of B-17sand Hun ghters breezed past us in the slip-stream.I watched two ghters explode not far beneath, dis-appearing in sheets of orange ame, B-17s droppingout in every stage of distress, from engines on reto control surfaces shot away, friendly and enemyparachutes oating down, and, on the green carpetfar behind us, numerous funeral pyres of smokefrom fallen ghters marking our trail.On we ew through the strewn wake of a desper-ate air battle, where disintegrating aircraft werecommonplace and 60 chutes in the air at one timewere hardly worth a second look.I watched a B-17 turn slowly to the right with itscockpit a mass of ames. The copilot crawled out ofhis window, held on with one hand, reached backfor his chute, buckled it on, let go and was whiskedback into the horizontal stabilizer. I believe the im-pact killed him. His chute didn’t open.Ten minutes, twenty minutes, thirty minutes, andstill no let up in the attacks. The ghters queuedup like a breadline and let us have it. Each secondof time had a cannon shell in it. The strain of beinga clay duck in the wrong end of that aerial shoot-ing gallery became almost intolerable as the minutesaccumulated towards the rst hour.Our B-17 shook steadily with the re of the .50’sand the air inside was heavy with smoke. It wascold in the cockpit, but when I looked across atLt. Thomas Murphy, the pilot, and a good one, sweatwas pouring off his forehead and over his oxygenmask. He turned the controls over to me for awhile.It was a blessed relief to concentrate on holding sta-tion in formation instead of watching those everlast-ing ghters boring in. It was possible to forget theghters. Then the top-turret gunner’s twin muzzleswould pound away a foot above my head, givinga realistic imitation of cannon shells exploding in thecockpit, while I gave a better imitation of man jump-ing six inches our of his seat.A B-17 of the 95th Group, with its right Tokyo tankson re, dropped back about 200 feet above our rightwing and stayed there while 7 of the crew successive-ly bailed out. Four went out the bomb-bay and exe-cuted delayed jumps, one bailed out from the nose,opened his chute prematurely and nearly fouledthe tail. Another went out the left waist-gun open-ing, delaying his chute opening for a safe interval.The tail gunner dropped out of his hatch, apparentlypulling the ripcord before he was clear of the ship.His chute opened instantaneously, barely missingthe tail, and jerked him so hard that both his shoescame off. He hung limp in the harness, whereasthe others had showed immediate signs of life aftertheir chutes opened, shifting around in the harness.The B-17 then dropped back in a medium spiral andI did not see the pilots leave. I saw it just before itpassed from view, several thousand feet below us,with it’s right wing a solid sheet of yellow ame.After we had been under constant attack for a solidhour, it appeared certain that the 100th Group wasfaced with annihilation. Seven of our group hadbeen shot down, the sky was still mottled with risingghters and it was only 1120 hours, with the targettime still 35 minutes away. I doubt if a man in thegroup visualized the possibility of our getting muchfurther without 100% loss. I knew that I had longsince mentally accepted the fact of death, and thatit was simply a question of next second or the nextminute. I learned rst-hand that a man can resignhimself to the certainty of death without becomingpanicky. Our group re power was reduced 33%,ammunition was running low. Our tail guns hadto be replenished from other gun stations. Gunnerswere becoming exhausted and nerve-tortured fromthe prolonged strain, and there was an awarenesson everybody’s part that something must have gonewrong. We had been the aiming point for the Luff-waffe and we fully expected to nd the rest primedfor us at the target.Fighter tactics were running true to form. Frontalattackers hit the low squadron and the lead squad-ron, while rear attackers went for the high. The man-ner of their attacks showed that some pilots wereold-timers, some amateurs, and that all knew prettydenitely where we were going and were inspiredwith a fanatical determination to stop us before wegot there. The old-timers came in on frontal attackswith a noticeably slower rate of closure, apparentlythrottled back, obtaining greater accuracy than thosethat bolted through us wide out. They did somenice shooting at ranges of 500 or more yards, andin many cases seemed able to time their thrusts soas to catch the top and ball turret gunners engagedwith rear and side attacks. Less experienced pilotswere pressing home attacks to 250 yards and lessto get hits, offering point-blank targets on the breakaway, ring long bursts of 20 seconds, and in somecases actually pulling up instead of going down andHISTORYINFO Eduard21August 2024Page 22
out. Several FW-190 pilots pulled off some rst ratedeection shooting on side attacks against the highgroup, then raked the low group on the break awayout of a sideslip, keeping the nose cocked up in theturn to prolong the period the formation was in theirsights.I observed what I believe was an attempt at air-to-airbombing, although I didn’t see the bombs dropped.A patch of 75 to 100 gray white bursts, smaller thanak bursts, appeared simultaneously at our level, offto one side.One B-17 dropped out on re and put its wheelsdown while the crew bailed out. Three ME-109s cir-cled it closely, but held their re, apparently ensur-ing that no one stayed in the ship to try for home.I saw Hun ghters hold their re even when beingshot at by a B-17 from which the crew were bailingout.Near the IP, at 1150 hours, one hour and a half af-ter the rst of at least 200 individual ghter attacks,the pressure eased off, although hostiles were inthe vicinity. We turned at the IP at 1154 hours with14 B-17’s left in the group, two of which were bad-ly crippled. They dropped out soon after bombingthe target and headed for Switzerland, one of them,“042”, carrying Col William Kennedy as tail gunner,#4 engine was on re, but not our of control. MajorWilliam Veal, leader of the high squadron, receiveda cannon shell in his #3 engine just before the start ofthe bombing run and went in to the target with theprop feathered.Weather over the target, as on the entire trip, wasideal. Flak was negligible. The group got its bombsaway promptly on the leader. As we turned andheaded for the Alps, I got a grim satisfaction out ofseeing a rectangular column of smoke rising straightup from the ME-109 shops, with only one burst overin the town of Regensburg.The rest of the trip was a marked anti-climax. A fewmore ghters pecked at us on the way to the Alps.A town in Brenner Pass tossed up a lone burst of fu-tile ak. Col LeMay, who had taken excellent careof us all the way, circled the air division over LakeGarda long enough to give the cripples a chance tojoin the family, and we were on our way towardthe Mediterranean Sea in a gradual decent. About25 ghters on the ground at Verona stayed on theground. The prospect of ditching as we approachedBone, short of fuel, and the sight of other B-17’s fall-ing into the drink, seemed trivial matters after thevicious nightmare of the long trip across NorthernGermany. We felt the reaction of men who had notexpected to see another sunset.At 1815 hours, with red lights showing on all fueltanks in my ship, the seven B-17’s out of the groupwho were still in formation circled over Bertoux andlanded in the dust. Our crew was unscratched. Soledamage to the airplane; a bit of ventilation aroundthe tail from ak and 20 MM shells. We slept on thehard ground under the wings of our B-17, but thegood earth felt softer than a silk pillow.Piccadilly Lily after landing at Telergma Base in Algeria, following an attackon the Messerschmitt factories at Regensburg during a shuttle mission on August 17, 1943.HISTORYINFO Eduard22August 2024Page 23
Shortly after the Regensburgmission, Lt. Col. Lay left the100th BG. Further assignmentsfollowed as part of his training,after which he was sent backto the US to take charge of thenewly formed 487th BG in lateFebruary, 1944. However, thatis another story, which we willsave for the second part of thearticle.Bernie Lay had not forgotten Piccadilly Lily. Allthe more so when he learned that she was shotdown on October 8th, 1943, during a mission toBremen. His pilot from the Regensburg missionless than two months earlier, Capt. Thomas E.Murphy was killed in the process. Both Lily andCapt. Murphy became central figures of Lay’snext book, Twelve O’Clock High, subsequentlybecoming an iconic motion picture. But we’ll talkabout that next time.(to be continued)The crew of Capt. Thomas E. Murphy and Piccadilly Lily in North Africa after miraculouslysurviving the Regensburg mission. Lt. Col. Bernie Lay is standing second from the left,with Thomas Murphy in the middle.Lt. Col. Bernie Lay at Lavenham Base, August 15, 1944, two days before the fatefulRegensburg mission. The aircraft behind him is a British Airspeed AS.10 ‘Oxford’.(Photo: Ivo de Jong).SOURCES:- US Air Force Research Agency, Maxwell, Alabama- National Archives and Record Administration, College Park, MD- 100th Bomb Group Foundation Archives- Lt Col Beirne Lay Jr. and the 100th Bomb Group Connection, Michael Faley - 100th Bomb Group Historian- Findagrave, Wikipedia- Century Bombers, Richard LeStrange, 1997- The Story of the Century, John R. Nilsson, 1946Photographs without a specified source are from the 100th BGF archive or the author’s collection.HISTORYINFO Eduard23August 2024Air War in Ukraine - One Su-57 Less
In this installment, we will cover the period from June 1 to June 30. Both sides were preparing for the anticipated inclusion of F-16 fighter jets in the Ukrainian Air Force. The Ukrainian side continued clearing the airspace for them, targeting Russian airfields, radars, and air defense systems. In one of these operations, they managed to strike the latest Russian Su-57 fighter jet. Russia also attempted massive attacks on Ukrainian airfields where it expected the F-16s to be deployed.
Miro BaričOne Su-57 LessWe begin with a recap of Ukrainian attacks.On the night of Wednesday, June 5, to Thursday,June 6, Ukrainian drones attacked theNovoshakhtinsk refinery in Russia's Rostovregion. A large fire broke out after the strike.The refinery's anti-drone defenses, includingmetal cages and nets around the facility,proved ineffective.On Saturday, June 8, Ukrainian dronesappeared over North Ossetia for the firsttime. Their target was the Mozdok air base,out of which Tu-22M3 and MiG-31K aircraftoperate. The base is located more than 700kilometers from the front line in Ukraine.Russian authorities initially announced thatthree attacking drones were shot down andno damage occurred. However, social medialater showed photos of drone debris indicatingthat at least six drones attacked (as therewere that many engines in the photos). SergeyMenyaylo, head of the North Ossetia republic,later admitted to minor damages and fires,though details were not disclosed. Satelliteimages from June 12 captured traces of fireslikely caused by the drone impacts, althoughthey were far from the aircraft parkingareas, which were empty as the Russians hadevacuated their planes after the Ukrainianattack.Expensive PreyOn the same day, June 8, Ukrainian dronesalso attacked the Akhtubinsk base in Russia'sAstrakhan region, located 600 kilometers fromthe front line. In this operation, they managedto damage the most modern Russian fighterjet, the Sukhoi Su-57, with shrapnel. The929th State Flight Test Center V. P. Chkalovis based in Akhtubinsk, where Su-57 planeswere undergoing tests. They were parked inan uncovered area. Satellite images show twocraters and burnt areas near one Su-57, justa few meters away from the aircraft, and evenRussian Telegram channels acknowledged itwas hit by shrapnel. Only a detailed inspectionwould reveal whether it could be repaired orwas too damaged to be salvaged. Ukrainianmilitary intelligence (HUR) reported thatanother Su-57 was also hit, but sustained onlyminor, repairable damage.The following day, Sunday, June 9, markeda milestone for the Ukrainian Air Force as theylaunched their first attack on Russian territoryusing manned aircraft. The Russian commandbuilding in Belgorod was hit, likely usingWestern-guided munitions. Several countrieshad recently lifted restrictions on usingsuch munitions on Russian soil in responseto Russian attacks on the Ukrainian Kharkivregion.Attacks on Russian air defense systemsalso continued. On Monday, June 10, two S-300systems in Yevpatoria and the TarkhankutPeninsula, and an S-400 system in Dzhankoyon occupied Crimea, were hit. On Tuesday,June 11, two radars – one from an S-300 andIn this installment, we will cover the period from June 1 to June 30. Both sides werepreparing for the anticipated inclusion of F-16 fighter jets in the Ukrainian Air Force.The Ukrainian side continued clearing the airspace for them, targeting Russian airfields,radars, and air defense systems. In one of these operations, they managed to strike thelatest Russian Su-57 fighter jet. Russia also attempted massive attacks on Ukrainianairfields where it expected the F-16s to be deployed.Ukrainian Su-27.It’s a refurbishedairplane sportingthe early camouflage.Air War in UkraineINFO Eduard24August 2024Page 25
one from an S-400 system – in Belbek, also onoccupied Crimea, were struck.On the night of Friday, June 14, at least 70Ukrainian drones attacked the Morozovskairfield in the Rostov region of southern Russia.This strategically important base, home toSu-34 aircraft, had already faced attacks inApril 2024. This time, too, Russia claimed tohave intercepted and shot down all Ukrainiandrones. However, Morozovsk residentsreported explosions and fires, and satelliteimages after the attack revealed damage toa hangar and two Su-34 aircraft visible throughholes in the roof. Near the hangar, there wereburnt areas and fuel spill marks on the parkingarea. It is possible another aircraf t was damagedand towed away before the satellite flyover.During this mass attack, an air defensetraining center in Yeysk on the Russian side ofthe Azov Sea was also hit. One building wascompletely destroyed, and another wasdamaged. Ukrainian sources suggested thedestroyed building might have housed up to 120Iranian Shahed-136 drones, which Russia usesfor attacks on Ukrainian cities. Four refineriesin the Krasnodar region were also strucksimultaneously.The S-500 FailedIn response to attacks on Russian air defense,the latest S-500 system, Triumphator, wasdeployed to occupied Crimea in the first halfof the monitored period. However, its combatdebut was an absolute failure. On Sunday, June23, the ATACMS missile targeted the NIP-16space communication complex in Vitino villagenear Yevpatoria. Built in 1958 iduring the USSRera, it served the Soviet space program. Afterthe Crimea occupation, Russia took control andused it to communicate with military satellitesfor detecting Ukrainian targets and guidingbombs to them. Despite the complex beingprotected by the S-500 system, at least fourATACMS missiles breached the defense and hitthe space communication station NIP-16.On the same day, a tragedy occurred on thebeach near Sevastopol. Missile parts fell intoa crowd of vacationers. Official reports statethat five people, including three children,died, and around 120 were injured. Russianauthorities accused Ukraine of targetingcivilians on the beach and the USA of providingcoordinates for the beach to the ATACMSmissile. Both claims are dubious. If the ATACMSmissile with cluster munitions had indeedtargeted vacationers directly, there wouldhave been many more victims. The Russiansthemselves cast doubt on this by stating thatthe ATACMS missiles were intercepted, andonly debris from one missile fell on the beach.Russian social media also showed photosindicating that debris from a Russian airdefense missile hit the beach. This incidenthighlighted the fact that Russians place radarsand launchers near the beach, increasing therisk to vacationers.On Friday, June 28, the S-500 battery itselfcame under attack. According to the Ukrainianside, an ATACMS missile hit its positions nearthe Dzhankoy airport, destroying the Russiansystem's radar. Satellite imagery recordeda fierce fire at the site where the battery wasdeployed. However, this information remainsunconfirmed.Russian Losses in the AirThe shooting down of a Russian Su-25 inthe Donetsk region on the same day alsoremains unconfirmed. The Ukrainian NationalGuard captured it on an murky video, showingThe Akhtubinsk base after the Ukrainian attack on June 8. The Maxar satelliteimage shows three Su-57s, and at the very bottom, there is an aircraft silhouettepainted on the surface to confuse drones.A Tu-22M3 bomber in a photograph released by the Russian Ministry of Defense. The same typewas stationed at the Mozdok base.A close-up of a damaged Su-57. In front of and behind it, to the left, there aretraces of drone explosions. It is also visible that a shelter was being constructedfor the airplane just before the attack.INFO Eduard25August 2024Page 26
smoke after the aircraft was hit. Confirmationof the kill may come much later. On June 7,2024, photos of the Su-25SM wreck with theRF-91968 marking and tail number “blue09” were released for the first time. It wasreportedly shot down in the Kherson region in2022, and the pilot ejected. Russian soldiersonly found its wreckage now, thus revealingits photos and confirming the kill.Two Russian air losses during the monitoredperiod are confirmed. The first occurred onTuesday, June 11, in North Ossetia. Duringa training flight in the Alagir region’s mountainvalley, a Su-34 aircraft crashed. Bothpilots died. The official cause was technicalfailure (possibly exacerbated by inadequatemaintenance during the war), though variousother speculations emerged.On Friday, June 21, during a massiveUkrainian drone attack, a Kamov Ka-29helicopter of the Russian Navy Air Force wasdestroyed over the Black Sea near Anapain Krasnodar Krai. All four crew membersperished. According to several Russiansources, they were mistakenly hit by a missilefrom the Russian Pantsir system, which wascountering Ukrainian drones. It is also possiblethat the Ka-29 was on a mission againstUkrainian naval drones, which hit it with ananti-aircraft missile. We previously reportedthat they started carrying them.Ukrainian LossesDuring the monitored period, the Ukrainianside did not suffer any aerial losses. However,Ukrainian airfields were repeatedly underRussian fire, resulting in damage to severalaircraft. The first target in June was the civilianairport in Odessa. On Wednesday, June 5,photos were released showing the destructionDebris of the Su-25SM with the designation RF-91968 and fuselage number "blue 09," which had been possiblyshot down back in 2022, but the wreckage was only found now.INFO Eduard26August 2024Page 27
of private acrobatic aircraft Su-31M withregistration UR-TOP and Extra EA300SC withregistration UR-WIN. An ultra-light aircraftAeroprakt A-22 Foxbat was also damaged inthe stricken hangar.The following day, Thursday, June 6,a video was released showing a Lancet suicidedrone attacking a Ukrainian Su-25 at KryvyiRih airfield in the Dnipropetrovsk region.On Monday, June 10, a Su-27, likely a two-seatUB version, was destroyed in a Russian missileattack on the Myrhorod base in the Poltavaregion. On the same day, another Lancet attackat Kryvyi Rih destroyed another Su-25. In bothcases, it is unclear whether the aircraft wereoperational, decommissioned, or decoys. Theuse of well-crafted decoys as bait for Russiandrones at Kryvyi Rih airfield was documentedback in November 2023.Although there were almost no jet aircraftencounters and no such incidents wererecorded during the monitored period, battlesbetween Ukrainian propeller-driven planesand Russian reconnaissance drones wereintense. These engagements, reminiscent ofWorld War I, were captured in several videos.Photos also documented the successes of theYak-52 crew, marking their victories on theaircraft's fuselage. This primitive but effectivetactic involved the pilot of the training aircraftapproaching the drone as closely as possible,and the second crew member shooting it downwith a machine gun from the rear cockpit.Mirage to the RescueAt the celebrations of the 80th anniversaryof the Normandy landing, French PresidentEmmanuel Macron announced that Ukrainewould receive Mirage 2000 fighters. It shouldbe the 5F version, which entered service inthe French Air Force in 2000. It features a newcockpit with several large displays replacingmost instruments, an improved radar, and thecapability to carry targeting pods. This versionis optimized for air-to-air combat, carryingMICA missiles with a range of 60 to 80 km.However, it can also carry weapons againstground targets, which Ukraine already uses –The training center in Yeisk on satellite images fromPlanet Labs – see condition before the attack aboveand below after the Ukrainian attack. The building onthe left was hit in the upper part, and the warehouseon the right was completely destroyed.The Russian Morozovsk base after the attack by more than 70 Ukrainian drones on June 14. The image was takenby Planet Labs.Close-up of a hangar with a broken roof, throughwhich a pair of Su-34s can be seen.Below the damaged hangar, a large fuel spill can beseen on the surface, possibly from another damagedaircraft.A hangar at the civilian airport in Ukrainian Odessa,where two private acrobatic aircraft were destroyed,and at least one ultralight was damaged.INFO Eduard27August 2024Page 28
SCALP-EG (Storm Shadow) missiles andHammer guided bombs.It is not yet known how many aircraftParis will supply to Ukraine. The French AirForce has fewer than 30 Mirage 2000-5F inservice, with more in reserve. The War Zoneportal speculates whether France might try toreclaim fighters previously exported to othercountries. For instance, Greece has hinted atwanting to get rid of its Mirage 2000-5s since itrecently ordered new F-35 aircraft. Ukrainianpilots are expected to retrain on Frenchfighters within 12 months.For now, the Mirage 2000 remains a futureprospect, and the F-16 deliveries have yet tobegin, although they are imminent. The onlyfighter jets Ukraine has received from alliesso far are MiG-29s delivered from Poland andSlovakia. At the end of the monitored period,the first photograph of an ex-Slovak aircraftwith its tail number emerged. Until now, allsuch images had been retouched.The photo shows a two-seat MiG-29UBS,which sported the bort the number 1303 in theSlovak Air Force. It retains its typical fishbonecamouflage on the fuselage spine. The originalSlovak number on the tail has been painted overin a slightly different shade of grey. In additionto the yellow-blue marking, the aircraft nowhas a new number – white 80. This numberis on the side of the intake openings and insmaller format on the vertical tail surface.A Ukrainian Su-27 with HARM missiles viewed from the cockpit of another aircraft.A Ukrainian MiG-29 pilot showing a tattoo during flight.A Ukrainian air defense system with kill markings indicating the battery’s achievements.A Ukrainian MiG-29 from the 40th Tactical Aviation Brigade inventoryINFO Eduard28August 2024Page 29
A Ukrainian Yak-52 and its pilot in combat against the drones.Images from the Russian drones taken during the combat with Yak-52.The former Slovak MiG-29UBS (ex 1303) now bearsthe number "white 80" in the Ukrainian Air Force.A close-up of kill marks on the side of the Yak-52. The aircraft, originally withcivilian registration UR-ODS and named Aleksandra, has its crew credited withshooting down eight drones. The symbols at the bottom indicate that the Yak-52crew witnessed one Russian drone destroyed in a collision with a bird and anotherby a storm.INFO Eduard29August 2024Page 30
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#82107BOXART STORYDuring the so-called "Shuttle" missions,using bases in the USSR, the US Air Force hita total of 24 strategic Axis targets from Juneto September 1944. The first Shuttle Mission,designated Frantic 1, was scheduled for June 2,1944. It deployed 130 B-17 bombers and 70 P-51sfrom the 15th Air Force based in Italy. One ofthe fighter units chosen for the mission wasthe 325th FG "Checkertails." Its commander,Col. Sluder, later recalled that the preparationfor the mission was top secret, and only fiveofficers from his unit knew about it. His unithad flown Mustangs in combat for the first timeon May 27, 1944, so this was still a completelynew aircraft to his men. Additionally, groundpersonnel had to be transported to the SovietUnion. The mechanics received new uniformsand boarded B-17 bombers from the 2nd BG.They were convinced they were flying to the UKor even home. When they learned during theflight where they were actually going, manywere shocked. On board one of the bomberswas Gen. Ira Eaker, commander of the Allied airforces in the Mediterranean.The mission of June 2, 1944, was not justa flyover of enemy territory, its objective wasthe railway station in Debrecen, Hungary.Eaker placed great emphasis on keeping thefighter escorts close to the bombers, whichwere carrying more valuable cargo than usual.Only one B-17 was lost after being hit by flak.The bombers then landed at Poltava in Ukraine,and the "Checkertail Clan" eventually foundPyriatyn airfield, located a little further west,after some navigational difficulties. Sovietsand American personnel were waiting for themat the scene, having prepared conditions formaintenance and operations.The Soviets did not allow photographs of thebases to be taken back to the West, but theAmericans smuggled a few films out. Sovietsprovided plenty of food, drink, and singingperformances. The female soldiers wereinitially shy about dancing with the Americans,but after the Soviet commander ordered theladies to dance, that part of the program wasfilled as well. From the American side, fighterpilot Bob Barkey had quite a success with histenor.On June 6, 1944, the command of the 15thAir Force planned a strike against targets inthe Balkans from two directions. The refineryat Ploiești was attacked from Italy by 310Liberators with fighter escorts, which attractedmost of the Axis fighter units in Romania.Other raids from Italian bases targeted Brașov,Pitești, Turnu Severin, and Belgrade in occupiedYugoslavia.From the east, 104 B-17 crews from the Poltavabase and 42 Mustangs from the 352nd FighterGroup flew over Romania. Their destinationwas Galați airfield in eastern Romania. Theymanaged to hit the airfield due to good visibility,and none of the bombers were shot down.Although enemy fighters were spotted by theFlying Fortress crews, the enemy fighters wereso far away that the Americans were unsure oftheir identification. The formation then returnedto Poltava, and after landing, the crews learnedof the commencement of the landings in France.The fighter escort experienced a slightlydifferent situation. Americans clashed withRomanian Bf 109 G-6s from the elite Grupul9 vânătoare. The Americans claimed sixdowned fighters and one Ju 88. One of thevictories was scored by the aforementioned1/Lt. Barkey, whose aircraft is depicted onPiotr Forkasiewicz's boxart. The Romaniansmachines were only damaged and severalof them made emergency landings after thebattle. They did, however, manage to shootdown two Mustangs. Lt. Donald J. MacDonaldwas captured and Lt. John D. Mumford wasmissing. Moreover the P-51 of 2/Lt. Barrie Daviswas severely damaged by Romanian fighter aceLt. av. Ion Dobran. Wounded Davis managed tomake it to Mirgorod, Ukraine without a canopyand with severely damaged tail surfaces. Hereceived the first Purple Heart for a combatmission from Soviet territory. Ion Dobran wasforced to make an emergency landing with hisdamaged Bf 109 when he came under fire from1/Lt. Wayne Lowry. Details of this engagementcan be found, for example, in the Ospreypublication "Rumanian Aces of World War 2" byDénes Bernád.Operation Frantic 1 was completed on June11, 1944. On the return of the American crewsto Italy, the target was the Romanian airfield ofFocșani. The first Shuttle Mission was judgeda great success. However, subsequent Franticmissions gradually encountered problems andsecurity risks that contributed to the growingdistrust between the Western Allies and theSoviet Union.Illustration: Piotr ForkasiewiczThe First FranticText: Jan BobekINFO Eduard31August 2024Page 32
BOXART STORY #3003The box art for this kit, firstly released in2009, was created by our late friend MartinNovotný. This painting is one of my favouritesdue to its composition, the chosen colors, andthe dynamics Martin infused into it. It capturesthe atmosphere of the Battle of Britain asmany of us likely imagine it. The depictedMesserschmitt belonged to Major Helmut Wick,Kommodore of JG 2 "Richthofen." His planeis shown as it appeared in November 1940,a time when the daily Luftwaffe bomber raidson England had ceased. While the depictedsituation is not historically accurate, I don'tbelieve this detracts from the painting's appeal.When twenty-five-year-old Helmut Wick waskilled in aerial combat on November 28, 1940,he was the youngest Kommodore and the firstrecipient of the Knight's Cross with Oak Leavesto be killed in action. At the time, Adolf Galland,commander of JG 26 "Schlageter," was 28 yearsold, and Werner Mölders, Kommodore of JG 51,was only a year younger than Galland. Thesethree pilots were competing for the top spot inthe number of aerial victories achieved sinceSeptember 1939.A typical Jagdgeschwader at that time hadapproximately 120 aircraft and an air andground staff of more than 2,000 men. Leadingsuch a unit was quite a challenge for officersbarely thirty years old. These young airmenwere mostly promoted to Kommodore positionsin the summer of 1940, during a generationalshift in command. They replaced officers whowere sometimes a generation older, many ofwhom had seen combat during World War I.Both Adolf Galland and Werner Möldersserved in the Spanish Civil War. Möldersachieved 14 aerial victories in Spain andsignificantly influenced the methodology ofGerman fighter deployment before World WarII. Before becoming Kommodore, Galland ledhis III/JG 26 to become the best Jagdgruppe forbomber escort during the Battle of Britain. Howdid Wick compare?He joined the Luftwaffe in early April 1936and began training for an officer's career atthe Luftkriegsschule Dresden. In July of thatyear, he was recommended for future officercareer in an evaluation, but his flight trainingwas rated as mediocre, and he performedbelow average in theoretical instruction.Consequently, he did not complete the course.In May 1937, he was assigned to bomber unitII./KG 254 (later II./KG 55 "Greif"), but after onlya month, he was sent back to school in Dresden.He was unable to complete the second courseeither and only successfully completed thecourse on his third attempt in the summer of1938. He then underwent six weeks of trainingon fighter aircraft at the JagdfliegerschuleWerneuchen, where he was highly rated forhis marksmanship and his daring approach toconducting mock attacks.Finally, he was assigned to a fighter unit, I./JG333 (later I./JG 54 "Grünherz"), which rearmedfrom Arado Ar 68 biplanes to Bf 109 Ds duringthe autumn of 1938 and participated in theoccupation of the Czechoslovakian border area.Helmut Wick was promoted to the rank ofLeutnant in November 1938, and on January1, 1939, he became a member of JG 133, whichwas redesignated JG 53 "Pik As" in May 1939.He was assigned to the 1st Staffel, whichthe legendary Werner Mölders becamecommander in March. Wick later recalledwith great respect the knowledge impartedto him over several months by both Möldersand I. Gruppe commander Hptm. Lothar vonJanson. When the Gruppenkommandeurcompleted Wick's assessment on August 31,1939, he recommended him for service withI./JG 2 "Richthofen." According to the evaluation,during his eight months with I./JG 53, Wickdemonstrated organizational talent and hadno interest in anything other than militaryand aviation subjects. He had exceptionallygood eyesight and remained very cool whenpracticing aerial combat. Initially, he servedas the technical officer of the 1st Staffel, andfrom July 15, he was in charge of training NCOcandidates.His career with JG 2 is fairly well known.After a year of service in the 3. Staffel, duringwhich he achieved 22 victories and becameits commander, he was appointed head of theI. Gruppe in September 1940. Six weeks later,on October 20, he took command of the entireJG 2. The young Kommodore, however, wasvery focused on his personal score at a timewhen the Luftwaffe was pulling back frommajor daily operations against Great Britain.He himself described it as a compulsive, evenobsessive, desire to engage the enemy, whichlikely contributed to his death.Text: Jan BobekIllustration: Martin NovotnýThe Youngest KommodoreINFO Eduard32August 2024Page 33
#84169BOXART STORYWhen III./JG 1 was newly established inLeeuwarden, the Netherlands, in April 1943, it didnot have an easy start. Some airmen had beentransferred from other parts of JG 1. However,the Stab and one full Staffel of III./JG 1 werecreated from scratch. The unit was armed withBf 109 Gs. The first commander was Maj. Karl-Heinz Leesmann (37 victories, Knight's Cross),who, for health reasons, had not participated incombat flights in the past months and had ledhis previous unit on the Eastern Front "fromthe ground." A good part of the new membersof III./JG 1 came directly from training units.The unit therefore had to devote itself to intensivetraining in combat operations in June and July.At the same time, though it began to be deployedin combat against four-engine bombers. In oneengagement with the Americans, on July 25,1943, Maj. Leesmann was killed.The next CO was Hptm. Robert Olejnik, whohad previously led 4./JG 1 within II./JG 1 (formerlyI./JG 3). He achieved his 40th victory on August17, 1943, during the defense against air raidson Regensburg and Schweinfurt, when he shotdown a B-17. Yet, III./JG 1 was one of severalunits to receive harsh criticism from otherJagdgeschwader commanders for their poorperformance that day.Under a new CO, Hptm. Friedrich Eberle,III./JG 1 became in November the so-called"leichte Gruppe," or light fighter group. Their taskwas to attack the fighter escorts of Americanbombers, making it easier for their colleaguesin I. and II./JG 1, armed with Focke-Wulf Fw 190 Aaircraft, to engage the bomber formations.The increasing range and effectivenessof American fighter escorts posed a seriousproblem for German airmen. Thus the Berlincommand hesitated for a long time on howto deal with the escorts. Göring and his staffwanted to concentrate the fighter units asmuch as possible on attacking the bombers butrefused to concentrate their forces in one area.The political directive was clear: some fighterunits were to remain in every part of the Reich tomaintain the population's morale.In late February 1944, it was finally decided thatone dedicated Jagdgruppe would be assignedto each fighter division (Jagddivision) withinI. Jagdkorps to combat American fighters at highaltitude. These were I./JG 3 (within Jagddivision1), II./JG 11 (JD 2), and III./JG 1 (JD 3). These unitswere named "Höhengruppen" and were armedwith Messerschmitt Bf 109 G-5 and G-6 aircraftequipped with the GM-1 system. From Aprilonwards, priority was given to upgraded Bf 109G-6/AS machines with DB 605 AS engines.Accomplishing this task in the first halfof 1944 was extremely difficult. The Germanpilots faced experienced opponents whoseaircraft outperformed even the modifiedBf 109s. Occasionally, German formationsbecame targets of their own flak. Enemies alsoradioed false orders in German, which weresometimes hard to distinguish from their owncommand's instructions.Among the ranks of III./JG 1 at that time wereexperienced airmen such as Hptm. Lutz-WilhelmBurkhardt (58 v., KC), Hptm. Alfred Grislawski(133 v., KC with Oak Leaves), and Obfw. HerbertKaiser (68 v., KC). However, the veterans left noroom for the motivated newcomers' illusions.Upon arrival at III./JG 1, surprised young airmenlearned, "If you see him (the American) on theright, bail out. If you see him on the left, bailout." Moreover, aerial combat had reacheda brutal phase, and German airmen on parachutebecame targets for American fighters both in theair and on the ground.In the first five months of 1944, III./JG 1 achieved26 victories, mostly against fighter escorts.However, enemy action resulted in the loss of84 aircraft, and nearly 70 of its airmen werekilled or wounded. Its airbase was repeatedlytargeted by heavy bomber raids. The commanderof III./JG 1, Hptm. Eberle, was sent to a rearground unit in late April 1944 and was replacedby Maj. Hartmann Grasser (103 v., KC with OakLeaves). Just before the start of the invasion,Grasser was appointed to head the operationaltraining unit II./JG 110, which probably saved hislife.In the first half of June, III./JG 1 ceased itsrole as Höhengruppe and underwent a shortdeployment in Normandy. It returned to thisbattlefield after a few weeks and, during Julyand August, lost 56 aircraft and 53 airmen whowere wounded, killed, captured, or missing.In the first eight months of 1944, III./JG 1 thus lostapproximately three times its aircrew number.The Luftwaffe no longer had a chance to win thewar over Western Europe.Illustration: Adam ToobyHöhengruppeText: Jan BobekINFO Eduard33August 2024Page 34
#2147ACES OF THE EIGHTH1/72Limited edition kit of WWII US fighter aircraft P-51D in 1/72 scale.The box contains markings of Mustangs block D-5 with or withoutthe dorsal fin assembly and for later production blocks up to D-25.All markings are of the units of the 8th Air Force. The plastic kitincludes parts for two scale models.plastic parts: Eduardmarking options: 12decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 08/2024Dual ComboINFO Eduard34August 2024Page 35
P-51D-5, s/n 44-13321, Maj. George Preddy Jr., 487th FS, 352nd FG, Bodney, United Kingdom, July 1944P-51D-10, 44-14221, Maj. Pierce W. McKennon, CO of 335th FS, 4th FG,Debden, United Kingdom, April 1945The future fighter ace with the highest scoreachieved on Mustang among all the pilots wasborn on February 5, 1919, in Greensboro, NorthCarolina. He had completed the pilot trainingbefore the War and tried three times to enlist inthe US Navy in 1940. But he was refused everytime. For the fourth try he applied to enlist in theUSAAC and was accepted in 1940. He completedthe fighter training consequently and afterhis assignment to 49th PS was dispatched toAustralia. Flying P-40E in the defense of Darwinhe was credited with two Japanese airplanesdamaged. In July 1942, after the mid-air collisionduring the training flight, he was wounded andsent back to the United States. As of September1943, his next combat assignment awaited him inEurope with 352nd FG, where he was flying P-47Thunderbolts providing cover for heavy bombersof the 8th AF. In April, the unit converted to P-51Mustangs. In June, the war photographer snappedMaj. Preddy’s aircraft sporting seventeen killspainted on the aircraft nose in the form of thewhite crosses. The aircraft lacked any camouflageand sported the blue-painted nose, same as other352nd FG aircraft. The fuselage and wings werestill carrying so-called invasion stripes.Future Second World War twelve kill ace PierceWinningham McKennon was born on November 30,1919, in Clarksville, Arkansas. Although his abilityto play the piano awarded him a scholarship atthe University of Arkansas, he did not completestudies and entered USAAF in 1941, with the wishto become a fighter pilot. After two months hewas let go due to his nausea, but he refused togive up on his dream. He joined the RCAF, wherehe finished his training and was assigned toan Operational Training Unit in Europe. He wasreintegrated into the USAAF on February 22,1943, with the rank of 2nd Lieutenant, and wasassigned to the 335th FS, which was flying P-47at that time, but were later replaced by Mustangs.He was not only an excellent pilot, but due tothe piano playing skills he was also a regularinvitee to social functions. His final sortie cameabout during a squadron-wide raid on an airbases around Prague, when his aircraft was hitin the canopy, and a piece of Plexiglass narrowlymissed his eye. After the war, he stayed withthe Air Force, serving as an instructor. He diedtogether with a student pilot in a crash of theirAT-6D near San Antonio, Texas, on June 18, 1947.KITS 08/2024INFO Eduard35August 2024Page 36
P-51D-10, 44-14733, Capt. Ray S. Wetmore, 370th FS, 359th FG, East Wretham, United Kingdom, March 1944P-51D-20, 44-72218, Lt Col. John D. Landers, CO of 78th FG, Duxford, United Kingdom, March 1945Ray Shuey Wetmore became one of the mostsuccessful Mustang fighter pilots, as he scored21,25 aerial victories. He was born on September30, 1923, and upon commissioning in March 1943,he joined the newly formed 359th Fighter Groupwhich was sent to England in October that year.As a member of the 370th FS he scored his first4.25 victories during February and March 1944.All of them were achieved on the P-47. Afterretraining to P-51 Wetmore achieved status oface after he shot down two Bf 109s on May 19,1944, and by the end of May 1944, the numberof Wetmore’s victories raised to 8.25. In a littleover a year, he shot down 15 enemy aircraftand was promoted to the rank of Captain.He added more during his second tour of duty,his last victory came on March 15, 1945, nearWittenberg. His victim was a very rare bird, theMe 163 Comet. When chasing this rocket plane,speed of Wetmore’s P-51D reached 600 MPH (965km/h)! During both operational tours he flew142 combat missions. His final score was 21.25aerial victories, one damaged aircraft and 2.33destroyed on the ground. This made Wetmorethe highest scorer within 359th FG and eighthbest of all American flying aces in Europe.All of Wetmore’s aircraft sported the “Daddy’ s Girl”name on the nose. He continued to serve with USAir Force after the war. His last appointment wasCO of the 59th FIS at Otis AB. On February 14, 1951,Maj. Wetmore took off from Los Angeles in F-86Sabre to fly it to Otis AB. When he was on his finalapproach, the plane violently raised nose, thenturned towards the ground and crashed. He wasreporting handling problems prior to the crash.John Dave Landers was born on August 23rd, 1920,in Joshua, Texas. He joined the Army Air Force inApril 1941. After undergoing pilot training, he wasassigned to the 9th FS in Australia in January1942, a unit that flew P-40s. In the Pacific theatre,he gained six aerial victories and in January 1943,he was called back to the United States. There,he served as a flight instructor, but by his ownrequest, he was reassigned to a combat unitin April 1944. That combat unit was the 38th FSbased at Wormingford, which flew the P-38s andre-equipped with the P-51s from July 1944. Afterbeing promoted to Lieutenant Colonel rank, hetook over command duties of the 357th FG, whichhe led from October to December 1944. Aftersome downtime in the United States, he returnedto Great Britain and was named CO of 78th FG,holding this post until the end of the SecondWorld War. In December 1945, he left the militaryand worked in construction. John Landers passedaway on September 12, 1989.KITS 08/2024INFO Eduard36August 2024Page 37
P-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 1945The second top scoring Fighter Group of the 8thUSAAF and the top scoring FG equipped withP-51D Mustangs was 357th FG, credited with609 German aircraft destroyed in the air and106 on the ground, with their own losses of 128aircraft. Altogether 35 aces served with theunit. The most successful of them was MajorLeonard Kyle “Kit” Carson with 18 aerial victories.He became 362nd FS CO on April 8, 1945. The keyto the success of the unit was its fighting academy,called Clobber College, where the experiencedpilots taught the newcomers the fighting tactics.The 362nd FS received their P-51Ds justa few days before D-day. Most of the unit’s earlyMustangs had upper surfaces camouflaged DarkGreen with Neutral Grey bottom surfaces, or DarkGreen upper surfaces over the aluminum/naturalmetal bottom surfaces with border betweengreen and NMF surfaces high on fuselage sides.The colors were probably RAF paints from RAFstock. The “Nooky Booky II” wore full D-daystripes, as the aircraft was delivered to the unitprobably around June 6, 1944. The previous nameof this plane was “Mildred”.Donald Jackson Strait was born on April 28, 1918,in East Orange, new Jersey. He was a baseballplayer during high school studies, but also wasinterested in aviation. He took the bother to ridehis bicycle eight miles (13 km) to observe flyingaircraft and speak to pilots at the Caldwell WrightAirport. He enlisted with the New Jersey NationalGuard in 1940 and flew observation planes asmember of the 119th Observer Squadron priorto entering US Army’s aviation cadet programin 1942. He completed his training in March 1943as a pilot of P-47 Thunderbolt and was assignedto combat duty in England. He became memberof the 356th FG and flew his first operationalmissions in October 1943 with P-47 he named“Jersey Jerk”. He later gave the same ratherunflattering name to his Mustangs. From October1944 he led 361st Squadron and continued in thatrole for the rest of the war. Altogether he flew122 missions and achieved 13,5 aerial victories.Later after the war, in 1968, he was hired byFairchild- Republic company as an expert for thedevelopment of A-10 Thunderbolt II. He passedaway on March 30, 2015.KITS 08/2024INFO Eduard37August 2024Page 38
P-51D-10, 44-14223, Lt. Col. Elwyn G. Righetti, CO of 55th FG, 8th AF, Wormingford,United Kingdom, January 1945P-51D-10, 44-14164, Lt. Urban L. Drew, 375th FS, 361st FG, Little Walden, October 1944Elwyn Guido Righetti, also known as “Eager El”,was not only the 55th FG top fighter ace but alsothe most successful strafing ace in the wholeETO. Righetti joined the 338th FS, 55th FG inOctober 1944. At the age of 29, he was alreadya matured pilot, however he lacked the combatexperience. Despite his age he was eager andaggressive, so he was able to boost morale of hisrather tired group. One of Righetti’s “hobbies” wasdestroying the locomotives. He also managed toshoot down two Mistels and destroyed severalMe 262 jets on the ground. Unfortunately, Righetti’soutstanding achievements were cut short rightbefore the end of war. On April 17, 1945, exactlyon his 30th birthday, Righetti was shot down byflak while raiding the airfield near Dresden. Hesuccessfully performed the emergency landingand advised his friends over the radio that he wasokay, just had broken his nose. Since then, no oneever heard about Righetti again. Supposedly hewas murdered by the enraged German civilians.During his short combat career, he scored 7.5 killsand destroyed 35 enemy aircraft on the ground.He flew two personal Mustangs (44-14223 and44-47222), both of them were decorated with theinscription KATYDID and grasshopper artwork onthe port side of the fuselage.Urban Leonard Drew was born in Detroit,Michigan, in 1924 and received his education atWayne University and the University of Michigan.He graduated with a degree in Political Science.Three months after the Japanese attack on PearlHarbor, Drew enlisted in the USAAF and enteredthe Aviation Cadet Program in October 1942.He was commissioned a Second Lieutenant andawarded his pilot wings on October 1, 1943. Insteadof combat, he was trained as an instructor forthe P-51 Mustang and served in this role with the56th FS. He went overseas in May 1944 and wasassigned to 375th Squadron of the 361st FighterGroup “Yellowjackets”, stationed at RAF Bottishamand later at Little Walden. During his tour Drewcompleted 75 missions and after leading theA Flight, he was promoted to the role of CO of 375thFS. He was credited with six aerial victories, onedestroyed on the ground and one damaged enemyaircraft. He added one special victory, whenhe destroyed the Blohm & Voss BV 238V-1, thelargest aircraft in the world at the time. Anotherinteresting achievement came on October 7, 1944,when Drew shot down two Me 262 jets at Achmer.He remained the only pilot who managed to doso in one mission. He was assigned to the 413thFS of 414th FG flying Thunderbolts at Iwo Jima in1945. After the war he helped to organize the 127thFG of Michigan ANG and became first the deputyCommander and later was appointed first AdjutantGeneral of the state of Michigan. He stayed in theposition until the end of his active duty in 1950.Urban L. Drew passed away on April 3, 2013.KITS 08/2024INFO Eduard38August 2024Page 39
P-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-10, 44-14372, Capt. Kirk B. Everson, 504th FS, 339th FG, 8th AF, Fowlmere,United Kingdom, April 1945Captain Jack Ilfrey became an ace in North Africa,where he claimed 5 kills (plus two damagedenemy aircraft) while flying P-38F “Texas Terror”.He joined 20th FG, 79th FS at USAAF Station KingsCliffe in England on April 20, 1944 and servedas an Operations Officer from June 14, 1944.He claimed two more Bf 109Gs on May 24, flyingP-38J “Happy Jack’s go Buggy”. He was shotdown behind enemy lines in France on June 12,but he successfully evaded capture walking andcycling 150 miles to Allied lines in Normandy witha help of French civilians. He became 79th FS COon September 7, leading the unit until December9, 1944. He completed 142 combat missions overETO and MTO. The 20th FG did not replace theirP-38Js with P-51Cs until July 1944, changingthem for P-51Ds shortly afterwards. The earlyMustangs of the 20th FG are known to have uppersurfaces overpainted with green color, probablywith RAF Dark Green, with irregular splittingline between green upper surfaces and silver/natural metal bottom surfaces. The 20th FG wasnicknamed “Loco Busters” because the unit madesignificant number of attacks against railroadnetwork.Kirk Everson’s war career took off in 1945 only.Regardless, he achieved great successes inthe numerous diving strikes on the German-occupied airfields. The Mustang he regularlyflew was inherited from Richard C. Penrose whohad christened it “Beaver Chant” nad Eversonrenamed it “Mery Belt”. On April 4, 1945, he shareda victory over Me 262 above Parchim. Three dayslater he shot down a Bf 109 nearby Celle. On April10, during the strafing attack on the Neuruppinairfield, he destroyed three enemy aircraft andon April 16 three Fw 190 fell victims to his guns atKlatovy airfield. On the following day Everson re-appeared over the Klatovy airfield and this timehe claimed the destruction of seven airplanes.KITS 08/2024INFO Eduard39August 2024Page 40
P-51D-5, s/n 44-13677, flown Lt. William G. Cullerton, 357th FS, 355th FG, Steeple Morden,United Kingdom, 1944P-51D-25, 44-73060, Col. Glenn E. Duncan, 350th FS, 353rd FG, Raydon, United Kingdom, April 1945William Cullerton, a native of Chicago, was bornon June 2, 1923. He volunteered for the air serviceon America’s entry into the war, underwenttraining and flew P-51B and P-51D Mustangs withthe 357th FG. On April 8, 1945, he was hit duringan attack on the field at Ansbach and was forcedto belly-land. He was discovered by Germansoldiers who shot him in the stomach and leftbehind. He was found by a German farmer, who,thinking this was a German pilot, took him to thenearest hospital, from where the American wasable to escape. After the war, he married ElaineStephen and in the fifties, he formed CullertonCo., a maker of outdoor and fishing products.He died on January 12, 2013. Over the course ofthe Second World War, he destroyed 21 enemyaircraft, five in the air and sixteen on the ground.His aircraft appeared as it was delivered, withthe nose and tail painted at unit level in lightblue. The nose bore an inscription relating to hisfiancée Miss Steve.Glenn Emile Duncan was born on May 12, 1918, inBering, Texas. He enlisted in the aviation CadetProgram of the USAAF on February 9, 1940,and was commissioned a Second Lieutenantand awarded pilot wings on October 5, 1940.He served as instructor pilot prior and in Panamaprior to conversion to P-47 and his assignment to361st FG and successively to 353rd FG in England.He scored his first victory on September 23, 1943and was promoted to the rank of Full Colonel inNovember 1944. He became the ace on December20 that year when he destroyed a Fw 190 overRastede. By June 7, 1944, he had accumulated15,5 kills but a month later he was hit by AA fireand forced to belly-land near Nienburg, Germany.Duncan escaped captivity and joined the Dutchresistance for the time to liberation by Allies.He then rejoined the 353rd FG, now flying P-51s,and served as its CO from April 22 until October1945. During WW II, Duncan destroyed 19.5 enemyaircraft in aerial combat plus one probableand seven damaged. This made him the mostsuccessful ace of 353rd FG. He recorded all hisvictories with P-47. His P-51D was named “Doveof Peace” like all his P-47s. The name came afterthe original “Winged Death” did not meet theunderstanding of the higher brass and Duncanrenamed his aircraft sarcastically. The Mustangwas number VIII of this name. After the war hebecame White House Liaison Officer, later he heldseveral commanding posts in Japan and USA andretired on February 1, 1970. Glenn Duncan passedaway on July 14, 1998.KITS 08/2024INFO Eduard40August 2024Page 41
Recommended: forP-51D 1/72672358 P-51D exhaust stacks PRINT (Brassin)672359 P-51D exhaust stacks w/ fairing PRINT (Brassin)672361 P-51D Hamilton Standard propeller PRINT (Brassin)672362 P-51D Hamilton Standard propeller uncuffedPRINT (Brassin)672363 P-51D-5 cockpit PRINT (Brassin)672364 P-51D-10 cockpit PRINT (Brassin)672366 P-51D wheels diamond tread (Brassin)672367 P-51D wheels oval tread (Brassin)672368 P-51D wheels cross tread (Brassin)672369 P-51D wheels block tread (Brassin)672370 P-51D wheels diamond tread 2 (Brassin)672371 P-51D wheels block tread 2 (Brassin)672372 P-51D seat PRINT (Brassin)672373 P-51D 75gal drop tanks PRINT (Brassin)672375 P-51D 110gal fuel tanks PRINT (Brassin)672377 P-51D gun sights PRINT (Brassin)672378 P-51D bazooka rocket launcher (Brassin)674012 P-51D-5 LööK (Brassin)674013 P-51D-10 LööK (Brassin)674014 P-51D-15+ LööK (Brassin)3DL72035 P-51D-5 SPACE (3D Decal Set)3DL72036 P-51D-10 SPACE (3D Decal Set)3DL72037 P-51D-15+ SPACE (3D Decal Set)CX664 P-51D US national insignia (Mask)CX665 P-51D surface panels (Mask)#672363#672362#672366#672373#672358#672372#672359#674012KITS 08/2024INFO Eduard41August 2024Page 42
#82107P-51B Mustang Birdcage canopy1/48The ProfiPACK edition kit of US fighter aircraft P-51B Mustangin 1/48 scale. It allows to build the aircraft with standard Birdcagecanopy in one of six USAAF markings.plastic parts: Eduardmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 08/2024INFO Eduard42August 2024Page 43
P-51B-15-NA, 43-24857, Capt. Robert M. Barkey, 318th FS, 325th FG, 15th AF, Lesina, Italy, June 1944P-51B-5-NA, 43-6787, Capt. Gilbert O'Brien, 362nd FS, 357th FG, 8th AF,Leiston, United Kingdom, June 1944P-51B-10-NA, 42-106730, Capt. John T. Godfrey, 336th FS, 4th FG, 8th AF,Debden, United Kingdom, April 1944Robert Barkey, after initial training, was assignedto a unit called the “Checkertail Clan” (319th FS,325th FG) flying P-40s in Africa. After retrainingon P-47s in late 1943, he was transferred toItaly with the unit. Barkey’s first victory cameon February 22, 1944, when he shot down twoBf 109s, both flown by the aces of the eliteGerman JG 26. After the unit switched to P-51BMustangs, Barkey scored his fifth and final victoryon June 6, 1944. He retired with the rank of Majorin 1961. During World War II, he flew 53 combatsorties and achieved five confirmed victories andone probable victory. Barkey’s Mustang number90 bore his wife Dorothy’s name on the left sideof the engine cowling.Gilbert O'Brien was born on August 24, 1916, inCharleston, South Carolina. He joined the ArmyReserves in April 1942 and served as an air cadetfrom August 1942 to May 1943. On May 20, 1943,he qualified as a pilot with the rank of secondlieutenant. In 1943 he was assigned to the 362ndFighter Squadron and by the end of the year hadflown 476 hours. He was promoted to lieutenanton March 26, 1944 and to captain in September.He returned to the United States at the end ofSeptember. During the war years he scored eightconfirmed aerial victories, two of them shared.His personal aircraft was a Mustang named“Shanty Irish”. This Mustang was converted toa two-seater in late 1944 and served with the364th Fighter Squadron, 357th Fighter Group withthe codes C5-H and the inscription “Eager Beaver”on the left side of the engine cowling.John Trevor Godfrey, one of the most successfulfighter pilots on the European theatre ofwar, was born in Montreal on March 28, 1922.He joined the Royal Canadian Air Force (RCAF)in October 1941 and, after training, transferred tothe United States Army Air Force (USAAF) in 1943.As a member of the 4th Fighter Group within the8th Air Force USAAF, Godfrey was a friend andwingman of Don Gentile. Together they were knownas “Captains Courageous”, “The Two Man Air Force”,“Messerschmitt Killers”, and “Damon and Pythias”.Godfrey achieved eighteen confirmed kills incombat against the Luftwaffe. On August 24, 1944,he was accidentally shot down by his wingmanand captured by the Germans. Shortly before theend of the war, he managed to escape from StalagLuft III prison camp. After the war, Godfrey servedin the Rhode Island State Senate. Godfrey died onJune 12, 1958, at his home in Freeport. Godfrey’sautobiography, The Look of Eagles, was publishedposthumously in 1958.KITS 08/2024INFO Eduard43August 2024Page 44
P-51B-5-NA, 43-6461, 1/Lt Wilson K. Baker Jr, 370th FS, 359th FG, 8th AF, East Waltham,United Kingdom, August 1944P-51B-10-NA, 42-106501, Col. Charles McCorckle, CO of 31st FG, 15th AF, San Severo,Italy, July 1944The Mustang with the red “Hot Pants” inscriptionwas one of three P-51Bs that landed inSweden on August 4, 1944, while escortinga B-24 against Peenemünde. This was due toa cooling system failure on Division CommanderRaymond Lancaster’s aircraft on the return flight,forcing him to fly towards Sweden, where hesubsequently made an emergency landing. Alongthe way, two other Mustangs followed to protecthim and ensure he made it to Sweden withoutincident. When escort pilots saw that Lancasterhad reached the Swedish coast, they made theirway to England. Over Denmark, however, theyencountered a German Messerschmitt Bf 110G,which was radar-guided towards the Mustangs,believing it to be an American bomber, not twofighters in close formation. The German aircraftwas therefore attacked and shot down by2/Lt Wilson Kirby Baker, Jr. flying a P-51B called“Hot Pants”. After the dogfight, both pilots realizedthat they had used so much fuel that they wouldhave difficulty reaching England soil. WilsonBaker and Richard Rabb were interned at Mullsjöand sent back to England on November 1, 1944.On April 9, 1945, “Hot Pants” was sold to theSwedish Royal Air Force and was assigned theregistration number 26002. However, it is almostcertain that the aircraft was never painted inSwedish colors and was never flown. Instead,it served as a spare parts stock for otherMustangs and was scrapped on June 16, 1947.As a fighter pilot in World War II, Charles “Sandy”McCorkle commanded fighter groups in twotheaters of war. He was one of only seventeenAmerican pilots to achieve ace status flying theBritish Spitfire. In 1942, at age 27, he became theyoungest colonel in the Army Air Corps. CharlesMcCorkle was born in Newton, North Carolinain 1915. He was accepted to the U.S. MilitaryAcademy in 1932 and graduated in June 1936.A year later he graduated from the AdvancedFlying School at Kelly Field, Texas, and wasassigned as a fighter pilot to the 24th PursuitSquadron. At the beginning of World War II,he was transferred to the 54th Fighter Group(P-39) at Harding Field and Alaska. He assumedcommand of the 54th Fighter Group on June 3,1942. In July 1943, McCorkle assumed commandof the 31st Fighter Group (flying Spitfires and laterP-51s) in Sicily. He participated in the air actionsduring the landings at Salerno and Anzio, fightersupport of air attacks in Italy and Central Europe,and other typical missions assigned to fighterunits during this period. When he returned to theUnited States and received a new assignment asChief of Staff of First Fighter Command at MitchelField, he was credited with eleven victories, fiveof them were achieved with Mk. VIII Spitfires andsix with P-51Bs.KITS 08/2024INFO Eduard44August 2024Page 45
P-51B-1, 43-12405, Col. David L. Hill, CO of 23rd FG, 14th AF, China, 1944David Lee “Tex” Hill was born on July 13, 1915,in Kwangju, Korea, to American missionaries.He entered the Navy in 1938 as an air cadet andearned his air wings in 1939 after graduating fromPensacola NAS. He was first assigned to TorpedoSquadron 3, flying the TBD Devastator fromUSS Saratoga (CV-3), then flew with BombingSquadron 4, flying the SB2U Vindicator fromUSS Ranger (CV-4). In 1941 he was transferredto China to the Flying Tigers, where he flew firstas a squadron leader and then as commanderof 2nd Squadron AVG flying 250 combat hoursin the P-40 Tomahawk. He was credited with13 destroyed Japanese aircraft. In July 1942 theAVG disbanded, and Hill remained until the end of1942 as commander of the 75th Fighter Squadronand assumed command of the 23rd FighterGroup later. He returned to the US in November1944. In all, Hill scored 19 confirmed kills plusmore than 20 probable ones and spent the restof the war as commander of the 412th FighterGroup, operationally testing the first Bell YP-59and Lockheed P-80 Shooting Star jets. In 1945,he left the Army Air Corps and joined the TexasAir National Guard to command the 58th FighterWing, becoming the youngest brigadier generalever to serve in the National Guard.FE1449 P-51B/C seatbelts STEEL (PE-Set)644268 P-51B/C LööK (Brassin)648986 P-51B/C wheels diamond tread (Brassin)648987 P-51B/C wheels oval tread (Brassin)648988 P-51B/C wheels cross tread (Brassin)648989 P-51B/C wheels block tread (Brassin)648990 P-51B/C wheels diamond tread 2 (Brassin)648991 P-51B/C wheels block tread 2 (Brassin)648992 P-51B/C exhaust stacks (Brassin)648993 P-51B/C exhaust stacks w/fairing (Brassin)648994 P-51B/C undercarriage legs BRONZE (Brassin)648997 P-51B/C gun bays PRINT (Brassin)6481001 P-51B/C 108gal drop tanks PRINT (Brassin)6481002 P-51B/C seat Type 1 PRINT (Brassin)6481003 P-51B/C seat Type 2 PRINT (Brassin)6481004 P-51B/C engine (Brassin)6481005 P-51B/C 75gal drop tank early PRINT (Brassin)6481006 P-51B/C Hamilton Standard propeller (Brassin)6481007 P-51B/C Hamilton Standardpropeller uncuffed (Brassin)6481008 P-51B/C bazooka rocket launcher (Brassin)6481009 P-51B/C/D seat Type 3 PRINT (Brassin)6481010 P-51B/C wheel bay PRINT (Brassin)3DL48177 P-51B/C SPACE (3D Decal Set)EX1036 P-51B/C framed canopy TFace (Mask)EX1037 P-51B/C Malcolm Hood canopy TFace (Mask)EX1038 P-51B/C US national insignia (Mask)Recommended: forP-51B 1/48#644268#648997#6481004#6481002#648986KITS 08/2024INFO Eduard45August 2024Page 46
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9./JG 1, Paderborn, Germany, May 1944WNr. 412179, Uffz. Horst Petzschler, 2./JG 3, Burg near Magdeburg, Germany, May 1944The Bf 109G-6/AS was developed to interceptenemy aircraft at higher altitudes. This accountsfor the camouflage paint consisting of just RLM76. At unit level, these aircraft often receivedadditional coats of then standard colors consistingof RLM 74 and RLM 75 over the side and uppersurfaces. The JG 1 unit emblem was applied tothe nose, and this was a winged numeral 1 insideof a square, rotated to sit on one of its corners.On period photographs of Yellow 14, the redfuselage band is clearly visible, signifying thefact that this aircraft served within the Defenseof the Reich system. The vertical bar locatedwithin it was a designator for III. Gruppe planesand was always rendered in the Staffel color. Thiswas, in the case of the 9. Staffel, yellow. Somesources conclude that the fuselage code of Yellow14 covered the earlier applied numeral 3, whileothers suggest that the covered designationwas either the factory applied TO or TQ. We areoffering both possibilities.Horst Petzschler was born in Berlin on September1, 1921, and joined the Luftwaffe on April 1, 1941.After undergoing fighter pilot training, he wasassigned to JG 51 on August 23, 1943, and it wasthere he would gain his first three kills. On April13, 1944, he was transferred to 2./JG 3 whichwas a component of the Defence of the Reichstructure, but by June 1944, he would returnto JG 51 on the Eastern Front. On May 4, 1945,III./JG 51 was relocated to Schleswig-Holsteinfrom eastern Prussia. Horst Petzschler did notreach that location due to a navigation error andlanded at Bulltofta in Sweden, where he wasinterned and in January 1946, the Swedes handedhim over to the Soviets. He was released fromcaptivity on September 22, 1949. On his return,he worked for the Berlin Police Department andin 1953, he emigrated to Canada and then to theUnited States, where he worked in the aviationindustry. He retired in 1988. Over the course of theSecond World War, he downed 26 enemy aircraft.During his service with 2./JG 3, Uffz. Petzschlerflew an aircraft coded Black 14. The aircraft waspainted RLM 76 overall at the plant and carriedthe JG 3 insignia on the nose. On May 30, 1944,Fw. Otto Bülsow was shot down during combat inthis airplane over Belzig.Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10, Werneuchen, Germany, July 1944The future Knight’s Cross recipient, the acewith 30 night victories over the enemy aircraft,was born on December 4, 1912, in Sulzbach inSaarland. In 1934 he completed his pilot trainingand got the job with Lufthansa. After the outbreakof World War Two he was ordered to the Luftwaffe.Initially he was flying as a transport pilot, lateras an instrument flying instructor. In December1942 he was assigned to KG 50 operating He 177aircraft, in the summer of the following year heresponded to Hajo Hermann call and requestedthe reassignment to JG 300 famous for its WildeSau (single-engine fighter night interceptiondeployment) tactics. While serving with this unithe was credited with 19 kills and in January 1944he was ordered to form 1./NJGr. 10. In August 1944he was promoted to command I./NJG 11 and leadthis unit until the end of World War II. He passedaway on November 2, 1987. The lower and partiallyside surfaces were painted black for the betternight camouflage. The red stripe surrounding therear fuselage indicated the original owner of thisaircraft within Reich Defense, JG 300.The pilot’s“score” was painted on both sides of the rudderin the form of the 23 stripes with the enemynationality and date of the victory.KITS 08/2024INFO Eduard47August 2024Page 48
48885 Bf 109G-6 (PE-Set)FE1142 Bf 109G-6/AS Weekend (PE-Set)644003 Bf 109G-6 LööK (Brassin)644060 Bf 109G-6 LööKplus (Brassin)648255 Bf 109G-6 propeller (Brassin)648261 Bf 109G-6 wheels (Brassin)648953 Bf 109G-6/AS cockpit PRINT (Brassin)3DL48014 Bf 109G-6 SPACE (3D Decal Set)EX524 Bf 109G-6 Erla canopy (Mask)Recommended: forBf 109G-6/AS 1/48MT-463, ylik. Tapio Järvi, 2/HLeLv 24, Lappeenranta, Finland, July/August 1944MT-463, HLeLv 31, Utti, Finland, summer 1948Among the deliveries of Bf 109G-2 and G-6fighters to Germany’s ally Finland were two G-6/AS version aircraft. In the Finnish Air Force, thesewere coded MT-463 and MT-471. MT-463 wasdelivered on June 28, 1944, and was assigned toHLeLv 24, where it was flown by, among otherpilots, ylikersantti (Technical Sergeant) Järvi,who used it to shoot down two of his total 27victims. A further five kills with this aircraft wereclaimed by another four pilots. The Bf 109G-6/ASdid not represent any major advantage for theFinnish Air Force, because the majority of aircombat with the Soviets took place at altitudesbelow 3,000 m. The DB 605AS, which powered thetype, was designed to offer advantages at highaltitudes. The camouflage scheme of this aircraftconsisted of sprayed RLM 74/75/76 with the blueswastikas on white discs on the fuselage andwing positions. The code MT-463 appeared on thefuselage ahead of the tail surfaces. The yellownumber of the aircraft within the unit was appliedbetween the fuselage code and the cockpit. Thereare no available photographs of this aircraftduring its combat career with HLeLv 24, but fromother period photographs of other such aircraft,the list of aircraft numbers for this specific planehas been reduced to 2, 4 or 6.The end of the fights with the Soviet Unionbrought a ceasefire from September 5, 1944. Oneof conditions of the ceasefire was a change inthe marking of the Finnish aircraft – the blueswastika was substituted by cockade bearingFinnish national colors, i.e., blue and white. Pilotsof Messerschmitts Bf 109G from Lentolaivue 24achieved 304 victories in aerial combats and keptthese aircraft during the period of peacetimeduties. From December 4, 1944, the planesserved with HLeLv 31, which is still active today.The pilots of this squadron fly F-18C Hornetsat present time. The aircraft concerned is thesame as the one portrayed in the paint schemeD, though, used in the post-war service – this isproved by the national insignia in Finnish nationalcolors introduced from April 1, 1945. The markingof the aircraft is accompanied by the painting ofthe bat placed on the blue cloud and the moon –marking of the HLeLv 31 night fighters. The moonused to be white or yellow; MT-463 had the whiteone. The rudder was repainted most likely withthe Finnish olive green color.#644003#648953#648261#648255KITS 08/2024INFO Eduard48August 2024Page 49
#3003Bf 109E-4The ProfiPACK edition kit of German WWII fighter aircraft Bf 109E-4in 1/32 scale. The kit contains five markings of famous Luftwaffe fighterpilots of different Luftwaffe units.plastic parts: Eduardmarking options: 5decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct page1/32Re-ReleaseKITS 08/2024INFO Eduard49August 2024Page 50
WNr. 5344, Maj. Helmut Wick, CO of JG 2, Beaumont, France, November 1940WNr. 5587, Ofw. Fritz Beeck, 6./JG 51, Wissant, France, August 1940The appearance of this aircraft falls to the periodwhen it was flown by Maj. Helmut Wick. At thetime it had undergone many modifications to thecamouflage scheme and tactical markings. Thechanges mirrored not only Wick’s raise throughthe ranks from Staffel leader to Gruppe leaderand then to commanding officer of JG 2, but alsothe prescribed changes to Luftwaffe camouflagespecifications in the second half of 1940. Ourreconstruction of the aircraft shows appearanceof the final guise, when Maj. Wick was killed incombat with Spitfires on November 28, 1940,after achieving his 58th victory. The aircraftcarried a standard scheme of RLM 02/71/65.The light blue fuselage sides were darkenedwith a light overspray of RLM 71, which wasapplied with the blunt end of a brush. The yellowrudder was similarly dulled. The yellow rudderand nose segments were part of later markingmodifications. The fuselage retains evidence ofthe double chevron marking denoting the CO ofthe Gruppe. Besides the tactical markings, theJG 2 unit insignia was carried below the cockpit,and on the front fuselage, there was another oneof Wick’s original 3. Staffel. The pilot’s personalemblem, the flying kingfisher, was partlyoversprayed with the Kommodor insignia, overwhich the emblem was partially reconstructed.This aircraft had the armored windscreenremoved towards the end of its career but wasstill mounted when Wick led I./JG 2. Many JG 2Emils, including Wick’s 5344, had the fuselageinsignia crosses with accentuated black borderat the expense of the white segments, whilethose on the bottom of the wing were modified asindicated in our illustrations.This aircraft was lost after noon of August 28,1940, in the vicinity of East Langdon with Ofw. FritzBeeck at the controls. It happened during thesecond escort mission of the day that culminatedin combat with RAF fighters in which the engineof Yellow 10 was hit. After an unavoidable bellylanding the aircraft stayed in relatively goodshape, but civilian vandals and allied soldierschanged this state before it could be inspectedby RAF experts. The aircraft sported simple buteffective camouflage. Light blue sides of the RLM02/71/65 fuselage scheme were sprayed withthe upper surface colors. Yellow identificationcolors, typical for mid-August 1940, wereapplied to the wing tips, horizontal tail surfaces,and top of the fin. As the aircraft belonged to6. Staffel, tactical numbering and the backgroundII./JG 51 “Gott strafe England” emblem wereyellow. Three victory tabs on the left side were inwhite. It cannot be ruled out that these were alsoapplied on the right side, but there is no knownevidence of this.32219 Bf 109E (PE-Set)634021 Bf 109E LööK (Brassin)632004 Bf 109E wheels (Brassin)632192 Bf 109E rudder pedals early PRINT (Brassin)632193 Bf 109E rudder pedals late PRINT (Brassin)Recommended: forBf 109E-4 1/32#634021#632192KITS 08/2024INFO Eduard50August 2024Page 51
Lt. Josef Eberle, 9./JG 54, the Netherlands, August 1940WNr. 1480, Oblt. Franz von Werra, II./JG 3, Wierre-au-Bois, France, September 1940WNr. 5819, Obstlt. Adolf Galland, CO of JG 26, Audembert,France, December 1940Ground personnel of JG 54 created veryinteresting camouflage schemes on the unit’saircraft in summer of 1940. They appliedvertical to diagonal lines of RLM 71 in anattempt to darken the light blue fuselage sides.The standard scheme of RLM 02/71/65 was applied,along with the quick identification markings.The period scheme was applied also to Yellow13, with which Lt. Josef Eberle managed to crossthe Channel and belly land in France despitepersonal injury on August 12, 1940. The wingtipsand fin of Eberle’s aircraft were painted RLM 27Yellow, which was lighter shade than RLM 04 ofthe spinner, tactical number and background ofthe III./JG 54 emblem. The bottom wing color RLM65 extended marginally to the upper surfaces.Some sources erroneously identify this aircraftas an E-3. Despite having tempted fate once overthe Channel, Josef Eberle was not as successfulon October 9, 1940, when he lost his life in combatwith RAF fighters.This “Emil” became the subject of a fascinatingevent that delivered the first German aceOblt. Franz von Werra into British hands.On the morning of September 5, 1940, Franz vonWerra was shot down over Kent. He manageda successful belly landing and was takenprisoner of war. His plane was scrutinized byRAF experts. Von Werra attempted to escape onseveral occasions, and finally succeeded duringtransfer to a POW camp in Canada. He managedto go through the United States to South America,and then back to Germany, where he rejoined theLuftwaffe. He served on both the eastern andwestern fronts but had strict orders to avoid theshores of England. The Channel, nevertheless,proved fateful for him when, on October 25, 1941,as CO of I./JG 53, he vanished. Aircraft WNr. 1480carried the standard camouflage of RLM 02/71/65with white identification markings. Theseincluded the rudder and wingtips. The RAF reportsuggests that the engine cowl was in RLM 65and looked cleaner than the rest of the airframe.It may have been a replacement off anotheraircraft. The tail surfaces carried victory marks(eight aerial and five on the ground). Positioningof them was different on each side of the fin.The RLM 65 color extended to the upper surfacesof the leading edge wing.Adolf Galland flew the illustrated Emil in thefall of 1940 to the beginning of 1941 as COof III. Gruppe, and later of the entire JG 26.The tactical markings on the aircraft kept pacewith the changes during this period. The standardcamouflage of RLM 02/71/65 was darkened onthe fuselage sides with RLM 02/71. The yellowcowling was complemented by the yellow rudderthat also bore the kill marks. The surface area ofthe original RLM 65 was not enough for them andthe yellow was oversprayed with fresh RLM 65for the next row of kill marks. The most typicalchanges for WNr. 5819 at this time came withthe personal emblem of Mickey Mouse and mostof all the installation of the ZFR-4 telescope(installed together with the regular Revi). It didn’tserve as an gunsight but for the identification ofdistant aircraft. Galland replaced Werner Mölderswho commanded the German fighter force asGeneral der Jagdflieger. Later on, he becamefamous for locking horns with Hermann Göring.He established JV 44 at the end of the war, thefamous unit well known for its Me 262 jet fightersand colorful Fw 190D piston fighters. Gallandmanaged to shoot down 104 enemy airplanes andwas awarded with Knight Cross with Oak Leaves,Swords and Diamonds.KITS 08/2024INFO Eduard51August 2024Page 52
BRASSINLööK 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: no634047Boston Mk.IV LööK1/32 HKM644275B-24J LööK1/48 Hobby BossProduct pageProduct pageINFO Eduard52August 2024Page 53
644276Bf 108 regular wheels LööKplus1/48 EduardCollection of 4 sets for Bf 108 in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassindashboard & Steelbelts)- TFace painting mask- undercarriage wheels- propellerBRASSINCollection of 4 sets for Bf 108 in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassindashboard & Steelbelts)- TFace painting mask- undercarriage wheels- propeller644277Bf 108 spoked wheels LööKplus1/48 EduardProduct pageProduct pageINFO Eduard53August 2024Page 54
BRASSINCollection of 3 sets for P-51B or P-51C in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassindashboard & 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 Brassindashboard & Steelbelts)- TFace painting mask- exhaust stacks w/fairing644278P-51B/C framed canopy LööKplus1/48 Eduard644279P-51B/C Malcolm Hood canopy LööKplus1/48 EduardProduct pageProduct pageINFO Eduard54August 2024Page 55
LööK set - Brassin pre-painted dashboardand STEEL seatbelts for B-17F in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 4 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: no644281B-17F LööK1/48 EduardProduct pageBRASSINBrassin set - cockpit for P-51D in 1/72 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 21 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no672364P-51D-10 cockpit PRINT1/72 EduardProduct pageINFO Eduard55August 2024Page 56
672370P-51D wheels diamond tread 21/72 EduardBRASSINBrassin 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: yesProduct pageBrassin 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: yesProduct page672369P-51D wheels block tread1/72 EduardINFO Eduard56August 2024Page 57
672371P-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: yesProduct pageBRASSINBrassin 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: no672373P-51D 75gal drop tanks PRINT1/72 EduardProduct pageINFO Eduard57August 2024Page 58
BRASSINBrassin 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: no672377P-51D gun sights PRINT1/72 EduardProduct pageBrassin 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: no672375P-51D 110gal fuel tanks PRINT1/72 EduardProduct pageINFO Eduard58August 2024Page 59
Brassin set - bazooka type rocket launchers forP-51D in 1/72 scale. The set consists of 2 launchers.Recommended kit: EduardSet contains:- resin: 8 parts- decals: no- photo-etched details: yes- painting mask: no672378P-51D bazooka rocket launcher1/72 EduardProduct pageBRASSINLööK set - Brassin pre-painted dashboard and STEELseatbelts 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: no674012P-51D-5 LööK1/72 EduardProduct pageINFO Eduard59August 2024Page 60
BRASSINLööK set - Brassin pre-painted dashboard and STEELseatbelts 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: no674014P-51D-15+ LööK1/72 EduardProduct pageLööK set - Brassin pre-painted dashboard and STEELseatbelts 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: no674013P-51D-10 LööK1/72 EduardProduct pageINFO Eduard60August 2024Page 61
Brassin set - wheel bays for P-51B or P-51Cin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 5 parts- decals: no- photo-etched details: no- painting mask: no6481010P-51B/C wheel bay PRINT1/48 EduardProduct pageBRASSINBrassin set - the undercarriage wheels for B-26Bin 1/48 scale. The set consists of the main wheels anda nose wheel. Easy to assemble, replaces plastic parts.Recommended kit: ICMSet contains:- resin: 3 parts,- decals: no,- photo-etched details: yes- painting mask: yes6481011B-26B wheels1/48 ICMProduct pageINFO Eduard61August 2024Page 62
BRASSINBrassin 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: no6481015FM-1 exhaust PRINT1/48 TamiyaProduct pageBrassin set - pilot seat for Fw 190A in 1/48 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no6481014Fw 190A seat PRINT1/48 EduardProduct pageINFO Eduard62August 2024Page 63
Brassin set - the undercarriage wheels for FM-1in 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: TamiyaSet contains:- 3D print: 2 parts- resin: 2 parts- decals: no- photo-etched details: yes- painting mask: yes6481016FM-1 wheels1/48 TamiyaProduct pageBRASSINBrassin 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: no6481017FM-1 seat PRINT1/48 TamiyaProduct pageINFO Eduard63August 2024Page 64
BRASSINBrassin set - engines for B-17F in 1/48 scale.The set consists of 4 engines.Recommended kit: EduardSet contains:- resin: 92 parts- decals: yes- photo-etched details: yes- painting mask: no6481021B-17F engines1/48 EduardProduct pageBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yes6481020B-17F wheels diamond tread1/48 EduardProduct pageINFO Eduard64August 2024Page 65
Brassin set - the undercarriage legs for B-17F in 1/48scale.The set consists of the main wheels legs anda 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: no6481022B-17F undercarriage legs BRONZE1/48 EduardProduct pageBRASSINBrassin 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: no6481023B-17F guns1/48 EduardProduct pageINFO Eduard65August 2024Page 66
BRASSINBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yes6481025B-17F wheels block tread1/48 EduardProduct pageBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yes6481024B-17F wheels cross tread1/48 EduardProduct pageINFO Eduard66August 2024Page 67
Brassin set - the undercarriage wheels for B-17F in 1/48scale. The set consists of the main wheels and a tail wheel.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yes6481026B-17F wheels oval tread1/48 EduardProduct pageBRASSINBrassin set - the undercarriage wheels for B-17Fin 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plasticparts. Recommended kit: EduardSet contains:- resin: 7 parts- decals: no- photo-etched details: no- painting mask: yes6481027B-17F wheels rhomboid tread1/48 EduardProduct pageINFO Eduard67August 2024Page 68
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Collection of 7 sets for A-1 in 1/48 scale.Recommended kit: Tamiya- HVAR rockets- Mk.82 bombs- M 117 bomb early- LAU-10/A ZUNI rocket launchers- LAU-3/A rocket launchers- SUU-14 dispenserSIN648129A-1 armament1/48 TamiyaProduct pageAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSININFO Eduard69August 2024Page 70
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B-17 ACCESSORIESINFO Eduard75August 2024Page 76
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BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG49414 Buccaneer S.2B 1/48 AirfixBIG49415Buccaneer S.2B Gulf War 1/48 AirfixBIG49416FM-1 1/48 Tamiya491440 Buccaneer S.2BFE1442 Buccaneer S.2B seatbelts STEELEX1034 Buccaneer S.2B491441 Buccaneer S.2B Gulf WarFE1442 Buccaneer S.2B seatbelts STEELEX1034 Buccaneer S.2B481137 FM-1 landing flaps491443 FM-1FE1444 FM-1 seatbelts STEELEX1029 FM-1Product pageProduct pageProduct pageINFO Eduard84August 2024Page 85
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG EDBIG49417 MC.200 1/48 ItaleriBIG49418F-14A 1/48 Great Wall Hobby481138 MC.200 landing flaps491447 MC.200FE1448 MC.200 seatbelts STEELEX314 MC.20049103 Remove Before Flight STEEL491445 F-14AFE1446 F-14A seatbelts STEELEX1040 F-14A windshield TFaceProduct pageProduct pageINFO Eduard85August 2024Page 86
MASKSIT FITS!EX1051 P-51B/C framed canopy1/48 EduardEX1052 P-51B/C Malcolm Hoodcanopy1/48 EduardEX1053 B-17F US national insigniarounded1/48 EduardEX1054 B-17F US national insigniaw/ red outline1/48 EduardEX1055 B-17F US national insigniaw/ blue outline1/48 EduardCX668 B-24H US national insignia1/72 AirfixCX669 F-15J1/72 Fine MoldsCX669 F-15JCX669 F-15JINFO Eduard86August 2024Page 87
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RELEASESAUGUST 2024KITSPE-SETSZOOMSMASKS2147 ACES OF THE EIGHTH DUAL COMBO 1/72 Limited Edition82107 P-51B Mustang Birdcage canopy 1/48 ProfiPACK3003 Bf 109E-4 Re-Release 1/32 ProfiPACK84169 Bf 109 G-6/AS Re-Release 1/48 Weekend36519 Sd.Kfz. 250/1 1/35 Dragon53312 USS Ranger CV-4 part 2 1/350 Trumpeter53313 USS Ranger CV-4 part 3 1/350 Trumpeter72739 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 Airfix491458 A-10C 1/48 Great Wall Hobby481146 B-17F landing flaps 1/48 Eduard481147 B-17F undercarriage & exterior 1/48 Eduard481148 B-17F ammo feed chutes 1/48 Eduard491460 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 EduardFE1458 A-10C 1/48 Great Wall HobbyFE1459 A-10C seatbelts STEEL 1/48 Great Wall HobbySS829 B-24H 1/72 AirfixSS828 F-15J 1/72 Fine MoldsFE1460 B-17F seatbelts STEEL 1/48 EduardCX668 B-24H US national insignia 1/72 AirfixCX669 F-15J 1/72 Fine MoldsEX1051 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 EduardBIG-EDBIG-EDBIG EDDECALSBIG49414 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 HobbyD72047 L-29 stencils 1/72 Eduard/AMKD48117 L-29 stencils 1/48 Eduard/AMKINFO Eduard88August 2024Page 89
RELEASESBRASSINLöökPLUSBIG SINSPACE634047 Boston Mk.IV LööK 1/32 HKM644275 B-24J LööK 1/48 Hobby Boss672364 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 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 Tamiya644281 B-17F LööK 1/48 Eduard6481020 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 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 Tamiya3DL32026 Bf 109E-4 SPACE 1/32 Eduard3DL72040 F-15J SPACE 1/72 Fine Molds3DL72041 B-24H SPACE 1/72 Airfix3DL72042 La-7 SPACE 1/72 Eduard3DL48187 B-17F SPACE 1/48 Eduard3DL48188 B-17F radio compartment SPACE 1/48 EduardAUGUST 2024INFO Eduard89August 2024Page 90
BUILTP-51B MUSTANGDUAL COMBO1/48built by Robert Szwarc#R0019MARKING NINFO Eduard90August 2024Page 91
BUILTP-51B-15-NA, s/n 42-106942, Col. Thomas Cristian, CO 361st FG, 8th AF,Bottisham, UK, June 1944West Point graduate Thomas Christian decidedto follow in his father’s footsteps and enlistedin the Artillery. Here he achieved the rank ofSecond Lieutenant and soon changed his minddue to his interest in flying. He next attended theTexas Air Corps Flying School and then, in 1940,was appointed an instructor at Randolph Field.In March 1941, he joined the 19th BG in thePhilippines and flew B-17s, and after the Japaneseinvasion he was transferred to Australia wherehe flew P-40s. While doing so he was shot downand presumed missing. However, with the helpof the natives, he made it back. In 1942, he wasassigned to the 67th Pursuit Squadron, where heflew the P-400 and was promoted to the rank ofmajor. Back in the US, he joined the 361st FG asits first commander. It was the last group to bearmed with Thunderbolts in the 8th AF. Cristianflew three aircraft in succession, all named Louafter his daughter. In March 1944, at the age of28, he was promoted to Colonel and continued tofly combat missions until his last one on August12, 1944. That day he was hit by anti-aircraft firewhile attacking ground targets and was killed ina crash.INFO Eduard91August 2024Page 92
BUILTbuilt by Richard Zimmerman1/48Fw 190D-9#8188MARKING BINFO Eduard92August 2024Page 93
BUILTWNr. 500698, Lt. Günter Seyd, 7./JG 26, Uetersen, Germany, May 1945JG 26 was established on November 1, 1938,(originally as JG 132) with Eduard von Schleich, anace with 35 kills in WWI as its first Kommodore.JG 26 entered the war under the command ofHans Hugo Witt but stayed in Germany duringthe invasion of Poland. It than operated on theWestern Front until 1943, with its most famousKommodore, Adolf Galland, taking command onAugust 22, 1940. Galland was leading JG 26 forthe rest of the Battle of Britain and well beyonduntil December 5, 1941. In early 1943, JG 26 was toreplace JG 54 in the Luftflotte 1 formation on theEastern Front, but in the end, it was only a briefepisode of I./JG 26. The group continued to operatein France and then as a part of the defense ofthe Reich system. From late 1941 onwards allGruppe except III./JG 26 started their conversionto Fw 190As, the first to receive Fw 190D-9s wereI. Gruppe and II. Gruppe starting from mid-October1944. Lt. Günter Seyd of 5./JG 26 took off with thisaircraft from Uetersen on May 5, 1945, but due toan engine failure he made an emergency landingin Schleswig. In the only known photograph, thelower engine cowling appears slightly darker andit is likely it was painted RLM 76 early (probablytaken from another aircraft), but a yellow colorcannot be completely ruled out. The brown colorof the fuselage numbers was unusual, withonly a few Staffeln within the Luftwaffe using it.However, 7./JG 26 kept this habit throughout thewar. Günter Seyd scored a single kill during thewar when he shot down a Lancaster from No.405 (or No. 582) Sqn. RAF west of Cologne onDecember 23, 1944. It was not only his first kill,but also the first kill of II./JG 26 after conversionto Fw 190D-9.Product pageINFO Eduard93August 2024Page 94
BUILTFw 190A-5light fighter1/48built by Paolo Portuesi#84118MARKING CFw 190A-5, WNr. 410004, Oblt. Walter Nowotny, CO of I./JG 54, Orel, the Soviet Union, October 1943A German fighter pilot of Austrian origin anda native of Gmünd situated near the border withCzechoslovakia, Walter “Nowi” Nowotny wasa holder of the Knight’s Cross with Oak Leaves,Swords and Diamonds, and shot down 258 enemyaircraft over the course of 442 combat sorties.He was killed in an Me 262 Schwalbe in combatwith American escort fighters near an airfield atHesepe on November 8, 1944. “Nowi’s” aircraftgot a non-standard camouflage consisting oftwo shades of dark green, most likely RLM70 and RLM 71. The yellow wingtips of theundersides and yellow band round the fuselageidentified the aircraft flying in the Eastern Front.The JG 54 aircraft bore yellow band on thefuselage, underneath the fuselage crosses, andbottom part of the rudder was painted yellow aswell.Product pageINFO Eduard94August 2024Page 95
INFO Eduard95August 2024Dunstable 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 Freedom’, on 25 November2010. (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 96
ON APPROACHSEPTMEBER 2024644280A-10C LööK1/48 Great Wall Hobby674018Bf 109G-10 LööK1/48 EduardBIG33161 A-20J/K 1/32 HKMBIG33162 Boston Mk.IV 1/32 HKMBIG33163 B5N2 1/35 Border ModelBIG49419 TBD-1 1/48 Hobby BossBIG5373 USS Sangamon CVE-26 1/350 TrumpeterBIG72181 SM.79 1/72 Italeri632199 WWII USAAF oxygen cylinder A-4 PRINT 1/32632200 WWII USAAF oxygen cylinder A-6 PRINT 1/32632201 WWII USAAF oxygen tank G-1 PRINT 1/32644280 A-10C LööK 1/48 Great Wall Hobby672365 P-51D-15+ cockpit PRINT 1/72 Eduard672374 P-51D 108gal paper drop tanks PRINT 1/72 Eduard672376 P-51D 165gal fuel tanks PRINT 1/72 Eduard672379 P-51D gun bays PRINT 1/72 Eduard672381 MiG-21 wheel bays PRINT 1/72 Eduard672383 Bf 109G-10/K-4 propeller 1/72 Eduard672385 Bf 109G-10 wheels 1/72 Eduard674018 Bf 109G-10 LööK 1/72 Eduard6481018A-10C rotary gun flash suppressor PRINT 1/48 Great Wall Hobby6481019 A-10C wheels 1/48 Great Wall Hobby6481028 B-24J wheels 1/48 Hobby Boss6481030 B-24J superchargers PRINT 1/48 Hobby Boss6481031 P-51B/C gun sights PRINT 1/48 Eduard6481034 B-17F bombsight PRINT 1/48 Eduard/HKM644282 FM-1 LööKplus 1/48 Tamiya644283 B-26B Marauder LööKplus 1/48 ICM674015 P-51D-5 LööKplus 1/72 Eduard674016 P-51D-10 LööKplus 1/72 Eduard674017 P-51D-15+ LööKplus 1/72 EduardSIN648130 F-35B 1/48 TamiyaSIN648132 F-16A MLU 1/48 KineticBIG ED (September)BRASSIN (September)LöökPlus (September)BIGSIN (September)LööK set - Brassin pre-painted dashboardand STEEL seatbelts for Bf 109G-10 in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for A-10C in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: Great Wall HobbySet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no632199WWII USAAF oxygen cylinder A-4 PRINT1/32Brassin set - oxygen cylindres for USAAF WWII multiengineda/c in 1/32 scale. The set consists of 6 cylinders. Made bydirect 3D printing. Easy to assemble, replaces plastic parts.Set contains:- 3D print: 6 parts-