Info EDUARD
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{"cz":"Info EDUARD"}
{"cz":"Měsíčník o historii a plastikovém modelářství.","en":"Monthly magazine about history and scale plastic modeling."}
09/2021
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Vol 20, September 2021Vol 20, September 2021ISSUE 139INFOINFOPage 2
INFOEDUARDEDUARDISSUE 139© Eduard - Model Accessories, 2021FREE 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 media formor otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.Page 3
eduardeduardEDITORIALSEPTEMBER 2021KITSHISTORYBRASSINPHOTO-ETCHED SETSBIGEDRELEASEBUILTON APPROACHSeptember 2021October 2021P-51K ProPACK 1/48ANGEL OF MERCY Limited edition 1/72Camel & Co. Limited edition 1/48MiG-21MF Weekend edition 1/48Fw 190D-11/13 ProPACK 1/48Spitre Mk.VIII ProPACK 1/48Camel and Co. 1/48Eagle's Call 1/48Tempest Mk.II early version 1/48Spitre Story: Tally Ho! 1/48CONTENTSA BRIEF BIOGRAPHY OF CAPTAIN W. E. JOHNSTHE ACE OF SPADESLAST FLIGHT ANGLE OF MERCYA BUMPY STARTTAIL END CHARLIEPublished by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.com4728026858838496113Page 4
Dear Friends and Fellow Modellers,I have to begin today’s newsletter with somebad news. This year’s E-day is again cancelled.I suspect that the reasons for it will not be ne-eding any detailed explanations, and that theyare clear to everyone. Uncertain predictionsregarding the development of the pandemicand the restrictions that are in place, covered,by the way, in a nine page document writtenin a language used and understood mainly bylawyers, has led to our decision. I feel rea-lly bad about this, and as you all know, I wasoptimistic that things would improve by now.I believe that the situation has, in fact, impro-ved, and I understand the trepidations and careexercised by the people responsible. This leadsto our own trepidations and caution, and if wewere to uphold and enforce the required re-strictions, holding the event would not give usany pleasure and satisfaction, as it should, butrather frustration and stress, the exact thingswe don’t want.Alternate Program: Aviation Day in PlzenAt the same time, though, we don’t want to justgive up on the whole thing, either. So, we cameto an agreement with our friends in Plzen atClassic Trainers to put on a second air show atthe field of Plzen-Line. It will take place on Oc-tober 2nd, and will again be a pleasant, subdu-ed affair for invited guests. The invited will bethose that pre-order tickets, but, as opposedto last year, the number of attendees will notbe limited. A condition will be in place, and thatis that either vaccination certification must bepresented, or documentation of having had co-vid-19, or a negative antigen or PCR test. Theprogram itself will be more interesting thisyear than last, and will be connected to ournew releases. This will be so varied that it’sdifficult to know where to start, but I will startwith helicopters.Our Mi-24D Limited Edition kit in 1:48th scalecomes from the Zvezda Mi-24V. The Mi-24Dwill be possible through the use of includedconversion parts. This will be from our popu-lar Brassin line, this time, though, not in theform of resin castings, but for the mostpart, asactual 3D prints. I will write more on those inthe following texts, so I won’t dive head-firstinto describing them here, though I will saythat the advantages of 3D printed parts overcast resin items include easier application andgeometrical stability, not to mention higher fi-delity of detail. The conversion will be coveredby three parts that will recreate the D versionRaduga-F guidance pod under the nose, chaff/flare dispensers under the tail and the exhaus-ts (although I am not certain that these thingsbehind the engines are called ‘exhausts’, butfor now, no better term comes to mind). The-re will also be some smaller, version specificsincluded in the cockpit, such as the collimatorgunsight, although exactly what qualifies it asa collimator item I am not certain of either, andpylons with Falanga (AT-2 Swatter) missiles.The missiles will be cast resin in the kit, and thereason for this is production quantity require-ments, and set of Swatters will be released asa separate Brassin set too. The kit will includesome photoetching, such as the rails for themissiles, and the instrument panel and seat-belts, but these should come as no surprise.Part of the package will be made up of the Ja-roslav Spacek publication that was included inthe Hind kit in 72nd scale, released five yearsago. The current version of the publication onlyhas its roots in that one from five years ago,and has significant differences, among whichare that it deals strictly with the Mi-24D inCzechoslovak and Czech Air Force service. Wewill focus on the Mi-24V and Mi-35 variants ina year or so, and the plan is to release similarkits around the same time to be highlights forE-day 2022. And I am not ready to speculateon the go or no-go for E-day 2022 at this point.This kit will have its premiere at Plzen, and willbe available for purchase there, and an actu-al Czech Army Air Force Mi-24 will make anappearance, too. It won’t be a ‘D’ version, butI doubt that anyone will seriously mind.Another participant in the event should bea Hurricane. This had become a fixture in manyperformances, but that doesn’t matter either.We have invited the Hurricane to come to Plzenbecause another of our new releases is Octo-ber’s Limited Edition boxing of the Arma HobbyHurricane Mk.I in 1:72nd scale, dubbed Hurris-tory. This release is consistent with the visionof our new Limited Edition kits, meaning it isa Dual Combo issue with some twelve markingoptions. The Arma kit has received some veryhigh praise and I expect that this issue will beno different. As a theme, it is the polar oppo-site to July’s Adlergriff, which centred aroundthe 1:72nd scale Bf 109E of various types, firstand foremost used in the Battle of Britain. TheHurricanes are mainly from the same battlewith a greater number covering later periods,with four even of the tropicalized version fromNorth Africa.Then, there should be a lot of Trener (‘Trainer’)aircraft in Plzen, as well. The reason for thatis that they will be invited, and the reason whythey will be invited is that Plzen will see therelease of our new 1:48th scale kit. This will,again, be a Limited Edition issue kit coveringthe Z-226 Trener in various versions. Speci-fically, they will include the Z-226B, Z-226T,Z-226M and the Z-226MS. Technically, the Tre-ner is slated to be a new item for November,but was originally intended as such for Octo-EDITORIALeduard4INFO Eduard - September 2021Page 5
ber to coincide with E-day. Our mistake wasthat we were not able to finish the model intime to make it a part of October’s list of newkits, which were slated to go out on the 15th ofSeptember. But due to the work of my collea-gues, who did everything they could to remedythe situation, the model can be premiered onOctober 2nd in Plzen. Or at least, that is howthings are panning out, but the kit is still notquite ready and time is running down. If the kitis still not ready for normal release, we will atleast have the plastic sprues, boxes, and decalsto show off. But, if we have all these individualcomponents ready, chances are that the kit willbe set to go out the door. But, in any case, if theTrener kits are not in Plzen, the real thing willbe, and that in itself will be worthwhile.All of the above are clearly being planned onthe basis of these three kits. The rest of theOctober new releases will be saved for Octo-ber’s newsletter. Details of the air show canbe found elsewhere throughout this newsle-tter, on the pages of the Eduard e-shopat www.eduard.cz , on Facebook, Twitter andso on.September Limited Edition ReleasesThere will also be the September releasesto be had at Plzen. One of these is seriouslythreatened with being hopelessly sold out bythe time the event comes around, so we areplanning on holding back a carton or two tohave some remnants of stock at our table inPlzen. This is the Limited Edition kit ‘Angel ofMercy’ aka the B-25J Mitchell in 1:72nd. At themoment as I write this, at the end of August,the situation is not quite so dramatic, but theycan be extrapolated to that end. We’ve alreadygot some drama behind us, and the plastic hasarrived from Japan with a major delay. You mayrecall that we have had to postpone the releaseof the kit. The plastic didn’t even arrive in timefor August release, and when they should havebeen in the process of being packed, they werestill sitting in customs in Hamburg. It’s just oneexample of the state of international shippingthese days, which can be described as depre-ssing. It’s a mess that has not been witnessedin a long time, if ever, actually. The informationthat can be had, and its accuracy, seems to bea massive, twenty or thirty year step bac-kwards. The important thing now is to under-stand what Angel of Mercy is. It is the B-25Jwith the glass nose that was used by units in1944-1945 in the Mediterranean and Far Easttheatres of operation. There are ten markingoptions, five from Europe and five from Asia,and they are very striking options to boot.Current ‘rights activists’ would likely classthem as sexist and vulgar applying currentstandards and agendas to wartime conditionsas they like to do. See them for yourselves, andif you want this kit, don’t delay. This kit will notbe in stock for very long. The decal sheet is, ofcourse, quite substantial, and is consistent withthe subjects it covers. The decals are ours, andare of the ‘peeling’ variety, something that afterthree years after their introduction has becomea standard norm, but we still get a lot of questi-ons as to whether or not the decals included inrecent releases includes these types. So, yes,they are. And that includes stencil data sheets,too. You can also read the article that focuseson the Mitchell named ‘Angel of Mercy’ and hercrew in this issue of the newsletter.Despite the fact that this kit is, without a doubt,a beautiful release, it’s not our ace up the sle-eve for the month. This honor falls on the newCamel, being first released as a Limited Editionkit named ‘Camel & Co.’. Originally, the kit wasbeing developed under the name of ‘Biggles &Co.’, but during development, it was discoveredthat the publishers of W.E. Johns’ ‘Ace of Spa-des’ had registered the name ‘Biggles’, and sothis was our way of circumnavigating potentialconflicts. There is no registered trademark forour industry or our group of products per se, butusing the name as is didn’t give us a warm orfuzzy feeling. Biggles is, nevertheless, the cen-tral theme of this edition. The first two markingoptions are based on the work of W.E. Johns.They are actually fictitious, but we are not theones that made them up. The development ofthe appearance of aircraft serialed J1936 comefrom researches that have looked into Bigglesaircraft, and J4613 is based on an illustration byHoward Leight in the short story ‘Caught Na-pping’. That story is not really about Biggles, soour connection between the pilot and machineis likely off. But admit it… our hobby is reallysomething when we can find a mistake in thedevelopment of fictional markings on an air-craft flown by a hero in a novel. I find this wholething quite intriguing, and I hope you will, too.This is why we chose this non-traditional path,and inserted Biggles’ aircraft among serious,historically accurate and documented Camels.After all, who is the most famous Camel pilot?There are many candidates, and we all know ofa few. We have Captain Arthur Brown, conque-ror of the Red Baron, William Barker, RaymondCollishaw, Donald R. MacLaren, Henry Woollett,and many others. None of you is likely to re-cite the entire list of Camel aces, but there isone name that is almost certain to be commonto all of them, and that is the name of CaptainJames Bigglesworth. Him and his creator,W.E. Johns, together with Pierre Clostermann,Ernst Udet, Antione Saint-Exupery and evenFrantisek Fajtl are our childhood heroes. Theywere important in leading us down the road tothe magic of plastic modelling. So, who caresthat Biggles is no more than a hero in a story?He is our hero, and we want his Camel to helpmake our modelling world more complete. Andfor those of you that want to depict his blue andyellow Camel, leave the serial number off therudder and you have it.The details concerning the colouring of Biggles’Camels will be explained further on our Face-book page and maybe will even find its way intofuture issues of our newsletter. But not in thisone, because there is already an article anda short story dedicated to him. That is the afo-rementioned ‘Ace of Spades’. The other is thebiography of W.E. Johns by Roger Harris. But,that will not be the end of the Biggles saga forus. Starting with the October newsletter, wewill be presenting the genesis of books aboutBiggles Even that is unlikely to be the end of iton this theme within the pages of our newsle-tter. I am often asked why a new Camel? Thereason is that the original galvanized formseduard5INFO Eduard - September 2021Page 6
were in rough shape. Extracting plastic spruesfrom them was becoming an embarrassment.These old forms were made at a time whenthere were changes being implemented inthe composition of materials used in the ma-nufacture of plating dies, which had an adver-se effect on copper shells that were, in turn,reflected in the surface of the forms. The endresult was a short lifespan of the forms. To topit off, even the kit design was not that great.That also found itself in the midst of the changefrom handmade forms to CAD generated items,and we had no experience in CAD designs andwere in search of the correct procedures. Thatresulted in some rough and incomplete detailsand a more difficult kit to build, and was a farcry from what we can do today. And becausewe simply want a Camel in our catalog, if for noother reason, it belongs among the best knowntypes in history, we had no choice but to do itagain, and do it better.Other New ReleasesBesides two Limited Edition kits, we have ano-ther Mustang, this time a P-51K in the Profi-PACK line. The ‘K’ is a ProfiPACK classic, It hasa list of marking options that are chosen in thenormal way, with emphasis on colour and pilothistories, as you will be able to tell as you gothrough the profiles from the kit below. I canalready hear the choruses of ‘oh God, anotherMustang! Can’t you make something else fora change?!?’, but we have had a lot of requestsfor this version, and the ‘something else’ hasalready been covered by the above paragra-phs. If you are interested in new impulses andnew, up to now unproduced, items, listen up!The next four months will see the premiereof two brand new kits. Along with the Camelin three versions, we have molds ready forthree new models, so from now to the end ofthe year, we are in for some ride that will notend with the coming of December. In fact, the-re is no issue with any excess of monotony inour activities. September alone sees six newkits, and if you think this is on the boring side,then I am throwing in the towel. To round outthe new items, I will make reference to threemore. In the Weekend line, we will be releasingthe MiG-21MF in 1:48th scale. The boxart de-picts the now famous plane coded 1113, one ofthe first two MiGs to serve in the CzechoslovakAir Force that featured noseart. The art was-n’t carried for very long and the bird only flewwith it likely just once. It also didn’t fly with anyweapons while so adorned, and the roof of thedepicted castle was not shingled at the time.But these inaccuracies are survivable by themodeler. Even the best Robin Hood movies arenot exactly according to history. In the form ofre-editions of sold out kits, returns to the cata-log will be made by the Spitfire Mk.VIII and theFw 190D-11/D-13. Be forewarned that this Fw190 won’t be a new release in the Dual Comboformat, but will only include one model. Thishas already managed to be covered in discu-ssion forums, but this one, as well as the otherDoras, is getting on in age, and the original re-leases came about when different standardsruled. Today, it’s largely about the plastic. Untilrecently, the cost of the plastic was a relativelylow expense within the context of all includedcomponents that make up a kit. It made econo-mic sense to include the second complete kit tomake up a Dual Combo, because overall, eachof the two kits came to a considerably lowerprice than a single kit. In the first half of thisyear, this has not been the case. The cost of theplastic has skyrocketed due to the cost of rawmaterials, and also to the fact that we have hadto outsource some of our sprue production,and all of these things push the cost of produc-tion in the wrong direction. Original cost calcu-lations no longer apply, sometimes wildly so,and then we have to adjust somewhere. Thiscan be in the contents of the kit, or the price ofit, and sometimes both. In some cases, we canmaintain the set retail prices, and re-editionsare at the same price as they were previously.This applies to newer kits, mostly. It’s harderwith older kits, and is not restricted to just kits,but to accessory items as well, especially withphotoetching. There, the expenses rise evenmore dramatically, because the cost of metalsis out of control, to the point of being disgus-ting.3D PrintsWe have already talked of 3D prints included inBrassin sets. We have been preparing their highvolume production and subsequent inclusion insets for about a year now. The process will nowgradually gain steam. I should mention that 3Dprints have been a part of Brassin productionfrom the line’s inception some twelve yearsago. This line has basically never utilized hand-made masters, and were designed in CAD andthe vast majority of them have been 3D prin-ted. Only in the beginning, we did experimentwith CNC milling, and these mostly focused onthe production of weapon sets. Back then, anduntil recently, the quality of the prints was notgood enough to be considered for production.They were also relatively expensive, so all weprinted were masters that were manually cle-aned up and copied for production molds. Tho-se that ever attended a Novemberfest knowthe process, because they would have seen itfirsthand. In the last few years, 3D printing hasmade massive leaps forward. That, combinedwith a decline in the price of the material thatis used for printing, has made 3D print produc-tion a realistic path to go down. Many smallercompanies and individuals have been sellingsuch products for quite a while now. And youmay also be familiar with our own testing of thewaters with the 3D printed spray systems forthe 1:72nd scale Cmelak or the camera framesfor the 48th scale F-6D Mustang. In September,we also have another two small sets to add,the seat and the pumps for the Camel. The seatin particular is very well done, and looks very‘braided’. Prints will be gaining momentum inOctober, and there will be three new, more se-rious sets, all designed for the Camel: bombracks with bombs, and Bentley BR.1 and Cler-get 9B engines.I think that these sets illustrate the progressof this technology very nicely. For example,the Bentley engine is in three pieces, two resinand one photoetched. The main body is a print,which includes the pistons and pushrods. Thesecond printed part covers the fuel tubing toeduard6INFO Eduard - September 2021Page 7
the piston heads while the PE piece representsthe plug wires. I am hopeful that this will beviewed as optimized use of available techno-logies and that the discussions about thesewill be positive. My own impression is that thisengine is a small miracle, and I am curious tosee what will be said by a traditionally criticalcomponent of the modelling community.I don’t think there is any real need to try andconvince anyone of the mentioned advantagesof 3D prints. In some sets, these will be obvi-ous, and it should lead to their use by mode-lers who, for one reason or another, may haveavoided such detail sets in the past. These mayhave included difficulty of use and geometricalinstability, both of which are being addressedwith this technology. Production will differfrom traditional methods. Besides a dramaticdecrease in the number of parts, what gluingwill need to be done will be accommodatedby the geometrical stability over long periods,weather it is an assembly of printed parts ora completed assembly into the model. I expectthe tolerences of fit to be as tight as they arewith our kits, and this will set these apart fromcast resin…another league altogether. We fine--tuned this technology over the summer andbought two new printers. One is being dedica-ted to 3D production prints and the other forLook and Space sets.By November, the majority of our productionwill be printed. By next year, the goal is to havethe majority of new items done with this tech-nology, quickly replacing the cast resin. Thiswill concern first and foremost missiles, aswell as engines and cockpits. So far, wheelswill still be cast, because it actually looks asthough 3D prints as production pieces offer noadvantages over cast resin. And since we havetouched on expenses and resources, it lookslike we can largely maintain price points wherethey are. Maybe we can even decrease them abit. Time will tell if all this is sustainable. Whatis happening currently with costs of metal andplastic, and even wood and other building ma-terials, was unforeseen even a year ago.Samples of newly prepared production will beup for inspection on September 11th at HotelOlympik at the national championships of theCzR. This will begin at 3:00pm, and will go onthrough as long as interest lasts. Much of theabove described things will be there, and more.For example, there will be a set rivets for theMi-24, printed in the same manner as our Spa-ce sets. They are applied like decals and arevery ‘rivetting’!I would like to also point out that we esta-blished an Instagram account. The address isEduardCompany. So if you prefer Instagram toFacebook, you are more than welcome to comeby for a visit.Happy Modelling!Vladimir Sulceduard7INFO Eduard - September 2021Page 8
William Earl Johns (his name is often incorrect-ly spelt with an “e” on the end of Earl) was bornon Sunday February 5, 1893 at Mole Wood Road,Bengeo in Hertfordshire. His father, RichardEastman Johns was a tailor, and his motherElizabeth Johns (nee Earl) was the daughterof a master butcher. Johns had a younger bro-ther, Russell Ernest Johns, who was born onOctober 24, 1895.Army callsJohns' early ambition was to be a soldier.In January 1905, he went to Hertford Gram-mar School (now the Richard Hale School,Hertford) where the headmaster was MajorKinman. Some of his experiences here wentinto the book BIGGLES GOES TO SCHOOL. Nota particularly able scholar, Johns was a crackshot with a rifle. In the summer of 1907, he wasapprenticed to a county municipal surveyor forfour years and in 1912 was appointed as a sa-nitary inspector in Swaffham in Norfolk. Soonafter, his father died of tuberculosis at the ageof 47. Johns soon spotted a "pretty girl" calledMaude Hunt who was the daughter of the Re-verend John Hunt, a vicar at Little Dunham.It is worth saying that Maude was eleven yearsolder than him.On October 4, 1913, Johns joined the TerritorialArmy as a Private in the King's Own Royal Re-giment (Norfolk Yeomanry). This was a cavalryregiment, so he had his own horse. In August1914 the Great War began and Johns' regimentwas mobilised. He later wrote that he"gallo-ped down the drive to what, in my youthful folly,I supposed was going to be death or glory. I hadyet to learn that in war there is plenty of deathbut little glory; that in war only death is real; thatglory is simply gilt and tinsel to wrap aroundthe other so that it looks less like what it reallyis".Like many other couples, faced with an un-certain future, Bill Johns and Maude Hunt gotmarried on Tuesday October 6, 1914. His brother,Russell was his best man. Johns' regiment wasin training and on home defence duties untilSeptember 1915 when they received embarkati-on orders for duty overseas.The Great War yearsTravelling in the SS Olympic to Gallipoli, Johns'regiment went to fight alongside the ANZAC(Australian and New Zealand Army Corps)against the Turks and the Germans. Diseasewas the biggest problem for Johns' regiment,but he served under fire in the trenches untilthe regiment was withdrawn in December 1915.Johns was to recount a number of tales of in-stant death from these times. Sent initially toAlexandria, the regiment next went to form partof the defences to the Suez Canal. On March 18,1916, Maude gave birth to Johns' son who waschristened William Earl Carmichael Johns butwas known as “Jack” to distinguish him fromhis father. Johns trained as a machine gunnerand was transferred on 1st September 1916 toa new force (only founded in October 1915), theMachine Gun Corps. He was also promoted toLance Corporal. After brief leave in England,Johns was then sent to Salonika in Greece.Here he served in the trenches and fought ina number of battles. In April 1917 he took partin the spring offensive. Johns came down withmalaria and whilst in hospital in Salonika, heput in for a transfer to the Royal Flying Cor-ps. On September 26, 1917, Johns was granteda temporary commission as Second Lieutenantand posted back to England to learn to fly at No.1 School of Aeronautics at Reading. He was tau-ght by Captain Ashton. He learnt in "an old Rum-pity"; a Maurice Farman Shorthorn, and manyCaptain James Bigglesworth has made an indeliblemark on aviation history, however fictional charac-ter he may be. Anyway, it should not be forgottenthat many of his stories are based on real eventsthat his creator either experienced himself or heardfrom fellow aviators. Who was the man who influen-ced millions of boys so much that they later beca-me aviators too?ROGER HARRISPhoto: RAF MuseumHISTORYA BRIEFBIOGRAPHYOF CAPTAINW. E. JOHNSeduard8INFO Eduard - September 2021Page 9
of his experiences were to go into the bookBIGGLES LEARNS TO FLY. Johns had an aptitu-de for flying and soon went solo but stalled andcrashed on his first flight. On January 20, 1918,he was posted to No. 25 Flying Training Schoolat Thetford, close to where his wife and sonlived. A Home Establishment posting soundsvery cushy but in fact Flying School was dan-gerous. People crashed and died on a weeklybasis and sometimes there were fatalities ona daily basis. There are many astonishing ta-les of death and disaster from this time, whichmake fascinating reading. Johns himself hada number of spectacular crashes and forcedlandings from failed engines. He once wrote offthree planes in three days due to engine failu-re and the planes he destroyed must numberin double figures. Had he been a German pilothe would have been an ace! It has to be saidthat this was not uncommon, and many planeswere destroyed by various accidents. In April1918, Johns was posted to Marske-on-Sea inYorkshire. The CO here was a Major Champion,who was nicknamed 'Gimlet', a nickname Johnswas to later borrow for one of his future cha-racters. On 20th July 1918, Johns received no-tification that he was being posted to the frontin France.Biggles goes to warIt is a common misconception that WilliamEarl Johns was a fighter pilot with the RoyalFlying Corps. In fact, on April 1, 1918, the RoyalFlying Corps had merged with the Royal Na-val Air Service to become the Royal Air Forceand Johns was actually a bomber pilot. Johnseffectively posted himself to No. 55 (Day) Bom-bing Squadron stationed at Azelot, near Nancyin France. Here they shared an airfield withNo. 99 Squadron and No. 104 Squadron. No.55 Squadron was equipped with De HavillandDH.4 aircraft. These two-seater aircraft wereheavy bombers with 275 hp Rolls-Royce Ea-gle engines. They were nicknamed "flamingcoffins" because the petrol tank was betweenthe pilot and his rear observer and so a goodtarget for enemy aircraft. It has to be said thatlife expectancy was low for many First WorldWar pilots. At one stage, average life expectan-cy was just 11 days.Johns arrived in late July 1918 (although due tovarious paperwork problems he wasn't offi-cially posted to the squadron until August 21,1918). Johns only had to last until November 11,1918, and the war would be over, but such wasthe nature of his job, that like many others, hedidn't make it. He flew on numerous bombingraids on an almost daily basis and had a num-ber of close shaves with enemy aircraft. It wason Monday September 16, 1918, that Johns "fai-led to return". The night before had been spentin Nancy but for various reasons he got loston the return journey and stopped at a mag-nificent French house at 03.00 a.m. to ask fordirections. Here he met a beautiful French girland was able to spend some time with her. Shewas to become the inspiration for the love ofBiggles' life, Marie Janis in THE CAMELS ARECOMING book. On Monday September 16, 1918,whilst flying in formation on a bombing raid toMannheim, Johns, together with his observerand rear gunner, 2nd Lt. A. E. Amey, were hitby German anti-aircraft fire and their fuel tankholed. Forced to drop out of formation theywere then easy prey for a dozen or so Germanfighters and shot to pieces. Amey was killedand Johns hit in the thigh and had his gogglessmashed by bullets. Eventually his engine washit and stopped, spraying petrol vapour every-where. The flames held off and Johns crashedin a German field and passed out. Cominground, he was able to get out of the plane butcouldn't get Amey's body out. He was capturedby the Germans and given a rough time, due tothe recent bombing of a Sunday school and thedeath of a number of local children. The pilotswho shot him down came to see him and hewas treated by them with great camaraderie.The pilot who claimed to have eventually gothim wore the Blue Max and in later years,Johns became convinced he had been shotdown by Ernst Udet, but this cannot be correct,as Udet was not there at that time. Johns wassentenced to be shot by a firing squad, butthis was never carried out and he was sent toa Strasbourg gaol. After an initial escapeattempt here, he was sent to another camp atThe Airco D.H.4 was a medium bomber, an aircraft that W. E. Johns flew at the front. Because of the fuel tank placedbetween the pilot and observer, these machines were nicknamed the flaming coffins.Photo: zdroj WikiwandHISTORYGeorg Weiner: Johns' SlayerThe German airman who shot down Johns' crewon September 16, 1918, was Georg Weiner, and atthe time he was commander of Jasta 3. Johnswas at controls of a D.H.4 bomber (F5712) of No.55 Squadron of Independent Force in a raid onMannheim. The flak first hit their tank and thenseven D.VII Fokkers attacked. The British crewlanded at Ettendorf near Saverne. Both pilotswere wounded in the fight, but the gunner, 2ndLt. A. E. Amey died.Weiner was born in Dresden on August 22, 1895and joined the infantry in August 1914. In June1915 he was promoted to the rank of Leutnantand after finishing his pilot training he was as-signed to Kasta 38 in September 1916 as partof Kagohl 7. In November 1916 he was assignedto the new Jasta 20 and achieved one victorywith it. After an injury in June 1917, associatedwith a long period of treatment, he served withthe Air Service Inspectorate and in other sup-plementary roles. In August 1917 Weiner wentinto combat again, this time with Kampfein-sitzerstaffel 3. In September 1918, he becamecommander of Jasta 3, and his last task was todemobilize the legendary Jasta 5 after the endof the war. In total, he achieved nine victories.Among the airmen he shot down during hiscareer was American volunteer Sgt. ThomasHitchcock, Jr. serving at Spa 87. Weiner shothim down on March 6, 1918. Although the Amer-ican was captured, he managed to escape toSwitzerland in August. In the interwar period,he became a polo player, leading the U.S. na-tional team and still holds the record handicapof 10. During World War II, he was involved inthe development of the P-51 fighter, particu-larly with regard to the use of Rolls-RoyceMerlin engines manufactured under license byPackard. He was killed in an air crash on April18, 1944, in the UK. Based on his fate, authorF. Scott Fitzgerald created the character of TomBuchanan in his novel The Great Gatsby (1925)and Tommy Barban in Tender Is the Night (1934).Georg Weiner served continuously in the armedforces during the interwar period and fromMarch 1937 to January 1938 commanded thefighter unit I./JG 137, which he took over fromBruno Loerzer (44 victories, PlM, KC). Whileserving in various administrative positions inthe Luftwaffe command, he attained the rankof Generalmajor. In February 1945, he went intocivilian life for health reasons, but was takenprisoner by the Soviets in October 1945. He wasnot released until September 1949. He died inGöttingen on January 24, 1957.eduard9INFO Eduard - September 2021Page 10
Landshut, 30 miles east of Munich. From herehe escaped, towards the end of October 1918,and was at liberty for four or five days befo-re being recaptured whilst stealing apples. Hewas then transferred to a 'bad boys' camp atIngolstadt, and it was whilst Johns was therethat the war ended on November 11, 1918. Hereturned to his family on Christmas Day 1918,much to their astonishment as he had beenlisted as missing and they had presumed thathe had been killed, until the moment he walkedthrough the door.Back to civilian lifeAfter the war, Johns didn't want to return to lifeas a sanitary inspector, as he preferred to stayin the Royal Air Force. However, the Armed For-ces were being drastically reduced to peaceti-me levels. Initially Johns was posted as a flyinginstructor to Cranwell but by April 11, 1919, hewas transferred to the 'Unemployed List' whichmeant no pay. His marriage to his wife Maude,was breaking down. She had developed acutearthritis and Jack was a sickly child. Johns tookup painting, a childhood hobby, until on Novem-ber 23, 1920 he was reinstated on the RAF ActiveList for a three-year commission and promo-ted to the new RAF rank of full Lieutenant. Hewas sent to join the Inspectorate of Recruitingin London's Covent Garden and the family mo-ved to Lancaster Gate. It was here that Johnsrecruited 'John Hume Ross' into the RAF. Humewas in fact ‘Lawrence of Arabia’. Johns actu-ally rejected Lawrence because he didn't likehis attitude, but he was forced to take him byhigher authority. Between 1921 and 1924, Johnsclaims that he spent time serving in Iraq andIndia, but his RAF records do not show that heserved outside the UK. Friends from that timehave said that Johns did not serve in Iraq andIndia, and he was simply 'gilding the lily'. Spea-king of which, this may be the appropriate timeto mention that Johns' title 'Captain' was self--imposed. If asked, he would say it was his oldRFC rank, but Johns was a 'Flying Officer' whichwas the equivalent of Lieutenant. It appearsthat Johns gave himself a promotion purely be-cause children would more easily understandwhat a Captain was, rather than a 'Flying Offi-cer'. It is not known whether Johns really didserve in India and Iraq, or whether he merelypicked up stories from other officers who hadserved there. His books, a number of which areset in those countries, certainly have the ring ofauthenticity about them, as if they were writtenby someone who was familiar with those coun-tries. Johns also produced artwork from thoseplaces, which may indicate his claims are true,but the real truth is something of a mystery. In1922 Johns wrote his first novel "MOSSYFACE".It was published by the Weekly Telegraph Novelunder the pseudonym William Earle (note Johnsadding the "e"). In 1923 his RAF commission wasextended another four years and Johns was inBirmingham working on RAF recruitment. Bythis time, his wife and son had moved back tolive with her father, the Reverend Hunt, the ma-rriage having completely broken down. Johnswanted a divorce, but the Reverend would havenone of it and Maude wouldn't go against her fa-ther's wishes. Whilst living in a hotel in HackneyRoad, Edgbaston, Johns got friendly with theLeigh family next door. He fell in love with Do-ris May Leigh (born September 6, 1900) and ex-plained his situation to her. When Johns was po-sted to Newcastle, Doris went with him, callingherself Doris Johns and they were inseparableuntil the day he died. Johns continued to pay forhis wife and son's upkeep as well as for nursesto look after Maude.Illustrator and AuthorIn 1927, Johns' commission in the RAF was co-ming to an end and he had started making a li-ving by selling his artwork to various magazinessuch as the Illustrated London News. He speci-alized in aviation art and moved to Lingfield inSurrey to a cottage with a studio. Doris's familymoved nearby and her brother Howard Leigh,then 18, joined Johns to learn to be an artist aswell. Howard Leigh was to become a famousaviation artist and illustrated many of the ear-ly Biggles books. Johns began selling aviationillustrations to THE MODERN BOY magazine, pu-blished by Amalgamated Press from February11, 1928 and soon after started writing aviationarticles. These were initially credited to 'Our Avi-ation Expert' but by 1930, were being credited toFlying Officer Johns. In 1931, Johns edited twobooks, THE MODERN BOY'S BOOK OF AIRCRAFTand WINGS: A BOOK OF FLYING ADVENTURES.John Hamilton Ltd, a publisher that specializedin aviation books, published the latter. Johnsthen illustrated THE PICTORIAL FLYING COURSEwith text by Harry Schofield. A few months laterJohns wrote FIGHTING PLANES AND ACES.John Hamilton Ltd decided to launch a new avi-ation magazine and they asked Johns to edit it.POPULAR FLYING, aimed at an adult market,was first published on March 16, 1932 (cover da-ted April 1932). Wanting to write authentic sto-ries about flying in the Great War, Johns decidedto create a fictional airman for the first issueand James Bigglesworth, known as 'Biggles',was born.Biggles first appeared in Popular Flying Volume1, No. 1, April 1932 credited as being written by'William Earle'. In August 1932, John Hamiltonpublished a collection of Biggles stories as THECAMELS ARE COMING. This was the first Bi-ggles book and Biggles was to become a BritishInstitution.Period advert for the first Biggles stories in The Modern Boy Magazine.HISTORYeduard10INFO Eduard - September 2021Page 11
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Illustration: Drawing Pavel RampírHISTORYICaptain Bigglesworth of 266 Squadron R.F.C., known to his friends as“Biggles”; homeward bound from a solitary patrol, glanced casually atthe watch on his instrument board. “Twelve-fifteen,” he mused. “Justtime to look in and have a word with Wilks before lunch.” He alteredhis course a trifle, and a few minutes later set his Sopwith Camel downneatly on the aerodrome of No. 287 Squadron, where his friend, Cap-tain Wilkinson – more often referred to simply as “Wilks” – commandeda Flight of S.E.5s.“Is Wilks about?” he called to a group of pilots who were loungingabout the entrance to a hangar, in which the dim outlines of some squa-re-nosed S.E.5s could just be seen.“Hullo, Biggles! Yes, I think he’s down in the Mess,” was the reply.“Good enough; I’ll stroll down.”“Do you want your tanks filling?”“No, thanks, laddie; I’ve plenty to see me home.”Biggles tossed his cap and goggles into his cockpit and walked quicklytowards the Mess, where he found Wilks, with two or three members ofhis Flight, indulging in apre-luncheon aperitif.“Ah – speak of the devil,” declared Wilks.“Do you often talk about yourself?” inquired Biggles.“Bah! When are your crowd going to knock a few Huns down?” grinnedWilks.“Just as soon as the Boche opposite to us have fixed up what fewfellows we’ve left alive with some new machines. Why?”“We’ve got seven this week, so far.”“Oh, that’s it, is it?” observed Biggles. “Well, you lot so seldom geta Hun that I suppose there is an excuse for you to get a bit chirpy. But youstart riding too high on the cock-horse and you’ll stall and bruise your-selves. What about providing me with a little refreshment, somebody?”“The fact is, our new S.E.5s are a bit better than your Camels,” ex-plained Wilks apologetically, as he ordered Biggles’s drink.“You think so, eh? Well, let me tell you something. I’d back a Bentley--engined Camel against a long-nosed S.E., as a Hun-getter, any day.”“And let me tell you something,” declared Wilks, setting his glassdown. “The worst S.E. in this Squadron could make rings round the bestCamel you’ve got — ’cos why? Because we’ve got speed and height onyou.”Biggles’s eyes glittered. “Well, speed and height aren’t everything,” hesaid shortly. “My kite will turn twice before you’re halfway round the firstturn. You think that over.”“You’d have to prove that.”“I’ll do that.”“How?”“Camera guns.”“When?”“Any time you like. Now seems to be the best time; there’s no need towait, as far as I can see.”“How would you arrange it?” inquired Wilks curiously.“It doesn’t need any arranging. We take off with six films each andrendezvous over the aerodrome at ten thousand. No surprise tacticsallowed. The show starts as soon as both pilots see each other and endsas soon as the first man has got his six pictures. Then we’ll develop bothfilms and tot up points for hits in the usual way.”“I’ll take that on!” cried Wilks, starting up. “I’ll show you whethera perishing, oil-swilling Camel can hold a candle to an S.E.”“Get ready, then. Your jaw will seize up one day, talking too much.”There was a general babble of voices and a move towards the door aseveryone hurried out on to the aerodrome to watch the match.“Get one of your fitters to fix me up a gun,” Biggles told Wilks.“I’ll see to it.”IITen minutes later the stage was set, and both pilots were ready to climbinto their machines.“Rendezvous over the aerodrome, you said?” queried Wilks.RICHARD PLOSTHE ACE OF SPADESWilliam Earl Johnseduard12INFO Eduard - September 2021Page 13
HISTORY“That’s right; take off how you like. I’ll approach from the north, and youcome in from the south. It doesn’t matter about the sun, as the shootingdoesn’t start until we see each other.”“Good enough.”“Wait a minute, though!” cried Biggles, suddenly remembering some-thing.“Have you got any ammunition in your Vickers?”“No, they’re just being overhauled.”“Hold you hard a minute, then,” retorted Biggles. “I’ve got a full belt inmine, and they weigh something. I’ll have them taken out and then we’ll besquare.”It was the work of a moment for a fitter to remove the belt of ammunition,and both machines then took off amid the joyful applause of the assem-bled aerodrome staff, officers, and ack-emmas.Biggles headed away to the north, climbing as steeply as possible in orderto reach the arranged altitude without loss of time. At eight thousand feethe swung round in a wide circle and headed back towards the aerodrome,knowing that he would be able to make the other two thousand feet by thetime he reached it. He peered ahead through his centre section for the S.E.,although he was still a long way away from the aerodrome, but Wilks hadgone as far to the south as he had to the north, and they were still invisibleto each other.Biggles, was, of course, backing the manoeuvrability of the Camel againstthe slight pull in speed and ceiling held by the other. He hoped to beatWilks on the turn, for the Camel’s famous right-hand turn, caused by theterrific torque of the rotary engine, was a very real advantage in a combat.That was really all he had in his favour, but it was chiefly upon that qualitythat he had developed his own technique in air-fighting, and he hoped tocatch Wilks unprepared for the manoeuvre.Again, he peered ahead for his opponent, and pressed gently on the rud-der-bar to swing his nose clear from the head-on position. The movementmay have saved his life. There came the shrill clatter of a machine-gunat point-blank range; at the same moment a stream of tracer poured be-tween his wings.The shock was almost stunning in its intensity, so utterly unprepared washe for anything of the sort, and his actions for at least two seconds werepurely automatic and instinctive. He kicked out his left foot hard and dra-gged the joystick back into his right thigh. The Camel bucked like a wildhorse, and before it came out, he had recovered his composure and waslooking for his aggressor. He had done quite a lot of thinking in the briefinterval of the half-roll. His first impression was that Wilks had attackedhim, thinking he had been seen, and by some accident ammunition hadbeen left in his guns. But he dismissed the thought at once and knew thathe had fallen victim to a prowling Hun, operating for once in a while overthe British side of the lines. That, he reasoned, could only mean that theHun – if Hun it was – was an old hand at the game; a novice would hardlydare to take such a risk.If it was so, then he was by no means out of the wood, for, unarmed, hecould only make for the ground, an operation that would require a few mi-nutes of time, a period of which the Hun, finding his fire was not returned,would certainly take full advantage.Then he saw him, an orange-and-black Fokker D.VII, with a large Ace ofSpades painted on the side of its fuselage. Biggles brought the Camelround in a lightning turn that put him on the tail of the black-crossed ma-chine for a few seconds. Automatically he sighted his guns and swore bi-tterly when his pressure on the Bowden lever produced no result. At thatmoment he thought he could have got his man, but there was no time foridle speculation. The Hun had reversed the position by a clever move, anda tattered skylight warned Biggles that he had better follow the old adageof running away if he wished to fight again another day.He spun, counted six turns, and came out. Instantly the chatter of gunssounded so close that he winced. He held the Camel in a dizzy turn fora minute, with the Hun racing behind him trying to bring his guns to bear,and then he spun again. All the time, at the back of his mind, was a fiercecondemnation of his utter and inexcusable folly in flying without ammuni-tion, and an equally fierce conviction that if he did succeed in reaching theground alive, he would never again be guilty of such madness. He spunfor so long that he became giddy and pulled out sluggishly. But the Hunwas still with him, and he heard his bullets ripping through the spruce andcanvas of his fuselage.For the first time in his life, he nearly panicked. He twisted and turned likea minnow with a pike on its tail, losing height on every possible occasion,and finally side-slipped steeply into a field that appeared invitingly underhim. He did not notice that a narrow ditch ran diagonally across the field,and it would have made no difference if he had. Fortunately, the Camel hadnearly run to a stop when he reached it, so it suffered no serious damage.It lurched sickeningly, stopped dead, and cocked its tail up into the air. Theprop disintegrated into flying splinters, mixed with clods of earth.Biggles was jerked forward and struck his nose on the padded ends of hisguns with a force that made him “see stars”. He swore, tersely but effecti-vely, undid his safety belt, and looked up just in time to see the Hun wavinghim an ironic farewell. He watched it disappear into the distance, followedby a long trail of archie bursts, and then climbed out on to the ground tosurvey the damage. As he did so he noticed for the first time that a roadbounded the field, over the hedge of which a number of Tommies weregrinning at him. He heard a car pull up with a grinding of brakes, but hepaid no attention to it until a sharp commanding voice brought him roundwith a jerk. No fewer than three red-tabbed officers were corning towardshim; the first, an elderly, hard-faced man, wore the badges of a General.“My God! Here’s a General come to sympathise with me. I couldn’t bearit,” muttered Biggles to himself, and he was framing a suitable reply whenthe General spoke. The voice was not sympathetic; in fact, there was so-mething in the tone of voice that made him wince and may have resultedin his subsequent attitude.“How long have you been in France?” began the General, coldly.“About eleven months, sir,” replied Biggles.“That seems to have been quite long enough.”Biggles stared, hardly able to believe his ears. Then, suddenly understan-ding the implication behind the General’s words, he froze, and clenchedhis teeth.“I witnessed the whole affair – I should hardly call it a combat – fromstart to finish,” went on the General contemptuously.“Not once did you make the slightest attempt to return the German’sfire. In fact, to put the matter still more clearly, you ran away. Am I right?”“Quite right, sir,” answered Biggles frostily.“I thought so. That orange and black Fokker has been causing a lot oftrouble over our side of the lines lately, and you had an admirable oppor-tunity to shoot him down, such an opportunity that may not occur again.It is a pity you did not take advantage of it, but it would seem that he wasthe better man.”“It would seem so, sir.”“It would be futile to deny it,” went on the General, icily. “What is yourname?”“Bigglesworth, sir.”“Squadron?”“Two-six-six, sir.”“At Maranique, I believe.”“That is so, sir.”“Very well. Report back to your unit at once.”“Very good, sir.”The General turned on his heel, closely followed by his two aides. Biggleswatched them go, sullen angers mouldering in his eyes. “Never been inthe air in your lives, any of you, I’ll bet. You’d jump like cats if you hearda gun go off. Then, without asking why, you come and call me a coward,”he mused. “The fact is, I suppose that Hun has been shooting up your snuglittle headquarters, and you don’t like it. You wouldn’t. Well, I hope he blowsyour dug-out as high as the Eiffel Tower, and I hope you’re inside it whenhe does,” he soliloquized, as he made his way slowly down the road insearch of a telephone, to ask for transport to fetch him, and the wreckedCamel, home.IIIMajor Mullen’s opening remark when, an hour later, he reported at theSquadron Office, was an inopportune one, particularly with Biggles in hispresent mood. Far from pouring oil on troubled waters, it added fuel toa conflagration.“You’ve let me down badly, Bigglesworth,” he began.Biggles drew a deep breath, and stiffened. This sort of talk from the Ge-neral had merely irritated him, but that his own C.O. should doubt him puthim in a cold fury.“You let a Hun run you into the ground without firing a shot at him.” TheMajor did not ask a question; he made a statement, and Biggles, who wasabout to explain the true facts of the case, shut up like an oyster. He madeno reply.eduard13INFO Eduard - September 2021Page 14
Illustration: Drawing Petr HrčkaHISTORY“You’ve broken your machine, I hear,” went on the C.O.“I have, sir.”“Brigadier-General Sir Hales-Morier, of Air Headquarters, has justbeen on the phone to me. I will spare your feelings by not repeating whathe said, but I gather he proposes to post you to Home Establishment; inthe meantime, he wants a report tonight from me on the matter. It is toreach him by six-thirty, so will you please make out your own report andlet me have it by five o’clock.”“I will, sir.”“That’s all.”Biggles did not go to the Mess. Instead, seething with anger, he madehis way moodily to the sheds. He stood on the deserted tarmac for a fewminutes and then sent anack-emma down to the Mess with a messageto Algy Lacey, of his own Flight, informing him that he was borrowinghis machine and would be back some time. Then he took off and hedge--hopped – finding some satisfaction in the risks he took – to 287 Squad-ron, and told Wilks, whom he found at lunch, just what had occurred.Wilks, who was about to pull Biggles’s leg in connection with his failureto turn up at the appointed place, swore luridly.“What are you going to do about it?” he asked.“Do? Nothing — not a blessed thing.”“You might have told your Old Man about only having celluloid in yourguns.”“I’m making no excuses to anybody; people can think what they like.Brass-hats should either ask why or look at a fellow’s record beforethey jump down his throat, and mine isn’t too bad, although I say it my-self.”“They’ll think you’ve lost your nerve and send you home,” observedWilks, soberly.“Let ‘em. I’d as soon be busted by a ham-fisted pupil at an F.T.S. as havemy inside perforated by explosive bullets. We’ll be able to finish that littleduel some time when you come home on leave.”“Don’t talk rot. You go and tell Mullen that you hadn’t any ammunition,or I will.”“You mind your own blooming business, Wilks,” Biggles told him col-dly, and refusing an invitation to stay to lunch, returned to his Camel.He swept into the air in a climbing turn, so steep that if his engine hadconked the story of his war exploits would have ended there and then;he knew it perfectly well and derived a bitter sort of satisfaction fromthe knowledge. But his engine continued to give full revs, and on a wide--open throttle he climbed in ever-increasing circles. He knew preciselywhere he was, for as one landmark disappeared from view, he pickedout another, although this procedure was purely automatic and deman-ded no conscious thought. Yet where he was going, he did not know; hewas simply flying for the sake of flying. In his present frame of mind,he had no desire to talk to anyone, least of all his own Squadron. So, hecontinued to climb, thinking about the affair of the morning.It was a burst of white archie about two hundred yards ahead that brou-ght him out of his reverie. It was only a single burst, and as it was Britisharchie it could only mean one thing – a signal. Mentally thanking thegunners for what should have been quite unnecessary, he scanned thesky around quickly for the hostile machine that he knew must be in thevicinity and was just in time to see a vague shadow disappear into theeye of the sun. It had gone too quickly for him to recognise the type, butas he could see no other machines in the sky, he assumed it was anenemy.Now a newcomer to the game would have turned at once, and thus madeit clear to the stalker – if stalker it was – that he had been observed; butBiggles did nothing of the sort. He did certain things quickly, but he heldstraight on his course. The first thing he did was to pullup the handle ofhis C.C. gear and fire two or three shots to satisfy himself that the gunswere working; then he twisted round in his seat as far as his thick fly-ing-kit and the cramped space would permit and squinted through hisextended fingers in the direction of the sun. The glare was blinding, butby just keeping the ball of the thumb over the blazing disc and openinghis fingers only wide enough to get a blurred view through the bristlesof his gauntlet, he was able to search the danger zone. He picked outa straight-winged machine, in silhouette, end on, and knew that the ene-my pilot was just launching his attack.Not by a single movement of joystick or rudder did he reveal that he hadspotted the attacker; he watched its approach coolly. Only when the Hun,who now appeared as a thick black spot, was about three hundred yardsaway, did he push his joystick forward for more speed; then, when hejudged that the other was about to fire, he made a lightning Immelmannturn. He knew that at that moment the enemy pilot would be squintingthrough his sights, and the disappearance of the Camel from his limitedfield of view would not unduly alarm him.In this he was correct. The Boche, thinking he had a “sitter”, wasted threeprecious seconds looking for him in his sights, and it was the sharpstutter of Biggles’s guns that warned him of his peril, and sent him halfrolling wildly.Now it is a curious fact that, although Biggles had been thinking abouthis orange-and-black acquaintance of the morning when the archiegunners had fired their well-timed shot, all thought of him went out ofhis head when he realised that he was being stalked; so it was withsomething of a mild shock, swiftly followed by savage exultation, thathe saw the well-remembered colours through his sights as he took theHun broadside on and grabbed his Bowden lever.The pilot of the black-crossed machine came out of his life-saving ma-noeuvre, looking around with a speed born of long experience. He sawthe Camel anywhere but where he expected to find it, and in the last pla-ce he hoped to find it – on his tail. But he was, as Biggles had assumed,no novice at the game, and did not allow the British machine to retain thecoveted position long enough to do him any harm. Biggles did actuallyget in a quick burst just as the other machine darted out of his sights, butit was ineffective, and the duel began in earnest, both pilots aware that itcould only end in the downfall of one of them.They were evenly matched, although Biggles, smarting from his repri-mand of the morning – for which, rightly or wrongly, he blamed the pilotof the orange machine – fought with a ferocity that would not have beenpossible in a normal cold-blooded battle. He hit the other machine se-veral times, but without causing it any apparent damage, and he tookseveral shots through his own empennage in return.The fight had opened over the British side of the lines, the Hun evidentlyrepeating his tactics of the morning; but a fairly strong wind was carry-ing both machines towards the pock-marked, barren strip of no-ma-n’s-land. Naturally, this was not to Biggles’ liking, for unless the Hunmade a bad mistake, which was hardly to be expected, he would soon beeduard14INFO Eduard - September 2021Page 15
The blue and yellow Camel with this serial number was based on anillustration for Johns' short story CAUGHT NAPPING, which does notfeature Biggles. In addition, it was slightly altered (blue instead of yellowstruts) as part of our fictional modifications. If You wish to have a "proper"fictional Biggles Camel from the blue and yellow period of Johns' work,simply omit the serial number on the vertical fin and give all the struts ayellow color. That's it!HISTORYfighting with enemy territory below. So, gambling on the Hun repeatingthe tactics he had followed during the encounter of the morning, he deli-berately spun. As he hoped, the other machine followed him. Twisting hishead round, he could see the Hun spinning down behind him. He countedsix turns, came out, and instantly spun the other way. This time, however,he allowed the machine to make only one turn. He pulled it out intoa loop, half rolled on to even keel on top of the loop, and to his intensesatisfaction saw the Hun go spinning past him. The short spin had caughthim off his guard, and as he came out, Biggles thrust home his attack. Hedeliberately held his fire until it was impossible to miss, and then firedone of the longest bursts he had ever fired in his life.The Hun jerked upwards, fell off on to his wing, and spun. Biggles wastaking no chances. He followed it down without taking his eyes off himfor an instant in case it was a ruse. But it was no ruse. The orange Fo-kker went nose first into the ground with its engine full on, and Bigglesstiffened in his seat as he watched that fearful crash. He circled fora minute or two, looking for a suitable place to land; it was not his usualpractice to look at unpleasant sights too closely, but on this occasion anidea had struck him, and he had a definite object in view.He saw people hurrying towards the crash from all points of the com-pass, he put the Camel down in an adjacent field and joined the hurryingcrowd.His great fear was that the wreck would be removed piecemeal by sou-venir-hunters before he could reach it, but he found an officer on thespot when he got there, and the machine lay exactly as it had fallen.IVIt was five o’clock when he reported to the Squadron Office. Major Mullenlooked up from his desk as he entered. “Ah, you’ve brought your report,”he said.“Er — yes, sir.”“Good. First of all, though, you had better read what I have said. Hereis the minute; I shall attach your report to it.”Biggles took the buff sheet and felt his face go red with shame as heread a eulogy of his conduct and exploits since he had joined the Squad-ron. The C.O., he knew, must have gone to considerable trouble in thematter, for he had looked up a large number of combat reports – not allhis own – and pinned them to the document. Further, he had evidentlybeen in communication with Major Paynter, for a lengthy report from hisold C.O. was also attached. Biggles did not read it all through but laid iton the C.O.’s desk.“Thank you, sir,” he said quietly, “but I’m afraid I don’t deserve suchpraise.”“That is for me to decide,” replied the C.O. Then, with a quick changeof tone, he added, “What on earth possessed you to behave like that thismorning, and before such an audience, too?” A slow smile spread overBiggles’s face.“Well, the fact of the matter is, sir,” he said sheepishly, “I was in theair without any ammunition. It sounds silly, I know, but I had arrangedto fight a camera-gun duel with Wilks – that is, Wilkinson, of 287, whoclaimed that his S.E. was better than my Camel.”“Then why, in the name of heaven, didn’t you tell that interfering oldfool – no, I don’t mean that – why didn’t you tell the General so?”Biggles shrugged his shoulders. “I find it hard to argue with people whoform their own opinions before they know the facts.”“Like that, was it?”“Just like that, sir!”“I see. Well, let me have your report.”“I’m afraid it’s rather a bulky one, sir,” replied Biggles, struggling withsomething under his tunic. The C.O. stared in wide-eyed amazement.“What in the name of goodness have you got there?” he gasped.Biggles slowly unfolded a large sheet of orange fabric on which waspainted a Maltese Cross and beside it an Ace of Spades. He laid it onthe C.O.’s desk. “That, sir, is the hide of the hound who made me bust myCamel this morning. I chanced to meet him again this afternoon, and onthat occasion, I had lead in my guns. I think H.Q. will recognise that Aceof Spades, and perhaps it will speak plainer than words. I’m not much ofa hand with a pen, anyway.”First published in the book "THE COCKPIT" (August 1934) and later inthe book "THE RAID" (April 1935). Taken from the book "BIGGLES OF THESPECIAL AIR POLICE" (September 1953), where the Fokker D.VII typewas changed to Fokker D.VIII.eduard15INFO Eduard - September 2021Page 16
HISTORYThe railway bridge in Rovereto was (and still is)barely five meters wide but regardless it was animportant German army transportation line andas such drew increased attention of the Ameri-can bomber units. After repeated raids it was infact destroyed but the Germans managed to re-pair the damaged section by means of temporarybridging which, to keep it secret, was used duringthe night only. At the same time, they surroundedthe bridge with the strong anti-aircraft artillerydefense. Every „trip” into the area represented aconsiderable risk experienced by both 428th and380th BS when they took part in the raid on Ap-ril 19. First squadron dispatched 18 aircraft on themission and the second unit added six to the fullstrength. Each Mitchell carried two 1000lb bombs(bomb load of total weight of 906 kg). The formati-on was led by Col. Remington, 310th BG comman-der. In case the German fighters appeared, thefighter cover was provided by P-47s and P-51s.The sky full of shrapnelAt 9:40 local time Remington released the brakesof the formation’s leading ship, and his Mitchellstarted the take-off roll on the runway in Fano.All other 23 aircraft took off in the quick sequen-ce and only two circles around the base wereneeded to make full formation. The skies wereclear and visibility unlimited. Only in the vicinityof Florence did the crews notice one tenth cloudcover. Past the ancient town, in the direction ofthe target, the skies were clear again. The escortfighters were patrolling above, below and on thesides of the formation, but the German fightersdid not show up so shortly before the target theMustangs and Thunderbolts withdrew to moni-tor the situation and prepare for the return flight.Before the first ships reached the target the firstanti-aircraft shells started to explode in the sky.It was clear to everyone that this time it would beno „Milk Run” as they had nicknamed the easy mi-ssions. It was obvious that there would be somelosses, and everybody hoped he would not be oneto fall victim. There were several „green“ crewsin the formation who were experiencing a veryharsh baptism of fire. The shells were explodingon all sides and the explosions were rocking theairplanes in all directions. Before they releasedtheir bombs, they heard the excited voice of oneof the gunners:"Plane going down, nine o'clock.""It's McGilvray,"was the reply."Watch out for chutes,"came the answer backfrom someone.After a short time:"Four, four of 'em, all open,"replied the crewman.(McGilvray and other crew members returned tothe unit just the next day after Germany surren-dered – on May 9 – and according to the unit’s dia-ry records they were in “good condition”; editor´snote).When on April 29, 1945, two dozen of Mitchellsfrom USAAF 310th Bombardment Group got airbor-ne from their Italian base in Fano to attack therailway bridge in Rovereto, no one expected that,baring one single aircraft, all remaining ships wouldreceive one hole or more “compliments” of theGerman anti-aircraft fire. One of those was a shipchristened Angel of Mercy. It was her 47th as wellas her very last mission.Aircraft of the 310th BG on their way to the target.William S. McMillan in the cockpit of Angel of Mercy. Under the cockpitthere is the name of Airplane Commander 1st Lt. Thaddeus C. Michalvisible. The two pilots shared this machine during March 1945.Photo: 57th Bomb Wing AsociationPhoto: 57th Bomb Wing AsociationLast FLightRICHARD PLOSeduard16INFO Eduard - September 2021Page 17
HISTORYAfter this excited communication a calm order todrop the bombs was heard on the air and the le-ading ship started to turn away from the target.Flak fire intensified and it seemed impossible foranyone to fly through its barrage. Lt. W. H. Naff’saircraft from 380th BS was hit very hard and lostone engine. Another aircraft left the formationto escort him. Naff managed to bring the heavilydamaged ship back behind the Allied lines whe-re the whole crew bailed out. It was not over yet.Another seriously damaged aircraft was 1st Lt.William S. McMillan’s ship. His “Angel of Mercy”was hit by several shrapnel shells which da-maged the hydraulic system. The copilot was 1stLt. Walter D. McLean, the other crew members onboard were bombardier 2nd Lt. William W. Gra-ham, radio-operator and gunner S/Sgt. DonaldE. Wilson and gunners T/Sgt Kenneth G. Muellerand S/Sgt Arthur S. Hatfield. Both men at controlsmanaged to maintain Angel of Mercy on the cour-se so that Graham was able to drop the bombs onthe target. The loss of the hydraulic system alsomeant that the landing gear could not be loweredfor the landing.That was however a secondary problem in thegiven moment, first they had to make it with a da-maged aircraft over the mountains, and to friendlyterritory. They succeeded in doing both and theircomrades at Fano base, where the group hadmoved barely two weeks before from Corsica,would observe an unusual landing. The Mitchellapproaching the runway had only the nose leg ex-tended. The unusual belly landing was successfulthough, and except for the rear gunner Hatfield,who was already wounded over the target, every-body else escaped unscathed.For his leadership under the heavy fire the for-mation leader, Col. Peter H. Remington, wasdecorated with Silver Star, several other pilotswere awarded as well. McMillan was decoratedwith DFC for his conduct and the citation to thedecoration award stated:"[…] Upon the commen-cement of the bomb run, shell fragments fromintense anti-aircraft fire heavily damaged his air-plane. Displaying great courage […] maintained hiscrippled aircraft on course, thereby enabling hisbombardier to release his bombs […] Then pilotingthe shattered bomber over difficult mountainousterrain to his base, […] effected a perfect landingwithout injury to his crew."McMillan managed to save his fellow crew mem-bers however he could not save the ship. The Flakdamage as well as the “kiss” with the ground uponlanding were extensive and she was written off.Angel of Mercy’s incomplete storyThe aircraft serial No. 43-35982 came from theproduction block B-25J-10-NA. We don’t havethe information about the exact manufacturingdate neither when it was delivered to 428th BS,we know however that it flew its first mission onJanuary 8, 1945. It was the raid on Crespellano as-sembly area, and the aircraft was flown by Capt.C. W. Sprague (with 2nd Lt. R. D. Stead as copilot).In this aircraft Sprague flew in total six missions,afterwards several pilots alternated at its cont-rols from the beginning of February. As the well--known photographs show, on the port side ofthe fuselage of Angel of Mercy, under the cockpitbesides T/Sgt E. O. Robinson‘s name as a CrewChief (he survived the war and died on August 9,1987) there was also 1st Lt. Thaddeus C. Michal’sname as an Airplane Commander. He was a veryexperienced pilot who served with the unit fromAugust 1944 until the end of March 1945. For hisservice he was awarded Air Medal and, in addi-tion to it, nine Oak Leaf Clusters. On March 25 hewas decorated with the DFC for a mission flownon February 6, 1945, when his ship was heavilydamaged by anti-aircraft fire during the raid onSan Ambrogio marshalling yards. Regardless,Michal pressed on the attack and his bombardierdropped the bombs on the target with „devasta-ting effect “. The ship Michal flew on this missionwas not 43-35982, i.e. Angel of Mercy however,but 43-35957 (this aircraft was lost on March 10,1945 during the raid on Oro and the crew of 1st Lt.G. A. Rorer was killed). Next day Michal flew 43-35982 for the first time and with several excepti-ons he flew it into combat from then on, mostlywith 1st Lt. F. S. King as a copilot. Together theyflew eight missions in February.It’s possible that Angel of Mercy was assigned toMichal as of February 7. If the unnamed ship be-came Angel of Mercy while he was flying her, orif she had been christened so by Sprague or herCrew Chief cannot be ascertained from the his-toric documents known to the author. At any rateAngel of Mercy flew 13 missions in February (outof the total 32 missions flown by the whole squad-ron) out of which nine times piloted by ThaddeusC. Michal. A month later „Angel“ flew additional17 missions out of which nine times piloted againby Michal who shared the airplane with McLe-an. He flew the ship on seven missions and 2ndLt. S. A. Willis „borrowed“ her once. Michal saidgoodbye to „his“ Mitchell on March 19 flying theraid against Vo Sinistro (approximately 15 kilo-meters south of Rovereto). Due to the navigati-onal error the formation bombed the railway inChizzolo (approximately 8 kilometers north fromthe original target). It was Michal’s seventieth,and last mission. In the beginning of April, he washeaded back home to USA.Pilots and their airplanesThe custom to display pilots‘ names on the aircraftneeds to be explained. The name shown did notmean that the ship was assigned exclusively tothis pilot. In fact, pilots rotated flying the particularship and quite often the pilot-in-command and hiscopilot were not paired permanently, not to men-tion the rest of the crew. For example, McMillanflew with McLean for the first time on April 17 i.e.,two days before the Rovereto raid which was theirsecond mission together. After the emergencylanding with Angel of Mercy they flew together inAngel of Mercy just before belly landing at Fano Air Base.The crew of Angel of Mercy shortly after an emergencylanding. From left to right: S/Sgt Donald E. Wilson, 2ndLt. William W. Graham, 1st. Lt. William S. McMillan, T/SgtKenneth G. Graham, T/Sgt. Mueller and 1st Lt. Walter D.McLean. Missing from the picture is wounded rear gunnerS/Sgt. Arthur S. Hatfield. Walter D. McLean at the time of his studies.Photo: Cpl. Robert A. Cooper via fold3.comPhoto: Cpl. Robert A. Cooper via fold3.comPhoto:: fold3.comeduard17INFO Eduard - September 2021Page 18
April twice, first on April 20, which was an uneventful flight and thefollowing day when Flak shattered their tail surfaces, and they hadtheir hands full to nurse their ship back to the base. It was McMillan’s68th mission and the Squadron Flight Surgeon concluded he neededa rest. McMillan however continued flying combat missions and tillthe end of April flew four more. His copilot was 2nd Lt. C. G. Cook forall of these.The pilot whose name was carried on the port side of the fuselageunder the cockpit was in fact responsible for the conduct of the CrewChief and his team. He also maintained the logbook, checked theaccuracy of the combat missions’ records, number of hours flown,repairs and other important data. He flew that particular airplanegenerally more often than the other pilots but not exclusively.According to the veterans it did happen that the crew in the nosebarely knew crew members on the other side of the bomb bay. Thepilots and bombardier were officers, the gunners were sergeants,a fact that also played a certain role as well in the number of menin one bombardment squadron. For example, in the end of March1945 the 428th BG was comprised of 106 officers and 351 enlistedmen. Opinions were heard that the crew members were „mixed” onpurpose not allowing them to form too strong personal bonds whichcould be a psychological trauma in case of death of any of them.For McLean, thanks to his medical leave, the war was de facto over.The 428th BG did not fly any more missions at the start of May andthen the war was over...McLean took advantage of his leisure time and visited Pisa and Flo-rence, sunbathed on the beach, rode a bike in the vicinity of Fano…He must have thought of returning home, to 838 Collier Drive in SanLeandro, to his wife Margaret Ann whom he married on April 19, 1944(i.e., exactly a year before the Rovereto raid flying Angel of Mercy).As he wrote in his letters home, he wanted to return to the universityand continue with his studies.The tragedy at nightAfter Germany surrendered the leadership strived not to let thepersonnel „go wild“ so they planned training flights, sports activitiesand educational courses. Each of 310th BG squadrons also receivedseveral A-26s and pilots conducted the familiarization flights withthem. Part of the flight personnel started to prepare for the returnhome.The whole procedure of the return in their own planes was named„Green Project “. The route was plotted via Tunisia-Marrakesh-Da-kar-Roberts Field (Liberia)-island of Asension-Natal (Brasil)-Be-HISTORYInspecting the damage to Angel of Mercy. She was written off a few days later.Local press report on Walter's marriage to Margaret Ann.Photo: Cpl. Robert A. Cooper via fold3.com Photo: Oakland Tribune 1944eduard18INFO Eduard - September 2021Page 19
HISTORYlem (Brasil)-Borenquin (Costa Rica) and finallyMorrison Field in Palm Beach Florida or HunterArmy Airfield in Savannah, Georgia. The firstcrews were to set out on the long journey homebetween June 3 and 6 and selected pilots werebusy practicing instrument and night flying.On June 9 Walter McLean and William McMillanwere reunited in the same cockpit to performsuch a training flight. After the movie in the ai-rport movie theater ended, they got on board of43-36226. This aircraft was brand new when Mc-Millan flew it on his twelfth mission and in the le-tter home, he complained that Germans had putninety holes into his shiny, new airplane! Therewas no such a threat now, the night training fli-ght was to proceed without problems. But it wasnot to be the case. Shortly after the take-off, dueto unknown causes, the aircraft burst into flamesand crashed into the sea barely 1,000 ft (300 m)from the end of the runway. Both pilots perished.McMillan ‘s body was recovered during the samenight, McLean’s body on the following day. In 2007Walter’s brother, James McLean recalled:“When the telegram arrived, I opened the doorand saw the Western Union messenger standingthere. My family was devastated of course; but itwas even more poignant because the war wasover, and he was expected back almost any day.My mother never quite recovered from the shock.The body was returned a couple of years later andwas buried at the Golden Gate National Cemetery.I think of him often – I'm 76 now, he died when hewas only 22."The last airplane with 310th BG personnel landedat Savannah airport on June 19. But the pilots whotwo months earlier nursed badly shattered Angelof Mercy back to the home base were not amongthem…The author would like to thank Daniel Setzer ofthe 37th Bomb Wing Association for invaluablehelp with documents and additional information.Sources:428th Bomb Squadron Chronicle and Combat Reports57th Bomb Wing Association Bulletin (Winter 2007,Summer 2010)57thbombwing.comOakland Tribune, 1944Over the Med - 340th Bombardment Group (Medium)B-25J-10-NC, 43-35982, 428th BS, 310th BG, 12th AF,Ghisonaccia, Corsica, France, April 1945Photo:: fold3.comConfirmation of the interment of Walter D. McLean's remains at Golden Gate Cemetery.eduard19INFO Eduard - September 2021Page 20
HISTORYSpitfire Mk. VB ES306 HL-D, 308th FS 31st FG, Thelepte, March 1943Although the 31st FG operations during theBattle of Kasserine Pass are well-known, itsTunisian combat debut between 8 and 13 Fe-bruary 1943 saw the inexperienced but eagerAmerican pilots and their supporting groundpersonnel settle into life at a frontline base,and begin to fly some missions, battling notonly the enemy, but also the desert conditionsand atrocious winter weather. Not everythingwent according to plan, as the following storywill reveal.Early History and North African‘Holiday’The unit was activated as the 31st PursuitGroup on 1 February 1940, and it was initiallyequipped with the Curtiss P-39. In May 1942,the Group’s 307th, 308th and 309th FighterSquadrons were transferred to the east coastof the United States in preparation for a moveoverseas, and they sailed across the Atlanticto Great Britain in June. Once there, the nowre-designated 31st FG became the beneficiaryof ‘reverse Lend-Lease’, and took on strengthSpitfire Mk. Vs. The unit loved the aircraft, onemember of the ground personnel remarkingafter the war:“It was a mighty beautiful air-plane!”A pilot wrote: “It did everything well”,while 307th FS ace J.D. Collinsworth noted:“a [Spitfire Mk.] Five was about as manoeu-vrable and a flyable an aircraft as you couldever hope to get your hands on”. However, ithad some obvious weak points. The single--stage supercharger meant that its horsepo-wer decreased with altitude. This issue wasmost noticeable above 12,000 feet, and wouldbe rectified in the Spitfire Mk. IX. The topica-lization modifications made to the 31st FG inNorth Africa created some additional perfor-mance issues.Conversion and training in England occupiedseveral weeks, during which time there weremany accidents, including 21 aircraft lost orbadly damaged in just sixteen days! The 31stFG went into action in August after being ad-judged operationally ready, and its first realchallenge came during the failed Allied lan-ding at Dieppe on 19 August 1942, when theAmerican unit claimed its first aerial victories,but also suffered several losses in duels withexperienced German foes.The 31st FG was then earmarked for Opera-tion TORCH, the Anglo-American invasion ofVichy French-held North-West Africa. The pi-lots and ground personnel sailed to Gibraltar,and the pilots flew their desert-camouflagedSpitfire Mk. Vs from there to Tafaraoui nearOran on 8 November 1942, the opening dayof the invasion. Dewoitine D.520s attackedthem on landing and killed a 31st FG pilot,and three American Spitfire pilots claimedvictories in return. Strafing missions werealso flown against Vichy French troops andvehicles. After that initial excitement, the 31stFG would not engage in aerial combat againfor three long months. Instead, Lt. Col. FredM. Dean’s unit operated from various basesin Algeria and Morocco, flying convoy patrols,courier missions, and routine escort sortiesfor transport aircraft far behind the frontline.It was important but tedious work, and theAmerican pilots grew restless as their waitfor action continued.One of the squadron commanders was sur-prised at the situation:“For some unstated reason we were kept atLa Senia and not sent up to the forward ai-rfields. Most of [our flying] consisted of pat-rols over Allied shipping in the Mediterraneanwhich … was very boring.”On 4 February, one pilot wrote simply in hisdiary:“Same dull routine.”The men had signedup for combat, been trained as fighter pilots,and wanted to go where the action was, and itwas very frustrating to be based so far fromthe land fighting. Commander of the 307thFS/31st FG, George J. LaBreche, later wrote:“we were chaffing at the bit to get back intocombat”.By early February 1943, the American pilots of the 31stFighter Group (31st FG) were itching for some action.They had briefly tasted combat over the Channel Frontin the late-summer of 1942, and then in a skirmishwith Vichy French aircraft over Algeria on 8 November1942. However, it was only in the opening weeks of Fe-bruary 1943 that the Spitfire-equipped fighter unit rea-lly found itself in the frontline, as it transferred to theAmerican forward base at Thelepte in western Tunisia,just 75 kilometres from the nearest German troops.EARLY 31ST FIGHTER GROUP OPERATIONS OVER TUNISIAEARLY 31ST FIGHTER GROUP OPERATIONS OVER TUNISIAAndrew ArthyAndrew ArthyA BUMPY STARTeduard20INFO Eduard - September 2021Page 21
HISTORYPřesun do ThelepteIn early February 1943, the 31st FG receivedan order from the American XII Air SupportCommand to transfer to the front. The movewas needed because the Curtiss P-40-equi-pped 33rd FG had suffered tremendous lo-sses and had to be relieved of its duties. Priorto the transfer, 31st FG pilots were sent backto Gibraltar to collect new Spitfire Mk. Vs. Thelong-awaited action was about to becomereality, and this caused a great deal of exci-tement for the men in the unit, and no doubtsome anxiety as well. Pilot Merritt C. Wolfe ofthe 308th FS/31st FG wrote on 5 February:“Word came that we are to go to the front inthe morning. Exactly where we don’t know,but it is where there’ll be plenty of the long--awaited action. [The] 309th is going too. … Ata meeting this afternoon we learned we weregoing to Thelepte in Tunisia, practically in Je-rry’s backyard. Everyone is pretty eager, we’-ve sat around so damn long that people arechamping at the bit.”Due to the long distances involved and thepoor transport routes and means availa-ble, the transfer of all 31st FG pilots, aircraft,ground personnel, vehicles and equipmentwas not a smooth process. Instead, the unitarrived at Thelepte in dribs and drabs startingon 6 February, with the ground echelon trave-lling part of the way in Douglas C-47 trans-ports, and part of the way in trucks and je-eps through some spectacular, mountainouscountryside. Several elements of the Groupwere bombed and strafed during the journeyby German Focke-Wulf 190 fighter-bombersof III./Schnellkampfgeschwader 10, an obvi-ous sign that they were approaching the front.Most of the pilots flew in to Thelepte No. 1 on6 February, and the Group prepared itself foroperations the next day.After their time based in southern England,and then near cities in Algeria and Morocco,the village of Thelepte and it surrounds wasa stark contrast. Mechanic Thomas Stieglitzlater wrote:“the area our Squadron occupiedwas big enough for the whole squadron ofplanes to take off side-by-side, you never sawsuch a big flat plateau in your life.”It is locatedon a plateau high above sea level, and it wasa very wide-open space with two airfields,Thelepte No. 1 and No. 2. The location crea-ted lasting impressions on the 31st FG men,and one member of the ground personnel re-flected many years later:“Thelepte was sucha miserable place. I don’t think anything livesthere except sand fleas and scorpions”!The previous occupants were in a hurry toleave, and 31st FG personnel were a littleshocked at the state of the men from the 33rdFG. Frank A. Hill of the 308th FS/31st FG re-marked on how “staring-off-into-space” theyseemed to be, and another 31st FG pilot con-fided in his diary:“Talked to one of the 33rdpilots whom we’re relieving. He looked likehell and says it’s rough. They’ve been prettywell shot up and are ready to leave.”The 33rdFG had certainly been on the receiving end ofsome harsh treatment, not only in aerial com-bat with the German aces of II./Jagdgeschwa-der 2 and II./Jagdgeschwader 51, but on theground, because Thelepte had been regular-ly targeted by German bomber and fighter--bomber raids in the previous month. Therewas no radar, so the Luftwaffe sneak attackscame out of nowhere. 31st FG personnel werevery concerned that they would be targeted bysimilar raids, and one aircraft mechanic laterrecalled:“… we had to get our planes serviced and rea-dy to fly while it was still dark. None of uswanted to be in the cockpit doing a pre-flightAt Thelepte the 31st FG pilots and ground personnel had to live underground, so the first task after arrival was digging.The primitive living conditions experienced by the 31st FG at Thelepte – dugouts in a hill.Charles C. ‘Chuck’ Kenworthy of the 309th FS/31st FG was an exceptional pilot, who had breezed through his flying training.He had also been responsible for shooting down one of the Vichy French fighters over Algeria on 8 November 1942.eduard21INFO Eduard - September 2021Page 22
HISTORYrun up and plane check out during the time thefield was being strafed.”Living conditions were quite primitive compa-red to what the unit was used to, as one pilotwrote:“We took over [the 33rd FG] troop hou-sing area, which consisted of some dugoutswith shelter halves for roofing for the officers,while the enlisted men lived under their puptents.”The men soon adapted to undergroundliving in their housing area some distance fromthe airfield. A radioman with the Group HQ re-called his very basic living arrangements:“It was really a small cut out on the sideof a hill, with a roof on it. It was better thana pup tent. We found some straw and stuffeda mattress cover full. This beat sleeping on theground, but the straw had camel fleas.”The men would have to quickly adjust to thisnew situation, because despite the hardships,their Spitfire Mk. Vs would soon be sent out onoperations.During its early days at Thelepte, the 31stFG would operate alongside various USAAFunits based at Thelepte and Youks-les-Bains(about 75 kilometres north-west of Thelepte,in eastern Algeria). This included the DouglasA-20 bombers of the 47th BG, French P-40s ofGroupe de Chasse II/5, and the Bell P-39s ofthe 154th OS/68th OG, the 346th FS/350th FG,and the 81st FG. The XII Air Support Commandwas still developing its tactics at this stage,and learned lessons every day about how bestto conduct combat operations in support ofAmerican and Allied ground forces.The land fighting had see-sawed in the cen-tral Tunisian mountains in January and earlyFebruary 1943, as the Americans and theirFrench allies battled with the Germans andItalians. When the 31st FG got to the front, botharmies were building up forces for a futureoffensive.Across the mountains from Thelepte was theGerman air base at Kairouan, where the com-bat veterans of II./JG 2 were based, includingaces Kurt Bühligen (53 victories at this time),Erich Rudorffer (54 victories) and Kurt Gol-tzsch (eighteen victories). Those Luftwaffefighter pilots with their FW 190s were deadlyopponents for the inexperienced Americans.Aside from the Luftwaffe fighters, also ope-rating over central Tunisia were some Ger-man long-range reconnaissance units, whichdispatched daily sorties with their Junkers88s. The 31st FG pilots believed that the FW190 had the advantage over the Spitfire Mk. Vin many respects, as J.D. Collinsworth stated:“The Spitfire Mk. V could only out-turn an FW190. Other than that, [the FW 190] could fly fas-ter, dive faster, climb higher.”Into Action: 8 February 1943After settling in at Thelepte, finally, the dayhad come – the 31st FG was slated to returnto action. However, it was to be a quiet return.24 patrol sorties were flown in the Theleptearea, but the main excitement to occur duringthose was when a lone Bf 109 was spotted inthe morning. However, it was “lost headingeast on the deck.” 22 Spitfires of the 308th and309th FS/31st FG were sent out to escort the47th BG to Faid towards midday, and they metheavy and accurate anti-aircraft fire, althoughall 31st FG aircraft and pilots returned to baseunscathed. The A-20 escort mission was re-peated in the afternoon in clear skies, with theCO of the 31st FG himself leading 24 SpitfireMk. VBs and VCs to the Faid Pass. Bombs wereseen to fall accurately on vehicles and troops,and again, no Axis fighters were encountered.American ground forces were grateful for theair support, which they reported to be verysuccessful.Sitting in his dugout that evening, a relieved31st FG pilot wrote in his diary about the ab-sence of enemy ‘sneak raiders’ so far: “Jerrystill hasn’t paid us a visit.” To counter the ex-pected raids, the three squadrons took turnsto provide airfield defence. At any one time,four pilots would be airborne, four would beat cockpit readiness, and four would be at tenminutes’ readiness.The American Spitfires really got into theswing of things on 9 February, with six missi-ons flown to escort P-39s on reconnaissan-ce and strafing, the first taking off at 07:30,and the last landing at 17:50. These missionsranged from Faid in the north to Sened inthe south, but anti-aircraft fire was the mainenemy again: two Spitfires were damaged onthe first mission, while a P-39 was lost on thethird mission and several Spitfires were hit.There was also a non-combat loss, when Lt.Carl J. Woodrich of the 308th FS/31st FG “wasslightly burned and shaken up when gas fu-mes collected in his ship’s fuselage detonatedwhile he was starting.” He would be in hospi-tal for a while.The Luftwaffe sent a Sicily-based reconnai-ssance Ju 88 over central Tunisia in the mor-ning, and the crew reported 40 single-engineaircraft at Thelepte – if it had been a secretbefore, the presence of the 31st FG at Theleptewas now known to the Germans. The 308thFS/31st FG was on airfield defence duties atthe time, but failed to intercept, as squadronmember Merrett C. Wolfe related:“althoughwe had ships in the air, they didn’t see him andhe got away. At that moment our ground radiowas out and we couldn’t contact the patrols.”Fred M. Dean led the 31st FG from December 1942 to July 1943,and is seen here after the war. He rose to the rankof Lieutenant General.Portrait of Capt. James A. Isbell, Jr., of the 309thFS/31st FG. He flew five missions between 8 and11 February 1943.A charcoal portrait of Charles C. ‘Chuck’ Kenworthyof the 309th FS/31st FG, done in the autumn of 1942.eduard22INFO Eduard - September 2021Page 23
HISTORYFirst Real Scrap: 10 February 1943After several fleeting encounters with Germanreconnaissance aircraft on previous days, the31st FG really came to grips with the enemyon 10 February, but unfortunately, it did notdistinguish itself. An early mission to Senedwas a precursor of what was to come, whenCapt. Louis M. Zimlich, Jr. and Lt. Vincent E.Baker of the 307th FS/31st FG became hope-lessly lost during a P-39 escort mission in lowovercast soon after midday, and had to landat Youks-les-Bains. They had stayed behind toprotect the rearmost P-39s as they pulled outof their strafing runs, but the ungrateful 81stFG pilots then opened their throttles and lefttheir escorts far behind! The two Spitfire pi-lots returned to Thelepte in coming days.The first combat with German fighters wouldcome on the next P-39 escort mission, begi-nning at 13:00. Twelve Spitfires of the 308thFS/31st FG took off, led by Major Delwin B.Avery, to accompany four P-39s of the 92ndFS/81st FG. The objective for the mission wasto reconnoitre the Kairouan area, and giventhe expert German fighter pilots based there,it was really asking for trouble. FW 190s wereseen on four different occasions during themission, after the P-39 pilots had witnessedthem scrambling from Kairouan. The Ger-mans seemed reluctant to attack, but even-tually jumped the Americans from out of theclouds and 2,000 feet above. A brief combatensued, during which Major Avery was theonly American to open fire.The shock of being jumped badly disorienta-ted the Spitfire pilots, and they used the The-lepte homing service for vectors. However,the directions provided were faulty and theyended up a long way to the south-west of The-lepte. Running low on fuel, ten aircraft triedto put down on a road, with varying results.Major Avery and Lt. Corrigan overturned theiraircraft and received injuries, and Lt. Mosbyand Lt. M.P. Smith belly-landed. The rest lan-ded wheels down. Lt. Taylor and 2/Lt. Ove-rend were the only ones able to make it backto Thelepte, at 15:00 and “with only a couplegallons of petrol”. They alerted the unit aboutwhat had happened. Merritt C. Wolfe recalled:“We had thought they were down in enemyterritory and were overjoyed to hear that allwere safe.”Capt. ‘Doc’ Crawford, with 2/Lt.Overend as a guide, set out overland with fuel,aircraft parts and medical supplies to rescuethe pilots, some of whom endured a freezingnight in their aircraft, while the two injuredmen were tended to by friendly Arabs. Eightaircraft were eventually flown home after re-pairs and refuelling, and two were used forsalvage.The outcome was unsurprising given the menwere not used to aerial combat. J.D. Collin-sworth remembered being shocked at whata dogfight actually involved:“I was surprisedat how quickly it started and ended”. To wor-sen the situation, the Thelepte homing stationhad a very bad reputation, as Major LaBrechewrote:“I hoped I would never need them in anemergency.”After the excitement of the previous day, 11February 1943 was much quieter. The strongwind had been ever-present since the 31st FGarrived at Thelepte, but on the eleventh it wasparticularly bad. Two missions were flown inthe morning, and then the Group ‘batteneddown the hatches’, trying to avoid the strongwinds and biting cold. Unit records noted:“Wind so strong that aircraft not tied downblew across field”!A morning P-39 escort mission by the 309thFS/31st FG on 12 February was disrupted byanother desert problem: sand. Major LaBre-che wrote that Thelepte:“was subject to duststorms, known as Siroccos, which closed theairport and created maintenance difficulties.”The sand got into everything, including livingquarters and aircraft. The mission report forthis day noted that some of the Spitfires andP-39s were “having mechanical difficulty, pro-bably because of high winds and sand on thenight of 11/12 February”, and one 31st FG Spitfi-re pilot crash-landed on returning to base dueto those two factors. The unit did not fly againduring the day, and Merritt C. Wolfe noted inhis diary:“Wind made flying almost impossi-ble.”Lt. Col. Dean later wrote about the pro-blems caused by sand at Thelepte:“Guns frequently clogged by sand. We now putcanvas bags over tail end of cannon. Toilet pa-per and cellophane paper over muzzles andon machine-guns, we now use canvas overfront and fire through it. This helps but doesnot solve problem. It just helps to keep gunsfrom being ruined permanently! Guns get dai-ly inspection.”Fortunately, the weather situation improveda little on 13 February, although no operationswere possible in the morning, as mechanicschecked all the Group’s Spitfires for damagefrom the wind and sand. Lt. Col. Dean led offthe first of two P-39 escort missions at 14:25,Major George J. Labreche led the 307th FS/31st FG with distinction in Tunisia.‘Walt’ Overend initially served with the Royal Air Force, before joining the 308th FS/31st FG. He was one of two pilotsto make it back to Thelepte after the afternoon mission of 10 February 1943.eduard23INFO Eduard - September 2021Page 24
HISTORYSpitfire Mk.Vc Trop, Lt. George G. Loving, 309th FS,31st FG, 12th AF, Pommigliano, Italy, December 1943Spitfire Mk.Vb Trop, ER200 (probably), Lt. Col. Fred M. Dean,CO of 31st FG, Korba, Tunisia, May 1943eduard24INFO Eduard - September 2021Page 25
HISTORYbut it was uneventful. Two hours later, the308th FS/31st FG flew an operation to Mak-nassy, led by temporary squadron CO Capt.Hill, but they lost the P-39s early on, so flewreconnaissance themselves before returningto base.ConclusionThe pilots and ground personnel of the 31st FGwere certainly in the thick of the action now,and were about to be embroiled in the famousBattle of Kasserine Pass, which began on 14February 1943, when the Germans launcheda very successful counterattack at Sidi Bou Zid,only 80 kilometres from Thelepte. That wouldprovide more than enough of the combat so ea-gerly sought by the 31st FG pilots. During theirfirst week flying operations from Thelepte, theGroup learned a lot about flying, operating, andmaintaining the Spitfire Mk. V. They were still along way from being seasoned veterans, butthe lessons of that week stood them in goodsteed for the immense challenges to come inthe remainder of the Tunisian campaign, andthe Second World War.AcknowledgmentsGerhard Ausborn, J.D. Collinsworth family, BillDickerson, Hugh D. Dow, James A. Isbell, Jr.family, Morten Jessen, Charles C. Kenworthyfamily, George J. LaBreche family, Rolland G.Lamensdorf, Walter J. Overend family, RussellRichardson, Jean-Louis Roba, Bernard J. Ro-che family, Derwood K. Smith family, ThomasStieglitz family, Adam Thompson, Rémi Traca-nelli, Joe Vincent, Merritt C. Wolfe and familySources:Primary SourcesBA-MA RL 2-II/296, Eingehende Meldungen.- Fein-daufklärung: Meldungen Luftflottenkommando 2.-Mittelmeer und Afrika, Februar 1943BA-MA RL 7-2/118, Führer der Luftstreitkräfte Tunisund unterstellte Einheiten.- Gefechtsberichte undTagesabschlußmeldungen: Bd. 4, Februar 1943BA-MA RL 10/361b Teil 2, III. Gruppe.- Erfolgsberichte(Auftrag, Ergebnis, Besatzung) (Einsatz Afrika, Itali-en), November 1942-September 1943NA AIR 23/6609, Air Intelligence Reports: H.Q. U.S. 12thAir Force, later N.A.A.F., 1942-1943NARA RG 18 Box 2270, 31st Fighter Group, 1942-1943USAFHO Reel B0110, 31st Fighter Group, 1942-1943USAFHO Reel B0166A, 81st Fighter Group, 1942-1943Isbell, James A. LogbookRudorffer, Erich FlugbuchCollinsworth, J.D. Interview with Dogfighter, 17 Febru-ary 2001Collinsworth, J.D. Interview with Flying Heritage, 12September 2002Dow, Hugh D. Letters and EmailsHill, Frank A. Interview with Museum of Flight, unda-tedRichardson, Russell InterviewWolfe, Merritt C. DiaryAusborn, Gerhard LetterDickerson, Bill LettersRichardson, Russell EmailsWolfe, Merritt C. Letters and EmailsSecondary SourcesChandler, Jr., Clifford H. History of USAAF SpitfireOperations in the Mediterranean (31st and 52nd Fi-ghter Groups), Air Command and Air Staff College,Maxwell Air Force Base, undated.Craven, Wesley Frank & Cate, James Lea (eds) ArmyAir Forces in World War II, Volume II: Europe: TORCHto POINTBLANK, August 1942 to December 1943, Uni-versity of Chicago Press, Chicago, 1949.Howe, George F. United States Army in World WarII, Mediterranean Theater of Operations, NorthwestAfrica: Seizing the Initiative In the West, Office of theChief of Military History, Washington, 1957.Kucera, Dennis C. In a Now Forgotten Sky – The 31stFighter Group in World War II, Flying Machines Press,Stratford, 1997.LaBreche, George J. Memoirs, self-published, unda-ted.Lamensdorf, Rolland G. History of the 31st FighterGroup, self-published, 1985.Olynyk, Frank J. Victory List No. 6: USAAF (Mediterra-nean Theater) Credits for the Destruction of EnemyAircraft in Air-to-Air Combat of World War 2, self-pu-blished, Aurora, 1987.Prien, Jochen, Stemmer, Gerhard, Rodeike, Peter &Bock, Winfried Die Jagdfliegerverbände der Deut-schen Luftwaffe 1934 bis 1945, Teil 11/I, Struve Druck,Eutin, 2006.Stieglitz, Thomas Barefoot in Boots: The World War IIExperiences of Staff Sergeant Thomas Stieglitz, self--published, 2009.USAF Historical Study No. 114, The Twelfth Air Force inthe North African Winter Campaign, 11 November 1942to the Reorganization of 13 February 1943.Spitfire Mk. VB EP969, 309th FS 31st FG.Capt. James A. Isbell, Jr., of the 309th FS/31st FG. He flew five missions between 8 and 11 February 1943.Lt. Derwood K. Smith of the 308th FS/31st FG was oneof the fortunate pilots to land wheels down in the deserton the afternoon of 10 February 1943.eduard25INFO Eduard - September 2021Page 26
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KITS 09/2021P-51K-5, 44-11622, Maj. Leonard Carson, 362nd FS, 357th FG, 8th AF, Leiston, United Kingdom, Autumn 1944P-51K-5, 44-11661, Lt.Col. Jack J. Oberhansly, 334th FS, 4th FG, 8th AF, Debden, United Kingdom, February 1945P-51K-5, 44-11631, Lt. Huie Lamb, 82nd FS, 78th FG, 8th AF, Duxford, United Kingdom, March 1945The second most successfull fighter group of the USAAF 8th AF and the most successful group equipped with P-51D and KMustangs was 357th FG. During the conflict the unit destroyed 609 German aircraft in the air and 109 on the ground losing 128 ofits own. 35 fighter aces served with 357th FG, Major Leonard Kyle Carson being the most accomplished one credited with 18.5kills. Since January 1944 he served with 362nd FS and as of April 8, 1945 he became its commander. Secret of 357th FG successwas its tactical training center nicknamed „Clobber College“ (possibly referring to tedious and detail oriented shoe repairing job)where the seasoned veterans passed their combat experience on the novice pilots. 362nd FS received its first P-51D only coupleof days before the invasion to Normandy. „Kit“ Carson named all his aircraft „Nooky Booky“. In this case it was the airplane nr. 4.In the fall 1944 his aircraft sported eighteen kill markings in the form of the black swastikas in the red circle painted on the portside of the fuselage. The fuselage rear part still carried the traces of the invasion stripes. The nose was decorated with red andyellow checkerboard, spinner was in the same colors. Both were recognition markings of the 357th FG aircraft.Jack Junior Oberhansly was born on January 21, 1919 in the little town of Payson in Utah. He received his „wings“ on December21, 1941 and after further training he was posted to 48th PS. In May 1942 he was ordered to 82nd FS wich was under the 78th FGcommand and with this unit, in November 1942 he was deployed to the Great Britain. In April the unit converted from P-38 toThunderbolts with which it escorted 8th AF bombers on their missions over the occupied Europe. On August 7, 1943 Jack Ober-hansly assumed the command of the 82nd FS and held this post until May 1944. From August 28 till December 3, 1944 he servedas deputy commander of the whole 78th FG. On December 4, 1944 he was posted to 4th FG where he served as a deputy com-mander until February 26, 1945. After the end of hostilities he continued his career in the Air Force. From 1946 till August 1948he commanded the 191st FS of the Utah ANG. During the WWII he was credited with six kills, all while flying with 78th FG. Jack J.Oberhansly passed away on September 6, 1982 in San Clemente, California. Oberhansly’s aircraft sported the nose painted in redwhich was the 4th FG recognition marking, the red tails identified 334th FS airplanes.Native of Abilene, Texas, Huie Lamb, flew with 82nd FS since August 1944, first on Thunderbols and then, after the unit’s re-equi-ppment in December 1944, on the Mustangs. Huie Lamb’s first combat mission on P-51 on December 29, 1944 ended up with theinvoluntary „swimm“ in the Channel’s waves as a result of the radiator malfunction. He was rescued by the British Walrus whosecrew had been alerted by Lamb’s wingman John C. Childs. At the end of the war Lamb’s score stood at 2.5 enemy aircraft shotdown and three more destroyed on the ground. One of his aerial kills was Me 262 jet shot down on October 15, 1944. On March 19,1945 he was credited with ½ kill of the Arado Ar 234 jet. Mustangs flown by Huie Lamb were named Etta Jeanne after his youn-ger sister. The nose of his Etta Jeanne II (previous one ended up in the ocean) was decorated with 78th FG recognition markingsconsisting of black and white checkerboard. P-51K Mustangs manufactured in Dallas, Texas left the production line equippedwith Aeroproducts propellers but Etta Jeanne II is demonstrably equipped with Hamilton Standard propeller.eduard27INFO Eduard - September 2021Page 28
KITS 09/2021P-51K-1, 44-11471, Lt. Carl H. Colleps, 118th FRS, 23rd FG, 14th AF, Cheng Kung, China 1945P-51K-10, 44-12539, Lt. Everett Kelly, 6th FS, 1st Air Commando Group, 10th AF, Asansol, India, summer 1945P-51K-10, 44-12073, Lt.Col. William M. Banks, CO of 348th FG, 5th AF, Ie Shima, July 1945118th TRS history dates back to August 31, 1917 when the 118th Aero Squadron commenced its operations in France. In 1923 the unit was rede-signated as 118th Observation Squadron operating within the Connecticut National Guards. After the Japanese attack on Pearl Harbor it wasassigned a mission of anti-submarine patrols at the Atlantic coast. In August 1942 the unit was withdrawn from this assignment and orderedto prepare for the overseas deployment. In October 1943, already established as the 118th Tactical Reconnaissance Squadron it was attachedto the 23rd Fighter Group flying within 14th AF in the CBI theatre of operations (China-Burma-India). Flying P-40s its mission was initiallyto defend the airports in India out of which B-29s operated. In May 1944 another transfer followed, this time to China. There the unit flew thefighter and fighter-bomber sorties, the reconnaissance missions were rather rare. The unit performed these type of missions until the end ofhostilities. After the return to the USA the unit was again integrated into the Connecticut Air National Guards. It is still active currently flyingC-130H Hercules under the designation of 118th Airlift Squadron.118th TRS Mustangs recognition marking were black, yellow trimmed lightnings on the fuselage sides and smaller ones on the wingtips. Theaircraft named Little Joe, carrying 192 numeral on the tail sports 5 Japanese flags painted under the windshield indicating five enemy aircraftdestroyed on the ground as flown by Lt. Colleps.Everett Kelly took part in the air combat over Burma on October 14, 1944 within 1st Air Commando Group part of which was the6th Fighter Group flying P-47D Thunderbolts. During his return from his first mission, the attack at the Mingaladon airport, heshot down a Japanese Ki-43. He failed to score afterwards. His unit was primarily focused on attacking the ground targets. 6thFS commenced its conversion to P-51D/K in the second half of May 1945 at Kalaikunda airport where it gave up their beloved butwar-weary Thunderbolts. The unit did not see combat until the end of WWII and after its return to the USA on November 3, 1945 itwas disbanded.Same as the 51st FS custom already fighting in CBI, 6th FS decorated its aicraft with the checkerboard on the tail surfaces.Kelly’s Mustang carried the inscription „Sigh!‘ on the nose port side and „Irene“ adorned the starboard side.William McGowan Banks was born on September 1, 1915 in Raleigh, West Virginia. He enlisted in the Army Air Corps on March 15, 1941. Afterfinishing the training he was posted to 62nd PS flying P-40s. In June he was attached to 90th FS, 80th FG. In October 1942 he was dispatchedto New Guinea to join the 348th FG equipped with P-47s. In November 1942 he was given command of the 342nd FS. He also led this unit fromNovember 1943 until May 1944. During the fighting in the area between October 1943 and February 1944 he shot down six Japanese aircraft.In December while attached to the 348th FG he participated in the liberation of Philippines where he scored three more kills flying P-47. OnFebruary 1945 the unit converted to Mustangs D and K. On June 8, 1945 he assumed the command of 348th FG. At that time the unit sortied outof the Ie Shima island for the raids on Japan. During a sweep flown on August 9, 1945 into the Fukuoka prefecture area Banks, leading the flightof four aircraft, eye witnessed the explosion of the atomic bomb dropped on the city of Nagasaki. With his flight he even circled the mushroomcloud billowed after the explosion. After the WWII Lt.Col. Banks continued his career in the USAAF. He retired in June 1963. He departed foraviatior’s heaven on May 6, 1983 in San Antonio, Texas.eduard28INFO Eduard - September 2021Page 29
KITS 09/2021OVERTREESP-51DCat. No. 82102X1/48Product pageProduct pageCat. No. 82105-LEPT1Recommended for P-51KFE1214 P-51K seatbelts STEEL (PE-Set)648485 P-51D exhaust stacks (Brassin)648486 P-51D exhaust stacks w/ fairing (Brassin)648494 P-51D wheels diamond tread (Brassin)648495 P-51D undercarriage legs BRONZE (Brassin)648503 P-51D wheels oval tread (Brassin)648504 P-51D wheels cross tread (Brassin)648505 P-51D wheels block tread (Brassin)648511 P-51D wheels diamond tread 2 (Brassin)648512 P-51D wheels rhomboid treat (Brassin)648513 P-51D wheels pointed cross tread (Brassin)648514 P-51D wheels grooved (Brassin)648517 P-51D gun bays (Brassin)648555 P-51D engine (Brassin)648570 P-51D gun sights (Brassin)648571 P-51D 75gal drop tanks (Brassin)648572 P-51D 108gal drop tanks (Brassin)3DL48036 P-51K-5 SPACE (3D Decal set)3DL48037 P-51K-10 SPACE (3D Decal set)D48033 P-51D national insignia (Decal set)D48034 P-51D stencils (Decal set)Cat. No. 3DL48036 Cat. No. 3DL48037Cat. No. 648570Cat. No. 648555Cat. No. 648495eduard29INFO Eduard - September 2021Page 30
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KITS 09/2021J4613, Capt. James Bigglesworth, No. 266 Sqn RFC, March 1917J1936, Capt. James Bigglesworth, No. 266 Sqn RAF, summer 1918B3889, Capt. Clive F. Collett, B Flight, No. 70 Sqn RFC, Poperinge, France, August 1917The author of the Biggles books, W. E. Johns, illustrated his first books himself and, like illustrator Howard Leigh, sometimes depicted Britishaircraft from the Great War (and not only in the Biggles stories) with blue fuselage and yellow wings. The reason for this may have been thatthey both were finding the colors of British aircraft too dull, and so were seeking inspiration in the color scheme of the US Army Air Forceof the time. In the Biggles books, this paint scheme of the Camel has appeared in several modifications, and we have selected the one thataccompanied the book “Biggles of the Camel Squadron”, published in 1935 by John Hamilton, Ltd, with, if nothing else, illustrations by HowardLeigh. As with virtually all representations of fictional Camels of a fictional pilot, the serial number is also fictional. There was no J series inthe case of the Sopwith Camel production.This is a form of the "late" Biggles Camel as described in the short stories "The Fledglings" and "Biggles on the Spot". In both cases we readabout letters drawn on the Camel's nose, similar to the practice seen on SE.5a fighters or DH.4s of the No. 55 Squadron IAF. Another clue isthat the German pilots identified Biggles' Camel by its blue engine cowling and declared him as a most prominent enemy. The entire squadronpainted the nose of their machines blue subsequently. In the latter story, there is also mention of the Bentley engine in Biggles' Camel. Theserial number is again fictitious, the individual markings and the squadron markings are white, but the individual lettering on the nose is blue.The color of the upper surfaces is, let´s say, PC10.Clive Franklyn Collett was a New Zealand fighter ace with 11 victories. He joined the RFC in the first year of the war, while he underwent pilot training at a privateflying school. In January 1915 he obtained his Royal Aero Club license No. 1057 and joined No. 11 Squadron RFC in May 1915. Two months later he was transferredto No. 8 Sqn, then to No. 32 Sqn and in March 1916 to No. 18 Sqn, where he began combat operations with Vickers FB.5. After an injury he returned to GreatBritain. On July 24, 1917, he joined No. 70 Sqn, which was the first Squadron to be equipped with Camels. Three days later he achieved his first victory by shootingdown an Albatros D.V. He added six kills during August and four more in September. After recuperation from the wound (gunshot of the arm) Collett was postedto No. 73 Sqn. There, on December 23 he took off for a test flight with a captured Albatros, crashed into the sea and was killed. His Camel from the successfulperiod with No. 70 Sqn bore the standard livery with probably PC12 paint on the upper surfaces. The metal and wooden parts of the front fuselage were probablypainted in the 'Battle Grey' color. The machine was built by the Sopwith factory and powered by a Clerget engine.eduard33INFO Eduard - September 2021Page 34
KITS 09/2021B7190, Capt. Walter G. R. Hinchliffe, C Flight, No. 10(N) Sqn RNAS, Téteghem, France, March 1918B3893, Capt. Arthur R. Brown, No. 9(N) Sqn RNAS, Leffrinckoucke, France, September 1917N6377, Capt. Harold F. Beamish, No. 3(N) Sqn RNAS, Furnes, Belgium, September 1917"Hinch", as Walter Hinchliffe was called, scored six kills during World War I, all when at controls of a Camel. He shot down his second and third victims on theone of serial number B7190. Hinchliffe served with the artillery at the start of the Great War, only joining the ranks of the RNAS (Royal Navy Air Service) in 1916.He completed his pilot training and served as an instructor at the RNAS base at Cranwell afterwards. There he clocked an incredible 1,250 flight hours in thirteenmonths. It was not until January 1918 that he joined No. 10 Sqn RNAS. He scored his first kill on February 3 when he shot down an Albatros D.V., his last oneoccured on May 19. On June 3 he suffered serious head and facial injuries after a crash and lost his left eye. After the War he flew as an airline pilot. In 1928 heattempted to fly across the Atlantic. He took off from Cranwell Airport on March 13 with co-pilot Elsie Mackay. They have not been seen since... "Hinch's" Camelbore a striking livery with blue and white stripes on the nose and a blue fuselage spine. There was a drawing of a devil on the wheel discs, the German wordDONNERWETTER behind the cockpit, possibly on both sides, and a symbol, which was, according to the only known photo of this part of the aircraft, probablystylized combination of the letters W and H on the ridge of the aft fuselage. Upper and sides were probably in PC10 color. Camel B7190 was built by theClayton & Shuttleworth company and was powered by a Bentley B.R.1 engine.Canadian Arthur R. Brown became one of the most famous fighters of the Entente Powers, although he achieved "only" ten kills. The reasonis his victory over Manfred von Richthofen. Brown achieved three kills flying this Camel during September and October 1917 (3rd to 5th kills).Brown became an RNAS pilot on November 24, 1915, but on May 2, 1916, he suffered a back injury in a crash and spent three months recovering.Further health issues prevented him from combat until April 1917, when he was assigned to No. 9(N) Sqn RNAF and changed No. 11 and No. 4subsequently. When back at No. 11 Sqn, he achieved his first kill on July 17. In September he returned to No. 9 Sqn. By the end of October, hescored five times and, after rest, returned to the unit in February 1918, adding three more victories before spotting a red “Dreidecker” attackingCamel of Lt. May on April 21. He shot the enemy down. As it turned out his victim was the famous "Red Baron". Brown later served as aninstructor. On July 15 he fainted during flight, crashed, and suffered serious head injuries. It took five years for him to make a full recovery.Brown died of a heart attack on March 9, 1944. His Camel B3893 was a Sopwith production and had the face of comedian George Robey fromthe musical "Zig Zag!" drawn on the horizontal stabilizer. Upper and side surfaces were probably in PC12.New Zealander H. F. Beamish, nicknamed "Kiwi", scored eleven kills in World War I, five of them in cooperation. He joined the RNAS in June 1916 and served withNo. 3 Sqn and No. 203 Sqn RAF (when the unit was renamed after a reorganization on April 1) from January 9, 1917, until August 17, 1918. He scored his first killon April 23, 1917 (Albatros D.III) flying a Sopwith Pup and scored four more ones with this Camel. In the autumn of 1918, he went home on leave to New Zealandand there too the end of the War found him. After the War he farmed, living to the age of 90 years. He died on October 26, 1986. This Camel N6377 was a Sopwithproduction, powered by a Bentley engine. It bore a drawing of a green tree on its white back, the main color was probably PC12. The aircraft was later shot downon March 6, 1918, but its pilot, S/Cdr R. S. Dallas, was unhurt and the aircraft was also repaired. It was finally lost on April 22, 1918, when 2/Lt W. H. Easty wasshot down with it and killed.eduard34INFO Eduard - September 2021Page 35
KITS 09/2021Capt. Henry R. Clay Jr, 41st Aero Squadron USAAS, Colombey-les-Belles, France, October 1918C6713, Capt. D´Urban Victor Armstrong, No. 151 Sqn RAF, Crécy-Estrées, France, April 1918C1555, Capt. Francis L. Luxmoore, No. 78(HD) Sqn RFC, Hornchurch, Great Britain, January 1918Henry Robinson Clay was an American ace with eight victories, and a member of the first contingent of American pilots sent to gain experien-ce in RFC service. He was assigned to No. 43 Sqn and claimed his first victory in its ranks, but it remained unconfirmed. He was then transfe-rred to the 148th Aero Squadron and in the period from August 16 to September 27, 1918, achieved all of his eight victories, this time confirmed.On six occasions his victim was a dangerous opponent, a Fokker D.VII. At the very end of the war, Clay was appointed commander of the 41stAero Squadron, where he flew this Camel of unknown serial number. The unit's emblem was a camel passing through a letter V. Upper andside surfaces were PC10. Before he could lead his unit into combat for the first time, the war was over. But Clay never returned home to theUnited States. He died in Coblenz, Germany, on February 17, 1919, during the third wave of the Spanish flu.Captain Armstrong got his unusual first name after his hometown, Durban, South Africa. He joined the RFC ranks in 1915 and a year later was assigned to No. 60Sqn. In its ranks he achieved his first victory on November 9, 1916. He was then sent back to the UK and served with units assigned to the home defence. Firstlyduring 1917 in the ranks of No. 44(HD) Sqn, then he became a flight commander with No. 78(HD) Sqn. Shortly afterwards he returned to the front to No. 151 Sqn,which became the first RAF night fighter unit in France. In its ranks he scored four kills, three of them at night (the first one occurred at 20:35 on June 29, so stillin daylight conditions). Armstrong became a renowned acrobat, and liked to perform his Camel at low altitudes, which later proved fatal to him. Just two daysafter the end of the war, on November 13, 1918, he performed low-altitude aerobatics near Bouvincourt, crashed and died. His red Camel C6713 sported the nameDoris and flew in this form before being sent to the front and adapted for night missions by overpainting white fields in the wing cockades and deletion of thefuselage cockades. Also, the lights were added. The C6713 was produced by British Caudron company and powered by a LeRhone 9J engine.A pilot with three kills to his credit, Francis L. Luxmoore was an aviation enthusiast and wanted to join the RFC as soon as possible after itsformation. He did succeed in 1916, and from August that year served in the ranks of No. 46 Sqn. He had to wait until June 4, 1917 for his firstvictory, when, after separating from the rest of the patrol, he was attacked by a trio of Albatroses and shot down one of them in the ensuingbattle. After being sent back to the Great Britain, he served with No. 78(HD) Sqn, flying this Camel equipped with lights for night flying. He thenreturned to the front with No. 54 Sqn after a rest. In its ranks he shot down another Albatros on February 18, 1918 and scored a third kill onMarch 13, 1918. Five days later he took part in a dogfight involving more than ninety aircraft, his Camel was damaged in the fight, Luxmoore hadto make an emergency landing and was taken POW. After the war, he remained in the RAF ranks until 1928 and stayed in touch with aviation in-dustry. His Camel from the period of service with No. 78(HD) Sqn sported a coat of azure blue paint on the canvas fuselage parts and on upperwing surfaces. Luxmoore did not achieve any kills with it. It was a Hooper production Camel and was powered by a LeRhone.eduard35INFO Eduard - September 2021Page 36
KITS 09/2021OVERTREESSopwith F.1 CamelCat. No. 82171X1/48Product pageProduct pageCat. No. 11151-LEPT1F1471, 185th Aero Sqn USAS, Colombey-les-Belles, France, March 1919The 185th Aero Squadron of USAAC was established on November 11, 1917, at Kelly Field, Texas, by transferring some personnel from the 24thAero Squadron. The entire unit then embarked aboard the RMS Adriatic in late January 1918 and arrived in Liverpool on February 16. After thepersonnel undergo training, they moved to France on August 12 to the American Rest Camp No. 2 at Le Havre. From there they proceeded toSt. Maxient Replacement Barracks for ground training and then to Colombey-les-Belles for further aerial training. However, due to the needto resupply other units, seventeen pilots with completed training were transferred elsewhere. The 185th Aero Squadron itself did not receiveits Camels until September 12 after moving to Rembercourt airfield. At the same time, it was the first U.S. unit designated for night fighter duty.However, the pilots were not trained for such a task, nor did the equipment of the airfield and aircraft were sufficient for it. This Camel wasdelivered to the unit two days after the Armistice and remained in the unit's inventory even after it moved back to Colombey-les-Belles andchanged their Camels for Spads XIII in February 1919. This Camel received a coat of white paint on the fuselage during this period. Upper sidesof wings remained in PC10. The squadron emblem, a black bat in an orange circle, was painted on the aircraft after the war. The F1471 Camelwas manufactured by Boulton & Paul and was powered by a Gnome engine.eduard36INFO Eduard - September 2021Page 37
KITS 09/2021Recommended for Sopwith CamelFE1215 Sopwith Camel seatbelts STEEL (PE-Set)644116 Sopwith Camel LööK (Brassin)648657 Sopwith Camel wheels type 1 (Brassin)648658 Sopwith Camel wheels type 2 (Brassin)648659 Sopwith Camel seat (Brassin)648660 Sopwith Camel Vickers Mk.I gun (Brassin)648674 Sopwith Camel Rotherham air pumps (Brassin)3DL48038 Sopwith Camel SPACE (3D Decal set)648662 Sopwith Camel 20lb bomb carrier (Brassin) release 10/2021648676 Sopwith Camel Clerget engine (Brassin) release 10/2021648677 Sopwith Camel Bentley engine (Brassin) release 10/2021Cat. No. 644116Cat. No. 648659Cat. No. 648660Cat. No. 648676Cat. No. 648674Cat. No. 648662eduard37INFO Eduard - September 2021Page 38
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KITS 09/2021B-25J-10-NC, 43-35982, 428th BS, 310th BG, 12th AF, Ghisonaccia, Corsica, France, April 1945B-25J-1-NC, 43-27716, 445th BS, 321st BG 12th AF, Solenzara, Corsica, France, April 1945The 310th Bombardment Group was activated in March 1942 and designated as a medium bomber Group consisting of four squadrons. De-livered in June 1944, the 43-35982 ship nicknamed “Angel of Mercy” was flying with the 428th bomb squadron. She was one of 15 aircraft ofthe unit to fly the mission to the Rovereto on April 19, 1945. She was hit by shell fragments from AA fire and badly damaged prior to the bombdropping. Pilot-in-command, 1/Lt. W. S. McMillan managed to keep the ship on course with help of his co-pilot W. D. McLean, enabling thebombardier to drop the bombs on the target, the railroad bridge. The hits knocked out the hydraulic system and main gear, rear gunner A. S.Hatfield was wounded. The crew decided not to risk the overseas flight to the home base at Corsica and opted for another base of the 310th BGat Fano, Italy, where they managed to land the ship with only nose landing gear open. The “Angel of Mercy” ship was left in natural metal finish,so it had the horizontal band on the vertical tail surfaces separated by black bands. The colors for 310th BG as well as for the 428th BS wereyellow. The propeller spinner and the front of the engine covers were of the same color. The nose art of the nurse with a bomb under her armwas not accompanied by mission symbols on this aircraft.Constituted as 321st Bombardment Group (Medium) on June 19, 1942 and activated on June 26, the crews of the unit prepared for overseas dutywith B-25s. The 43-27716 ship got rather amusing nickname “Shit house mouse” and had the missions marked by black mice. On the enginecowl there was an inscription “Quaketown” (the town in Pennsylvania). The pilot of the ship and the Airplane Commander was 1/Lt. R. S. Elmerfrom December 1, 1944, to March 29, 1945. On the March 30 Elmer overhanded her to 1/Lt. R. G. Rice, who brought “Shit house mouse” to the endof the war. Until its 73rd mission the aircraft had only the Roman numeral I on the tail, after then Latin number 7 was added on the vertical finon December 14, 1944. The ship sported Olive Drab color over the upper and side surfaces, as was a common practice. Other surfaces were leftin natural metal finish. The outhouse was of brown color.eduard40INFO Eduard - September 2021Page 41
KITS 09/2021B-25J-10-NC, 43-28152, 501st BS, 345th BG, 5th AF, Luzon, Philippines, February 1944B-25J-1-NC, 43-27708, 488th BS, 340th BG, 12th AF, Corsica, France, 1945The 345th Bomb Group was first activated at Columbia Army AB in November 1942 and was christened the “Air Apaches” in July 1944. It wasthe first Air Force Combat Group to be sent to the Pacific in WWII. The group consisted of four squadrons, as usual with the medium bombergroups, one of them, the 501st squadron, had the nickname “Black Panthers”. The 43-28152 was assigned to the unit on October 22, 1944, andshortly afterwards nicknamed “Apache Princess” and assigned to pilot Roman Ohnemus. The ship was lost on May 27, 1945, when piloted by2/Lt Ted. U. Hart on the mission against Ensui airfield and rail yard on Formosa. Due to a navigational error and bad weather the squadronmissed the target and attacked sugar refinery and a brick plant at Mizukami and Meiji instead. The “Apache Princess” was hit by AA fire duringattack and her left engine caught fire. After releasing the bombs, Hart feathered the damaged engine, but the fire spread to the bomb bay andthe aircraft crash landed into the rice field. SSgt. Robert E. Bever was fatally wounded, the rest of the crew survived and became POW. Thereis no photo evidence of the port side of the ship, it is believed the beautiful and large nose art was only on the starboard side (although thewarbird with both sides painting of heavily modified theme exists). The original painting was a masterpiece of work of gifted Sgt. George M.Blackwell. The aircraft sported the older variant of the Group´s badge, the head of the Indian. It is possible it might be already replaced by latersimplified badge at the time it reached its sour end.The 340th Bomb Group was the “home” of Joseph Heller´s famous Catch 22 novel as the author flew with the unit during the wartimeas a bombardier. The group was activated on August 20, 1942 and arrived in the Mediterranean theater in March 1943. Assigned to the 9th AFand later to the 12th AF. On March 30, 1945, the 43-27708 ship named “Battli´n Betty” was flying the mission to bomb the Ora Rail DiversionBridge in northern Italy. Overflying the Brenner Pass just some 400 ft over the hills, the ship was hit by flak. The shells damaged right engineand bomb bay doors and knocked out the electrical release system. Unable to drop the bombs and with one engine stopped the pilots justmanaged to maneuver the ship to the Venice area, where all the crew of 1/Lt Emett W. Hughes bailed out and became POW. After captured byItalians they were handed over to Germans and forced to march 225 miles (!) to the Stalag Luft 7A in Moosburg, Germany. The “Battli´n Betty”and nice nose art of the woman with the javelin on the starboard side of the fuselage. Originally in natural metal finish the upper and side sur-faces were overpainted in Olive Drab. The areas of the vertical fins with unit code and serial number were also left in bare metal, at least forsome time. Joseph Heller flew several missions with this ship.eduard41INFO Eduard - September 2021Page 42
KITS 09/2021B-25J-1-NC, 43-3890, 82nd BS, 12th BG, 10th AF, Fenny, India, December 1945B-25J-10-NC, 43-36020, 501st BS, 345th BG, 5th AF, Tacloban, Philippines, April 1945Constituted as 12th Bombardment Group (Light) on November 20, 1940, the unit was activated on January 15, 1941. The crews trained withB-18, B-23 and PT-17 aircraft and patrolled the west coast after the Japanese attack on Pearl Harbour. The group was redesignated asMedium in December 1941 and started flying the B-25s early in 1942. After spell with 9th AF in Mediterranean theater the group, nicknamed“Earthquakers”, moved to India in February 1944 and was assigned to 10th AF. The 43-3890 was nicknamed “Milk Run” with paintings of fivesmall, adorable bulldogs. Bulldog was a squadron´s mascot, the term “Milk Run” was used for easy, low-risk missions and several otheraircraft were named similarly. The painting was a job of Capt. Norman L. Harms, one of the second pilots of the unit. The “Milk Run” ship waspainted in standard camouflage of Olive Drab upper and side surfaces with Neutral Gray from bottom.One of the paintings of Sgt. George M. Blackwell, who decorated several other aircraft of 345th Bomb Group, was the “Reina del Pacifico”(Queen of the Pacific), the B-25J-10-NC of serial number 43-36020. The large nose art was one of the most stunning paintings on the B-25s.Blackwell started this painting at the end of November, finishing it at the beginning of December 1944. The ship was shot down during themission over Saigon on April 28, 1945, when 2/Lt. M. R. Esty and 2/Lt M. E. Miller were in the pilot seats. All five crewmembers were killed inthe subsequent crash. The ship had the paint scheme of the Olive Drab on upper and side surfaces with Neutral Gray undersides and sportedthe earlier variant of the Indian emblem on the vertical fins. It is not known whether or not the newer, simplified version of the Air Apachesemblem was painted on the vertical fins prior to the crash of the Reina del Pacifico.eduard42INFO Eduard - September 2021Page 43
KITS 09/2021B-25J-1-NC, 43-27559, 380th BS, 310th BG, 12th AF, Peretola, Italy, April 1945B-25J-11, 43-36001, 75th BS, 42nd BG, 13th AF, Philippines, 1945The 43-27559 Mitchell nicknamed “She´s Engaged” was veteran of more than 100 missions. The ship was left in bare metal and sported pain-ting of beautiful sitting lady in summer dress painted according to one of paints of famous pre-war artist Alberto Vargas (as were many othernose arts). The original Vargas´s painting was later published in the Esquire calendar of January 1946. The ship was assigned to Sgt. Elton T.Larsen as a crew chief and to Lt. John W. Allen as a pilot. The identification band on the vertical fins consisted of the upper yellow one (310thBG colour) and lower blue one (color of the 380th BS). As with other bare metal ships in 310th BG, the bands were separated by black lines.The engine nacelles had Olive Drab upper insides; the same color was painted in front of the windshield (anti-glare panel). The Olive Drab wasalso used as a background for the bomb marks.The 42nd Bombardment Group (Medium) was activated on January 15, 1941, from the 7th BG (Heavy) at Fort Douglas, Utah. It was later nickna-med “Crusaders”. The 43-36001 ship was niocknamed “Nasty Nancy” and got painting of beautiful and scanty suited girl riding a torpedo.On April 10, 1945, the “Nasty Nancy” was assigned rather specific job. During the mission No. 48 of 42nd BG she was to fly a route over thecity of Saigon in broad daylight at the height of 10,000 ft as a decoy for Japanese fighters. The plan was to lure the enemy into a trap as therewere P-38s waiting for them above and ready to attack after the code sentence “Little friends, come down and play" was sent over the radioby the crew of Lt. Joseph Wright. Apart of the kills by P-38s, four Japanese fighters were shot down by gunners of the “Nasty Nancy”. The reargunner, Sgt. William Outlaw even used his .45 caliber pistol to shoot at the enemy fighters after his machine guns jammed. The ship had itsnose art painted on the starboard side of the front fuselage, the color scheme was usual in Olive Drab and Neutral Gray with yellow wingtipsand top of the vertical stabilizer and rudder. The groups´s badge was also painted on the vertical fins.eduard43INFO Eduard - September 2021Page 44
KITS 09/2021B-25J-5, 43-27952, 823rd BS, 38th BG, 5th AF, Morotai, Indonesia, November 1944B-25J-1-NC, 43-27540, 487th BS, 340th BG, 12th AF, Alesani, Corsica, France, March 1945The 38th Bombardment Group (Medium) was constituted on November 20, 1940, and activated on January 15, 1941, at Langley Army Air Base,Virginia. The initial personnel were transferred from the 22nd Bombardment Group. The 38th BG consisted of four squadrons, but two of themwere assigned to the 42nd BG after the Battle of Midway. The 823rd Bomb Squadron was constituted and assigned to the 38th BG in New Gui-nea on April 20, 1943, as well as the 822nd BS, the two bringing the 38th BG to the full strength of four squadrons again. The 823rd BS adoptedthe name „Terrible Tigers“ and started to decorate their aircraft correspondingly. It was also the case of the No. 952 ship, which was one of fewwith glass cockpit left, as many B-25Js of the 38th BG were either original strafers with solid nose or modified with the glass nose paintedover. The “952” was assigned to Lt. John W. Lupardus as a pilot. The tiger´s head was partly painted over the glass part of the nose of the ship,the camo colors were standard Olive Drab and Neutral Gray. The lower part of the fin was either green or blue. The blue was assigned to thesquadron, but the green was also used on some aircraft as it did not intervene with markings of other squadrons (the 405th BS used alsogreen color, but on the upper part of the finsOne of the most famous squadrons within the 37th Bombardment Wing at the end of the war were the Dogfaces, the 478th BS. It was decidedone of the squadrons of the 37th Bomb Wing should honor the bravery and misery of the soldiers on the ground, and it was decided by thepersonnel to do it by means of paintings of the characters of the famous cartoons of Bill Mauldin. Mauldin himself sketched twelve charactersbased on his often-featured infantrymen Willie and Joe. The 43-27540 ship was nicknamed “Watch Copier” according to the painting of thesoldier checking his watches. Other known ships decorated in the honor of the infantrymen were for example “Uncle Willie”, “Supper Unit Ra-tion K” or “G. I. Joe”. These impressive paintings were made by Sgt. Greg Moore and Sgt. Durley Bratton with assist of sergeant Gavette duringJanuary of 1945. The ship with code 7E was flown by several pilots most frequently by Lieutenants C. Cook and B. O. Lyons. The “Watch Copier”ship was painted in Olive Drab/Neutral Gray finish, supplemented with blue spinner and front of the engine nacelles. At the end of the war, shehad 142 missions flown.eduard44INFO Eduard - September 2021Page 45
KITS 09/2021OVERTREESB-25J glass noseCat. No. 2140X1/72Product pageProduct pageCat. No. 2140-LEPT1Recommended for B-25J72424 B-25J exterior (PE-Set)72425 B-25J bomb bay (PE-Set)73007 Ammunition Belts US Cal.0.50 (PE-Set)672038 US 250lb bombs (Brassin)672039 US 500lb bombs (Brassin)672092 M-2 Browning guns (Brassin)672244 US 1000lb bombs (Brassin)Cat. No. 672092Cat. No. 672038Cat. No. 73007Cat. No. 672244eduard45INFO Eduard - September 2021Page 46
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KITS 09/2021MiG-21M, 1st Squadron, 4th Fighter Air Regiment, Pardubice air base, Czechoslovakia, June 1989MiG-21MF, No. 23+15, Jagdgeschwader 1, Holzdorf, Germany, 1990The relaxing of the political strictness through 1989, along with the disbandment of Pardubice’s 4th slp, gave rise to somethingas yet unheard of. Two more or less clothed ladies graced the noses of a MiG-21M. Greater scorn was provoked by the markingsdenoting ‘Pardubice’ and ‘4.slp’ (translator’s note: typically, the period behind the number is the equivalent to the English ‘st’, ‘th’or ‘nd’, so that the 4. is equivalent to 4th , the 1. to the 1st, and so on), since these bits of information were still strictly classified.The inspiration for the artwork on ‘1113’ was pin up on B-24 „Barbara Jean“ from the Second World War. The image was projectedand transferred onto the aircraft with the use of a Meotar apparatus, and this aircraft made it into the air at least once with thepin-up in place.These aircraft were updated to MF standard likely during their general overhaul in 1987. They were given the rear view periscopemounted in the canopy and had the small wing fences added adjacent to the auxiliary air intake doors. The R-13 power egg wasadded already during the midlife upgrade. Aircraft after general overhauls in April 1986, retained their original look without paint,the wheel wells were a grey-green color, and the air brake interiors were painted their usual dense yellow color.After the reunification of Germany in 1990, all assets of the National Peoples' Army were absorbed into the Bundeswehr. In thecase of combat aircraft, this included the MiG-21, -23, -29 and Su-22. Due to basic incompatibilities, the MiG-21 did not last longin the Luftwaffe. In 1990, the MiG-21MF served in the ranks of JG 1 and with one Staffel of JG 3. JG 1 was based at Holzdorf. It washere that MiG-21MF 23+15 (ex 510 of the East German Air Force) received the sharkmouth along with the other colourful mar-kings.eduard47INFO Eduard - September 2021Page 48
KITS 09/2021MiG-21MF, No. 9107, Mjr. Dariusz Pacek, CO of 10. Pułk Lotnictwa Myśliwskiego, Łask, Poland, 2000MiG-21MF, No. 1019, 1st Lt. Sadik, No. 11 Squadron, Al Rasheed Air Base, Iraq, 1980On May 7th, 1974, MiG-21MF, serial number 969107, was handed over to the Polish Air Force, along with another example. Up untilJanuary 9th, 1990, it served with the 41st PLM, after which it served with the 10th PLM. On the occasion of the fifty-fifth anniver-sary of the end of the Second World War, the upper and side surfaces were painted in gold. The author of this scheme was thecrewchief, st.chor. Piotr Polit. In 2007, the aircraft was transferred to the Polish Air Force museum in Krakow.The gold paint on the upper and side surfaces was complimented by a commemoration of the anniversary together with the 1stSquadron unit marking, and the emblem of the 10th PLM on the nose. The lower surfaces remained in natural metal.MiG-21MF numbered 1019 took part in the Yom Kippur War when it served as part of the expeditionary force with No. 11 Squadronwhen it was sent to Syria. On October 22nd, 1973, according to Arab sources unconfirmed by Israeli ones, Namiq Saadallah shotdown an Israeli Mirage III. Seven years later, in the war with Iran, 1st Lt. Sadik shot down an Iranian F-4E Phantom II with anR-13M missile flying this airplane.The front of the aircraft carried the Arabic numerals 1019 and below the windscreen was a record of the kills achieved in thisaircraft.eduard48INFO Eduard - September 2021Page 49
KITS 09/202148702 MiG-21MF exterior (PE-Set)48704 MiG-21 ladder (PE-Set)FE952 MiG-21MF seatbelts STEEL (PE-Set)FE1216 MiG-21MF Weekend (PE-Set)644048 MiG-21MF LööK (Brassin)644055 MiG-21MF early LööK (Brassin)644087 MiG-21MF early LööKplus (Brassin)644088 MiG-21MF LööKplus (Brassin)648025 Rocket launcher UB-16 and UB-32 (Brassin)648026 MiG-21 wheels (Brassin)648030 MiG-21 seat late (Brassin)648036 MiG-21MF interior late (Brassin)648040 RS-2US / AA-1 Alkali (Brassin)648049 MiG-21 wheel wells (Brassin)648064 MiG-21 late airbrakes (Brassin)648080 MiG-21 undercarriage legs BRONZE (Brassin)648125 R-3S / AA-2 Atoll-A (Brassin)648126 OFAB-100 Soviet bombs (Brassin)648127 OFAB-250 Soviet bombs (Brassin)648490 MiG-21 F.O.D. (Brassin)648445 R-13M missiles (Brassin)3DL48034 MiG-21MF SPACE (3D Decal set)EX337 MiG-21MF Weekend (Mask)EX526 MiG-21MF w/ canopy seal (Mask)EX636 MiG-21MF TFace (Mask)Recommended for MiG-21MFCat. No. 644048Cat. No. 648445Cat. No. 648049Cat. No. 648080eduard49INFO Eduard - September 2021Page 50
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KITS 09/2021Fw 190D-11, WNr. 2200XX, Ltn. Karl-Heinz Hofmann, Platzschutzschwarm of JV 44, München – Riem,Germany, May 1945Fw 190D-11, WNr. 2200XX, VFS des G. d. J., Bad Wörishofen, Germany, March - April 1945Fw 190D-11, WNr. 220014, VFS des G. d. J., Bad Wörishofen, Germany, April 1945The most famous unit which flew the Fw 190D is JV 44. Up to this time, five Focke-Wulf Fw 190Ds are known to have been usedby JV 44, part of the so-called 'Sachsenberg Schwarm'. Fancy, red lower surfaces with white stripes were used as a recognitionfeature to prevent friendly AA fire. These Doras protected Me 262 Schwalbe jets from JV 44 during their most vulnerable phaseof flight – take-off and landing. 'Red 4', with the 'Der nächste Herr – die selbe Dame' inscription is documented as being flown byLt. Karl-Heinz Hofmann. The inscription can be translated as 'different man, same woman'. This Dora ended her life at München--Riem airfield.Based on the post-war pictures, it is clear that Fw 190D-11 'Red 4' from the famous 'Sachsenberg Schwarm' was previously usedby Verbandsführerschule des G. d. J. under the designation '< 58' at Bad Wörishofen. This school unit offered specialized trainingfor fighter unit leaders. As this unit was a pilot school, the white spinner spiral, typical for frontline fighters, was not present.Verbandsführerschule des General der Jagdflieger was founded in September 1944, by Adolf Galland in Königsberg in derNeumark (located in western Poland nowadays), where it was based until February 1945. The beginning of February 1945, sawthe unit at Bad Wörishofen, and the VFS des G. d. J. had operated from this airfield till April 27, 1945, when it was disbanded. ThisDora, WNr. 220014, was found at this airfield along with other D-11s used by VFS des G. d. J. The gun covers and upper part ofengine cowling are unusually camouflaged with RLM 82.eduard51INFO Eduard - September 2021Page 52
KITS 09/2021Fw 190D-13, WNr. 836016, V./EJG 2(?), Pilsen – Bory, Protektorat Böhmen und Mähren, May 1945Fw 190D-13/R11, WNr. 836017, Stab./JG 26, Flensburg-Weiche, Germany, May 1945Fw 190D-13/R11, WNr. 836017, Flensburg – Weiche, Germany, summer 1945Only two Fw190D-13s are currently photographically documented. This one was found at Pilsen – Bory airfield with the enginedismantled at the end of the war. The Black Stab marking on the fuselage shows that this particular aircraft was flown by theGruppenkommandeure. The exact operator of this Dora is not known, and V./EKG 2 formed from I./EKG(J) is one of the possibi-lities. If this theory is correct, then this Dora was flown by Hptm. Walter Grasemann. Nevertheless, thanks to confusion duringfinal days of the war, this aircraft could also have been flown by other units, such as JG 2 or JG 6. The series of at least fifteenFw 190D-13s was manufactured by Weser Flugzeugbau in March and April, 1945.This aircraft had belonged to JG 26 and was captured by the RAF at Flensburg–Weiche airfield on May 5, 1945. It is highly possible that thisaircraft was flown by Major Franz Götz, CO of JG 26 (Ritterkreuz holder, 63 victories). Yellow '10' is said to be Götz´s lucky number. The smallAce of Spades badge on both fuselage sides refers to his career in the role of III./JG 53 'Pik As' commanding officer. The small inscription onthe lower part of the cowling is not accurately known – the most often mentioned likelihood is 'Kontrolliert', seen on other German aircraft. TheR11 designation indicates installation of the PKS 12 autopilot, and the letter 'R' stands for Rüstsatz ('additional set' in German). The WFG factorycamouflage scheme was darkened using RLM 81 and RLM 82 colours.This Dora was captured by the Royal Air Force at Flensburg-Weiche airfield. The German national insignia was overpainted witha dark blue-grey colour by British personel with strangely positioned small white stars on the fuselage and wings. The inscrip-tion 'USA 14' was handpainted on the starboard side of the tail also. This aircraft took part in two mock dogfights with a HawkerTempest Mk.V on July 25, 1945. The Dora was flown by German pilots – Maj. Heinz Lange (former Kommodore of JG 51, Ritter-kreuz holder, 70 victories) a Oblt. Günther Josten (former Kommandeure of IV./JG 51, 178 victories). Based on this evaluation,both aircraft were considered to be nearly equal except for speed at height where the Dora was better. This Dora was handedover to the Americans and shipped overseas via Cherbourg, France, aboard the British aircraft carrier HMS Reaper to the U.S.A.It was restored and found its way to the Museum of Flight in Seattle, WA. Unfortunately, the reconstruction of the camouflagescheme is not accurate.eduard52INFO Eduard - September 2021Page 53
KITS 09/2021OVERTREESOVERTREESFw 190D-11Fw 190D-13Cat. No. 8185XCat. No. 8186X1/481/48Product pageProduct pageProduct pageCat. No. 8185-LEPT1Recommended for Fw 190D-11/13Cat. No. 3DL48035481066 Fw 190D-11/13 (PE-Set)FE1211 Fw 190D-9 seatbelts STEEL (PE-Set)648150 Fw 190 wheels late (Brassin)648356 Fw 190A wingroot gun bays (Brassin)3DL48035 Fw 190D-11/13 SPACE (3D Decal set)Cat. No. 648150Cat. No. 648356Cat. No. FE1211eduard53INFO Eduard - September 2021Page 54
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KITS 09/2021F Mk.VIII, JF330, AVM Harry Broadhurst, Africa, 1943F Mk.VIII, JF470, 308th FS, 31st FG, 12th AF, Fano Air Base, Italy, 1944 – 1945F Mk.VIII, JF404, No. 32 Squadron RAF, Foggia Air Base, Italy, Early 1944Harry Broadhurst joined the RAF in 1926. He became an outstanding display pilot and was promoted to CO of various units. Hetook part in the Battle of Britain and managed to shoot down two Bf 109s on July 2, 1941. Unfortunately, he was downed by AA fireduring the same combat sortie. Five days later, Broadhurst´s aircraft was damaged yet again, the successful pilot on the Germanside being Hptm. Josef Priller, the JG 26 fighter ace. By August 19, 1942, Broadhurst was credited with 13 confirmed kills,7 probable kills and 10 damaged enemy aircraft. He was promoted to Air Vice Marshall and took command of the Desert Air For-ce in January 1943. As the commanding officer he had the right to use his initials as his aircraft code. The AVM pennant appearedunder the windscreen. The aircraft was desert camouflaged and was equipped with extended wingtips.The 31st Fighter Group flew Spitfire Mk.Vs, Mk.VIIIs and Mk.IXs from June 1943 till March 1944. The Group was subsequently re--equipped with P-51 Mustangs but a few Spitfires were retained as hacks. Mustangs flown by this FG had red-yellow stripes onthe wing tips. The red color was closer to the wingtips, but it is not clear if the red color position was the same on this Spitfire.The wingtip appears to be yellow in available photos. The camouflage is probably that for high altitude fighters and consists ofMedium Sea Grey on upper and PRU blue on lower surfaces. Note the clipped wings.The high altitude fighter camouflage scheme adorned this Spitfire as well. In accordance with regulations, red-blue cockadeswere painted on the fuselage and upper sides of the wings. No national insignia was applied on the bottom of the wings. A photoof this aircraft shows that the GZ code letters did not adhere to regulations on the right side of the fuselage.The aircraft was equipped with extended wingtips.eduard55INFO Eduard - September 2021Page 56
KITS 09/2021LF Mk.VIII, MD280, F/Lt. Paul Ostrander, No. 155 Squadron RAF, Burma, 1945LF Mk.VIII, MT714, F/Lt A. W. Guest, No. 43 Squadron RAF, Ramatuelle Air Field, France, August 1944HF Mk.VIII, W/Cdr Robert Gibbes, CO of No. 80 Fighter Wing, Dutch East Indies, 1945Paul Ostrander, a Canadian from Winnipeg, joined No. 155 Squadron in India in May 1944 and flew Spitfire Mk.VIIIs from July ofthe same year and successfully completed his combat tour in May, 1945. Ostrander´s Spitfire wore white identification stripeson the wings and tail. It is not clear if a white stripe on the fin is present but this stripe would have been part of the prescribedstandard. Both possibilities are possible in this kit. The badge on the nose is based on the Chindits marking – troop units activeagainst the Japanese armed forces in the jungle behind enemy lines.Fifteen Spitfire Mk.VIIIs were delivered to No. 43 Squadron RAF, in July 1944. Squadron pilots flew them till October of the sameyear from Calvi Air Field, Sardinia, and from various bases located in Southern France. This Spitfire wore the day fighter ca-mouflage scheme. It was accepted by the RAF in June 1944 and assigned to No. 43 Squadron on July 13, 1944. MT714 was writtenoff on March 14, 1946.The Spitfire Mk.VIII flown by W/Cdr Bobby Gibbes, a fighter ace credited with 12 kills (2 shared), carried the marking of No. 457Squadron, RAAF. The kill marks under the canopy are inclusive of Gibbes´ score from the Mediterranean Theatre of Operati-ons. He served with No. 3 Squadron RAAF at that time. The quick identification marking composed of white leading edges of thewings, appeared on Australian Spitfires in mid 1943 for the first time and No. 80 Fighter Wing subsequently adopted them.At least two versions of the sharkmouth were painted on this Spitfire, and we offer up the earlier style. Note the up-side downoriented ace of spades on the rudder.eduard56INFO Eduard - September 2021Page 57
KITS 09/2021OVERTREESSpitfire Mk.VIIICat. No. 8294X1/48Product pageProduct pageCat. No. 8284-LEPT1Recommended for Spitfire Mk.VIII49708 Spitfire Mk.VIII (PE-Set)648099 Spitfire exhaust stacks fishtail (Brassin)648115 Spitfire wheels - 4 spoke (Brassin)648118 Spitfire wheels - 4 spoke w/pattern (Brassin)648120 Spitfire - radio compartment (Brassin)648199 Spitfire Mk.VIII cockpit (Brassin)648200 Spitfire Mk.VIII engine (Brassin)648201 Spitfire Mk.VIII gun bays (Brassin)648338 Spitfire Mk.VIII top cowl (Brassin)648380 Spitfire Mk.VIII / IX cockpit door (Brassin)648589 Spitfire Mk.I undercarriage legs BRONZE (Brassin)3DL48039 Spifire Mk.VIII SPACE (3D Decal set)D48048 Spitfire Mk.VIII over Europe (Decal set)D48049 Spitfire Mk.VIII over Pacific (Decal set)Cat. No. 648120Cat. No. 648199Cat. No. 648200eduard57INFO Eduard - September 2021Page 58
09/2021LööK set - Brassin pre-painted dashboardand STEEL seatbelts for Me 163B in 1/48 scale.Easy to assemble, replaces plasc parts.Recommended kit: Gaspatch ModelsSet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painng mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Sopwith Camel in 1/48scale. Easy to assemble, replaces plasc parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painng mask: no644117Me 163B LööK1/48 Gaspatch Model644116Sopwith Camel LööK1/48 EduardProduct pageProduct pageeduard58INFO Eduard - September 2021Page 59
Brassin set - the gun bays for Tempest Mk.IIin 1/48 scale. The set consists of the gunbays for both wings.Recommended kit: Eduard/Special HobbySet contains:- resin: 24 parts- decals: no- photo-etched details: yes- painng mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Lancaster B Mk.Iin 1/48 scale. Easy to assemble, replacesplasc parts. Recommended kit: HKMSet contains:- resin: 4 parts- decals: no- photo-etched details: yes, pre-painted- painng mask: no648638Tempest Mk.II gun bays1/48 Eduard/Special Hobby644118Lancaster B Mk.I LööK1/48 HKMBRASSIN 09/2021Product pageProduct pageeduard59INFO Eduard - September 2021Page 60
BRASSIN 09/2021Brassin set - the undercarriage wheelsfor Sopwith Camel in 1/48 scale. Easy toassemble, replaces plasc parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: no- painng mask: yesBrassin set - the undercarriage wheelsfor Lancaster B Mk.I in 1/48 scale. Theset consists of the main wheels and a tailwheel. Easy to assemble, replaces plascparts. Recommended kit: HKMSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painng mask: yes648657Sopwith Camel wheels type 11/48 Eduard648656Lancaster B Mk.I wheels1/48 HKMProduct pageProduct pageeduard60INFO Eduard - September 2021Page 61
Brassin set - the pilot seat for Sopwith Camelin 1/48 scale. Easy to assemble, replaces plascparts. Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painng mask: noBrassin set - the undercarriage wheels forSopwith Camel in 1/48 scale. Easy to assemble,replaces plasc parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: no- painng mask: yes648659Sopwith Camel seat1/48 Eduard648658Sopwith Camel wheels type 21/48 EduardBRASSIN 09/2021Product pageProduct pageeduard61INFO Eduard - September 2021Page 62
BRASSIN 09/2021Brassin set - the undercarriage wheels for SpiireMk.V in 1/48 scale. The set consists of the mainwheels and a tail wheel. Easy to assemble, repla-ces plasc parts. Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painng mask: yesBrassin set - the Vickers Mk.I guns for SopwithCamel in 1/48 scale. The set consists of two guns.Easy to assemble, replaces plasc parts.Recommended kit: EduardSet contains:- resin: 4 parts- decals: no- photo-etched details: yes- painng mask: no648664Spitre Mk.V wheels1/48 Eduard648660Sopwith Camel Vickers Mk.I gun1/48 EduardProduct pageProduct pageeduard62INFO Eduard - September 2021Page 63
Brassin set - the gun bays for SpiireMk.Vb in 1/48 scale. The set consistsof the gun bays for both wings.Recommended kit: EduardSet contains:- resin: 28 parts- decals: no- photo-etched details: yes- painng mask: noBrassin set - the gun bays for SpiireMk.Vc in 1/48 scale. The set consists of thegun bays for both wings. Recommendedkit: EduardSet contains:- resin: 52 parts- decals: no- photo-etched details: yes- painng mask: no648665Spitre Mk.Vb gun bays1/48 Eduard648666Spitre Mk.Vc gun bays1/48 EduardBRASSIN 09/2021Product pageProduct pageeduard63INFO Eduard - September 2021Page 64
BRASSIN 09/2021Brassin set - the exhaust stacks for SpiireMk.V in 1/48 scale. Easy to assemble,replaces plasc parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: yes- painng mask: noBrassin set - the exhaust stacks for SpiireMk.V in 1/48 scale. Easy to assemble,replaces plasc parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: no- painng mask: no648668Spitre Mk.V three-stacks exhausts shtail1/48 Eduard648667Spitre Mk.V three-stacks exhausts rounded1/48 EduardProduct pageProduct pageeduard64INFO Eduard - September 2021Page 65
Brassin set - the undercarriage legs for SpiireMk.Va and Mk.Vb in 1/48 scale. The set consistsof the main undercarriage legs and wheel welldoors. The legs are made of bronze. Easy toassemble, replaces plasc parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: no- painng mask: no- bronze: 2 partsBrassin set - the undercarriage legs forSpiire Mk.Vc in 1/48 scale. The set con-sists of the main undercarriage legs andwheel well doors. The legs are made ofbronze. Easy to assemble, replaces plascparts. Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details: no- painng mask: no- bronze: 2 parts648670Spitre Mk.Va/b undercarriage legs BRONZE1/48 Eduard648671Spitre Mk.Vc undercarriage legs BRONZE1/48 EduardBRASSIN 09/2021Product pageProduct pageeduard65INFO Eduard - September 2021Page 66
BRASSIN 09/2021Brassin set - the undercarriage wheels forSabre F.4 in 1/48 scale. The set consists ofthe main wheels and a nose wheel. Easyto assemble, replaces plasc parts.Recommended kit: AirxSet contains:- resin: 5 parts- decals: no- photo-etched details: no- painng mask: yes648673Sabre F.4 wheels1/48 AirxProduct pageBrassin set - the oil pumps for SopwithCamel in 1/48 scale. The set consists of 6pumps. Easy to assemble, replaces plascparts. Recommended kit: EduardSet contains:- resin: 6 parts- decals: no- photo-etched details: yes- painng mask: no648674Sopwith Camel Rotherham air pumps1/48 EduardProduct pageeduard66INFO Eduard - September 2021Page 67
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BRASSIN 09/2021Collection of 4 sets for Tempest Mk.II in 1/48 scale.Recommended kit: Eduard/Special Hobby.- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- exhaust stacks- undercarriage wheels644115Tempest Mk.II LööKplus1/48 Eduard/Special HobbyProduct pageeduard68INFO Eduard - September 2021Page 69
Product pageCollection of 4 sets for Fw 190F-8 in 1/48 scale.Recommended kit: Eduard- undercarriage legs BRONZE- cockpit- PE landing aps- undecarriage wheelsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30%.SIN64877Fw 190F-8 ESSENTIAL1/48 EduardBRASSIN 09/2021eduard69INFO Eduard - September 2021Page 70
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Cat. No. D32013P-51D-5 "8th AF"1/32 Tamiya/RevellProduct pageDECAL SETS 09/202144-13660, Lt. Kenneth A. Skinner,79th FS, 20th FG, 8th AF, King´s Cliffe,Northamptonshire, Great Britain, Autumn 194444-13619, Lt. Robert W. Graham,487th FS, 352nd FG, 8th AF, Bodney,Norfolk, Great Britain, July 194444-13410, Col. Thomas J. J. Christian, 375th FS, 361st FG, 8th AF,Bottisham, Cambridgeshire, Great Britain, July 194444-13760, Capt. Glenn M. Webb,79th FS, 20th FG, 8th AF, Northamptonshire,King´s Cliffe, Great Britain, October 194444-13471, Capt. Evan M. Johnson, 505th FS,339th FG, 8th AF, Fowlmere, Cambridgeshire,Great Britain, May 1944eduard78INFO Eduard - September 2021Page 79
44-13660, Lt. Kenneth A. Skinner,79th FS, 20th FG, 8th AF, King´s Cliffe,Northamptonshire, Great Britain, Autumn 194444-13619, Lt. Robert W. Graham,487th FS, 352nd FG, 8th AF, Bodney,Norfolk, Great Britain, July 1944Cat. No. D72034B-25J stencils1/72 HasegawaCat. No. D32014Italian smoke rings camouage1/32Cat. No. D72035Su-7 stencils1/72 ModelsvitProduct pageProduct pageProduct pageDECAL SETS 09/2021eduard79INFO Eduard - September 2021Page 80
32468 F-100C exterior 1/3232473 F-100C interior pt.2 1/3232989 F-100C interior 1/3233285 F-100C seatbelts STEEL 1/32JX277 F-100C 1/3232469 F-100C slats 1/3232470 F-100C air brake 1/3232471 F-100C undercarriage 1/3232472 F-100C gun bay 1/32481056 B-17F ammo feed chutes 1/48491182 B-17F radio compartment 1/48491201 B-17F wooden oors & ammo boxes 1/48BIG33136 F-100C PART I 1/32 TrumpeterBIG33137 F-100C PART II 1/32 TrumpeterBIG49300 B-17F part III 1/48 HKMAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.Product pageProduct pageProduct pageeduard80INFO Eduard - September 2021Page 81
491192 Ju 87D 1/48FE1193 Ju 87D seatbelts STEEL 1/48EX089 Ju 87D/G Stuka 1/4849103 Remove Before Flight STEEL491194 F/A-18E 1/48FE1195 F/A-18E seatbelts STEEL 1/48EX786 F/A-18E 1/48491196 IA-58A Pucara 1/48FE1197 IA-58A Pucara seatbelts STEEL 1/48EX788 IA-58A Pucara 1/48BIG49301 Ju 87D 1/48 Hasegawa/ Hobby 2000BIG49302 F/A-18E 1/48 MengBIG49303 IA-58A Pucara 1/48 KineticAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.Product pageProduct pageProduct pageeduard81INFO Eduard - September 2021Page 82
MASKS 09/2021EDUARD MASK IT FITS!EX800 Fw 190D-11/13 TFace 1/48 EduardEX801 P-51K TFace 1/48 EduardEX802 F-4B 1/48 TamiyaEX803 F-4B TFace 1/48 TamiyaEX804 Ar 234B TFace 1/48 Hasegawa/ Hobby 2000CX604 Vulcan B.2 1/72 AirxCX605 F-14B 1/72 GREAT WALL HOBBYCX606 A-4E 1/72 FUJIMI/Hobby 2000CX606CX606EX800EX802 EX802EX803EX804CX604CX605CX605CX605CX604CX604EX804 EX804EX803EX803EX800 EX800eduard82INFO Eduard - September 2021Page 83
KITS82105 P-51K 1/48 ProPACK2140 ANGEL OF MERCY 1/72 Limited edition11151 CAMEL & Co. 1/48 Limited edition84177 MiG-21MF 1/48 Weekend edition8185 Fw 190D-11/13 (reedice) 1/48 ProPACK8284 Spitre Mk.VIII (reedice) 1/48 ProPACKPE-SETS53269 SMS Szent István 1/350 Trumpeter53270 SMS Szent István railings 1/350 Trumpeter53271 SMS Szent István ags STEEL 1/350 Trumpeter36467 Sd.Kfz.2 Kettenkraftrad 1/35 Tamiya36468 IDF Shot Kal 1/35 Amusing Hobby36469 IDF Shot Kal turret boxes 1/35 Amusing Hobby36470 Marder I on FCM 36 base 1/35 ICM36471 Panzerkampfwagen IV Ausf.G 1/35 Tamiya481061 Lancaster B Mk.I bomb racks 1/48 HKM481062 Lancaster B Mk.I undercarriage 1/48 HKM481066 Fw 190D-11/13 1/48 Eduard491212 F-4B 1/48 Tamiya73747 F-4E 1/72 Fine Molds73749 F-14B 1/72 GREAT WALL HOBBY73750 A-4E 1/72 FUJIMI/Hobby 200073751 Bf 109E-1 1/72 Special HobbyZOOMSFE1212 F-4B 1/48 TamiyaFE1213 F-4B seatbelts STEEL 1/48 TamiyaFE1214 P-51K seatbelts STEEL 1/48 EduardFE1215 Sopwith Camel seatbelts STEEL 1/48 EduardFE1216 MiG-21MF Weekend 1/48 EduardSS747 F-4E 1/72 Fine MoldsSS749 F-14B 1/72 GREAT WALL HOBBYSS750 A-4E 1/72 FUJIMI/Hobby 2000MASKSEX800 Fw 190D-11/13 TFace 1/48 EduardEX801 P-51K TFace 1/48 EduardEX802 F-4B 1/48 TamiyaEX803 F-4B TFace 1/48 TamiyaEX804 Ar 234B TFace 1/48 Hasegawa/ Hobby 2000CX604 Vulcan B.2 1/72 AirxCX605 F-14B 1/72 GREAT WALL HOBBYCX606 A-4E 1/72 FUJIMI/Hobby 2000BIGEDsBIG33136 F-100C PART I 1/32 TrumpeterBIG33137 F-100C PART II 1/32 TrumpeterBIG49300 B-17F part III 1/48 HKMBIG49301 Ju 87D 1/48 Hasegawa/ Hobby 2000BIG49302 F/A-18E 1/48 MengBIG49303 IA-58A Pucara 1/48 KineticBRASSINY644116 Sopwith Camel LööK 1/48 Eduard644117 Me 163B LööK 1/48 Gaspatch Model644118 Lancaster B Mk.I LööK 1/48 HKM648638 Tempest Mk.II gun bays 1/48 Eduard/Special Hobby648656 Lancaster B Mk.I wheels 1/48 HKM648657 Sopwith Camel wheels Type 1 1/48 Eduard648658 Sopwith Camel wheels Type 2 1/48 Eduard648659 Sopwith Camel seat 1/48 Eduard648660 Sopwith Camel Vickers Mk.I gun 1/48 Eduard648664 Spitre Mk.V wheels 1/48 Eduard648665 Spitre Mk.Vb gun bays 1/48 Eduard648666 Spitre Mk.Vc gun bays 1/48 Eduard648667 Spitre Mk.V three-stacks exhausts rounded 1/48 Eduard648668 Spitre Mk.V three-stacks exhausts shtail 1/48 Eduard648670 Spitre Mk.Va/b undercarriage legs BRONZE 1/48 Eduard648671 Spitre Mk.Vc undercarriage legs BRONZE 1/48 Eduard648673 Sabre F.4 wheels 1/48 Airx648674 Sopwith Camel Rotherham air pumps 1/48 EduardLookPLUS644114 B-17F LööKplus 1/48 HKM644115 Tempest Mk.II LööKplus 1/48 Eduard/Special HobbyBRASSINSIN64874 Fw 190F-8 ESSENTIAL 1/48 EduardDECAL SETSD32013 P-51D-5 "8th AF" 1/32 Tamiya/RevellD32014 Italian smoke rings camouage 1/32D72034 B-25J stencils 1/72 HasegawaD72035 Su-7 stencils 1/72 ModelsvitSPACE3DL48034 MiG-21MF SPACE 1/48 Eduard3DL48035 Fw 190D-11/13 SPACE 1/48 Eduard3DL48036 P-51K-5 SPACE 1/48 Eduard3DL48037 P-51K-10 SPACE 1/48 Eduard3DL48038 Sopwith Camel SPACE 1/48 Eduard3DL48039 Spire Mk.VIII SPACE 1/48 Eduard3DL48040 F-4B SPACE 1/48 TamiyaSeptember 2021September releasesPage 84
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BUILTB7190, Capt. Walter G. R. Hinchliffe, C Flight, No. 10(N) Sqn RNAS, Téteghem, France, March 1918"Hinch", as Walter Hinchliffe was called, scored six kills during World War I, all when at controls of a Camel. He shot down his second and thirdvictims on the one of serial number B7190. Hinchliffe served with the artillery at the start of the Great War, only joining the ranks of the RNAS(Royal Navy Air Service) in 1916. He completed his pilot training and served as an instructor at the RNAS base at Cranwell afterwards. There heclocked an incredible 1,250 flight hours in thirteen months. It was not until January 1918 that he joined No. 10 Sqn RNAS. He scored his first killon February 3 when he shot down an Albatros D.V., his last one occured on May 19. On June 3 he suffered serious head and facial injuries aftera crash and lost his left eye. After the War he flew as an airline pilot. In 1928 he attempted to fly across the Atlantic. He took off from CranwellAirport on March 13 with co-pilot Elsie Mackay. They have not been seen since... "Hinch's" Camel bore a striking livery with blue and whitestripes on the nose and a blue fuselage spine. There was a drawing of a devil on the wheel discs, the German word DONNERWETTER behindthe cockpit, possibly on both sides, and a symbol, which was, according to the only known photo of this part of the aircraft, probably stylizedcombination of the letters W and H on the ridge of the aft fuselage. Upper and sides were probably in PC10 color. Camel B7190 was built by theClayton & Shuttleworth company and was powered by a Bentley B.R.1 engine.eduard85INFO Eduard - September 2021Page 86
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BUILTF1471, 185th Aero Sqn USAS, Colombey-les-Belles, France, March 1919The 185th Aero Squadron of USAAC was established on November 11, 1917, at Kelly Field, Texas, by transferring some personnel from the 24thAero Squadron. The entire unit then embarked aboard the RMS Adriatic in late January 1918 and arrived in Liverpool on February 16. After thepersonnel undergo training, they moved to France on August 12 to the American Rest Camp No. 2 at Le Havre. From there they proceeded toSt. Maxient Replacement Barracks for ground training and then to Colombey-les-Belles for further aerial training. However, due to the needto resupply other units, seventeen pilots with completed training were transferred elsewhere. The 185th Aero Squadron itself did not receiveits Camels until September 12 after moving to Rembercourt airfield. At the same time, it was the first U.S. unit designated for night fighter duty.However, the pilots were not trained for such a task, nor did the equipment of the airfield and aircraft were sufficient for it. This Camel wasdelivered to the unit two days after the Armistice and remained in the unit's inventory even after it moved back to Colombey-les-Belles andchanged their Camels for Spads XIII in February 1919. This Camel received a coat of white paint on the fuselage during this period. Upper sidesof wings remained in PC10. The squadron emblem, a black bat in an orange circle, was painted on the aircraft after the war. The F1471 Camelwas manufactured by Boulton & Paul and was powered by a Gnome engine.eduard87INFO Eduard - September 2021Page 88
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BUILTSpitfire Mk.Vc Trop, Lt. Richard Alexander, 2nd FS, 52nd FG, 12th AF, Borgo, Corsica, early 1944Richard Alexander was one of the original Eagle Squadron pilots and his service fairly reflects the story of all Americans fighting on Spitfires.His teethed QP-A was one of the last “Fives” finishing their service with 2nd FS at Borgo airport in Corsica, still in the beginning of 1944. In June1943, when 2nd FS was still stationed at La Sebala airport in Tunisia, its members gave the unit the nickname “American Beagle Squadron”,a play with words on the account of the more famous Eagle squadrons. The American Beagle Squadron marking was painted on several 2ndFS Spitfires and was also carried on Alexander’s aircraft together with some other emblems on various locations of the fuselage. It needs tobe stated, that the achievements of the whole 52nd FG on both Spitfires as well as Mustangs after the integration into 15th AF, did not fall shortof achievements of their more famous colleagues from 8th AF and made its mark in the history of the American aviation.eduard89INFO Eduard - September 2021Page 90
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BUILTSpitfire Mk.Vb, BL255, Lt. Dominic S. Gentile, 336th FS, 4th FG, 8th AF, Debden, Essex,United Kingdom, August 1942The third and last Eagle squadron, 133rd formed in July 1941 at RAF airbase Coltishall, was in 1942 the first American squadron re-equippedwith Spitfires Mk.IX. However, the unit lost its twelve „Nines“ in only three days before Eagle squadron was transferred under the USAAFcommand, during the B-17 escort over Morlaix. After its inclusion into 8th AF USAAF on September 29, 1942, it continued flying the good oldSpitfires Mk.Vb as it was transformed from No. 133 (Eagle) Squadron RAF into 336th FS, 4th FG. The BL255 Spitfire, nicknamed “Buckeye Don”,was the personal aircraft of Don Gentile, the future most successful fighter pilot of the 8th AF with 19 kills, 3 damaged and 6 on the grounddestroyed enemy aircraft. He was credited with two more kills during the combat over Dieppe on August 19, 1942, while he was still servingwith RAF. The same nose art as on BL255 was later sported on the famous P-51B Shangri La and it was alsoincorporated into 334th FS insignia.eduard91INFO Eduard - September 2021Page 92
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MW423, No. 33 Sqn, RAF Changi, Singapore, August 1949No. 33 Squadron was stationed in Germany after the war. From there it wasshipped aboard HMS Ocean to the Far East in early July 1949. The unit operatedin the region until 1970, flying sorties against Communist guerrillas in Malayauntil 1960. It was also the last RAF operational unit to fly Tempests Mk.II. Its pilotsmade last sortie with them on June 6, 1951, then started to exchange them for deHavilland Hornet F.3s.Originally allocated to No. 26 Sqn, MW423 was transferredto No. 33 Sqn in April 1949 and was also one of seven earlyproduction Mk.IIs converted to the "full tropical" standardfor the RAF. Interestingly, it featured an escape panelwarning marking on the port side of the fuselage (usuallyonly seen on the starboard side). The top of the fin wasdecorated with the unit's emblem of a deer head and withthe simple motto "Loyalty". It was in use until January 20,1950, when an undercarriage failure made a “wheels-up”landing necessary. Although repaired it saw no furtheractive service.BUILTeduard93INFO Eduard - September 2021Page 94
BUILTBuilt by Jan BaranecCat. No. 11146Camo B1/48eduard94INFO Eduard - September 2021Page 95
BUILTP7666, flown by S/Ldr Donald O. Finlay, CO of No. 41 Squadron,RAF Hornchurch, Great Britain, November 1940Donald Finlay was a famous British athlete. He was the European champion in the 110 metre hurdle in 1938. He won the bronze medal at the1932 Summer Olympic Games in Los Angeles, and the silver medal at the 1936 Summer Olympic Games in Berlin, both in the 110m hurdle event.After the war, he was British team captain at the 1948 Summer Olympics in London, where he was chosen to take the Olympic Oath. He joinedthe RAF in 1935. He led No. 54 Squadron in the Battle of Britain, and he was shot down over Ramsgate on August 28th and was wounded.After recovering, he took command of No. 41 Squadron and he achieved four kills during the BoB. His aircraft here illustrates the camouflagescheme and markings of Fighter Command aircraft in late 1940 and early 1941. The black painted (Night) left wing, Sky fuselage band and Skyspinner were ordered by the Air Ministry on November 27th, 1940.eduard95INFO Eduard - September 2021Page 96
BIG5360 USS Langley CV-1 1/350 TrumpeterBIG5361 USS Langley AV-3 1/350 TrumpeterBIG33138 AH-1G 1/32 ICMBIG49304 F-84F 1/48 KinecBIG49305 Mi-24P 1/48 Zvezda644120 Z-226 Trener LööK 1/48 Eduard644121 Mi-24D LööK 1/48 Eduard/Zvezda648644 B-17 wheels oval tread 1/48 HKM648662 Sopwith Camel 20lb bomb carrier 1/48 Eduard648663 Spiire Mk.V cockpit 1/48 Eduard648672 Bf 109G-10 propeller 1/48 Eduard648675 Falanga 9M17P missiles 1/48 Eduard/Zvezda648676 Sopwith Camel Clerget engine 1/48 Eduard648677 Sopwith Camel Bentley engine 1/48 Eduard648679 Z-126/226 Trener wheels 1/48 Eduard648682 F-4B wheels 1/48 Tamiya648683 F6F exhaust stacks 1/48 Edurad648684 Me 163B wheels 1/48 Gaspatch Model648685 Mi-24D wheels 1/48 Eduard/Zvezda672274 Tornado GR.1 cockpit 1/72 Eduard/Revell644122 Sabre F.4 LööKplus 1/48 Airx644123 Lancaster B Mk.I LööKplus 1/48 HKMBIG ED (October)BRASSIN (October)LöökPlus (October)BIG5361BIG5360BIG49305ON APPROACHON APPROACHON APPROACHON APPROACHOCTOBER 2021BRASSIN644120 Z-226 Trener LööK 1/48 Eduardeduard96INFO Eduard - September 2021Page 97
644121 Mi-24D LööK 1/48 Eduard/Zvezda648644 B-17 wheels oval tread 1/48 HKMBRASSINOCTOBER 2021ON APPROACHON APPROACHON APPROACHON APPROACHPRELLIMINARY IMGAESeduard97INFO Eduard - September 2021Page 98
648662 Sopwith Camel 20lb bomb carrier 1/48 Eduard648663 Spitre Mk.V cockpit 1/48 EduardON APPROACHON APPROACHON APPROACHON APPROACHBRASSINOCTOBER 2021eduard98INFO Eduard - September 2021Page 99
648672 Bf 109G-10 propeller 1/48 Eduard648675 Falanga 9M17P missiles 1/48 Eduard/ZvezdaBRASSINON APPROACHON APPROACHON APPROACHON APPROACHOCTOBER 2021eduard99INFO Eduard - September 2021Page 100
648676 Sopwith Camel Clerget engine 1/48 Eduard648677 Sopwith Camel Bentley engine 1/48 EduardON APPROACHON APPROACHON APPROACHON APPROACHBRASSINOCTOBER 2021eduard100INFO Eduard - September 2021Page 101
648682 F-4B wheels 1/48 Tamiya648679 Z-126/226 Trener wheels 1/48 EduardBRASSINON APPROACHON APPROACHON APPROACHON APPROACHOCTOBER 2021eduard101INFO Eduard - September 2021Page 102
648683 F6F exhaust stacks 1/48 Eduard648684 Me 163B wheels 1/48 Gaspatch ModelON APPROACHON APPROACHON APPROACHON APPROACHBRASSINOCTOBER 2021eduard102INFO Eduard - September 2021Page 103
672274 Tornado GR.1 cockpit 1/72 Eduard/Revell648685 Mi-24D wheels 1/48 Eduard/ZvezdaBRASSINON APPROACHON APPROACHON APPROACHON APPROACHOCTOBER 2021eduard103INFO Eduard - September 2021Page 104
644122 Sabre F.4 LööKplus 1/48 AirxCollection of 3 sets for Sabre F.4 in 1/48 scale.Recommended kit: Airx- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheelsON APPROACHON APPROACHON APPROACHON APPROACHBRASSINOCTOBER 2021eduard104INFO Eduard - September 2021Page 105
644123 Lancaster B Mk.I LööKplus 1/48 HKMCollection of 3 sets for Lancaster B Mk.I in 1/48 scale.Recommended kit: HKM- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheelsBRASSINON APPROACHON APPROACHON APPROACHON APPROACHOCTOBER 2021eduard105INFO Eduard - September 2021Page 106
PE-SETS53272 USS Intrepid CV-11 pt.1 1/350 Trumpeter53273 USS Intrepid CV-11 pt.2 1/350 Trumpeter36472 Ferdinand 1/35 Amusing Hobby36473 TOR M-2 / SA-15 Gauntlet 1/35 Zvezda481067 Mi-24D cargo interior 1/48 Eduard481068 Mi-24D upgrade set 1/48 Eduard481069 Mirage 2000D exterior 1/48 Kinec491217 Ar 234B 1/48 Hasegawa/Hobby 2000491221 Mirage 2000D 1/48 Kinec72715 Vulcan B.2 bomb bay 1/72 Airx72716 Vulcan B.2 undercarriage 1/72 Airx72717 Hurricane Mk.IIc landing aps 1/72 Zvezda73748 Vulcan B.2 1/72 Airx73752 Ki-54 1/72 Special Hobby73753 Hurricane Mk.IIc 1/72 ZvezdaZOOMSFE1217 Ar 234B 1/48 Hasegawa/Hobby 2000FE1218 Ar 234B seatbelts STEEL 1/48 Hasegawa/Hobby 2000FE1219 Z-126/226 seatbelts STEEL 1/48 EduardFE1220 Mi-24D seatbelts STEEL 1/48 Eduard/ZvezdaFE1221 Mirage 2000D 1/48 KinecFE1222 Mirage 2000D seatbelts STEEL 1/48 KinecFE1223 Spiire Mk.XVI seatbelts STEEL 1/48 EduardFE1224 MiG-21R seatbelts STEEL 1/48 EduardSS748 Vulcan B.2 1/72 AirxSS753 Hurricane Mk.IIc 1/72 ZvezdaSS754 F6F-3 Weekend 1/72 EduardMASKSEX805 Z-226 TFace 1/48 EduardEX806 Mi-24D TFace 1/48 Eduard/ZvezdaEX807 Mirage 2000D TFace 1/48 KinecEX808 Spiire Mk.XVI TFace 1/48 EduardCX607 Hurricane Mk.IIc 1/72 ZvezdaCX608 Ki-54c 1/72 Special HobbyDECAL SETD32015 P-51D stencils 1/32 Revell/TamiyaD48091 Mi-24D stencils 1/48 ZvezdaD48092 Z-226 stencils 1/48 EduardD48093 F-4B NAVY 1/48 TamiyaD48094 F-4B stencils 1/48 TamiyaD72036 Hurricane Mk.I stencils 1/72 Arma Hobby/Revell/AirxSPACE3DL48041 Spiire Mk.XVI SPACE 1/48 Eduard3DL48042 MiG-21R SPACE 1/48 Eduard3DL48043 Mi-24D SPACE 1/48 Eduard/Zvezda3DL48045 Z-226 SPACE 1/48 EduardPE-Sets, Masks and Decal setsOCTOBER 2021eduard106INFO Eduard - September 2021Page 107
HIND DSTAVEBNICEČERVENEC 2021ON APPROACHON APPROACHON APPROACHON APPROACHKITSON APPROACHON APPROACHON APPROACHON APPROACH1/48Cat. No. 11150OCTOBER 2021Mi-24D, 0151,2 Sqn, 51 Helicopter Regiment, Prostějov,flight Prostějov – Kbely and back, August 18, 1992Mi-24D, 4009, 11 Helicopter Regiment,Plzeň-Bory, 1985Mi-24D, 0220, 231 Helicopter Sqn, 23 Helicopter Base,Přerov, Gilze-Rijen (NL), July 6, 2002Mi-24D, 4011, 331 Attack Helicopter Sqn,33 Helicopter Base, Přerov, RIAT Fairford (UK),July 24, 1995Mi-24D, 0219, 1 Sqn, 51 Helicopter Regiment, Prostějov,Kit Show Zlín, Kunovice, May 2, 1992Mi-24D, 4011, 1 Sqn, 51 Helicopter Regiment,Prostějov, April 13, 1994Mi-24D, 0222, 1 Sqn, 4 Helicopter regiment,Air Base Prešov, 2009Mi-24D, 4011, 331 Attack Helicopter Sqn, 33 Helicopter Base,Přerov, Pardubice Airshow, June 1, 1997eduard107INFO Eduard - September 2021Page 108
HURRISTORY: Hurricane Mk.IKITSON APPROACHON APPROACHON APPROACHON APPROACH1/ 72N2359, P/O L. W. Stevens, No. 17 Squadron,Debden, Great Britain, July 1940P3120, F/O Z. Henneberg, No. 303 (Polish) Squadron,Northolt, Great Britain, September 1940P3576, Fl/Lt J. B. Nicolson VC, No. 249 Squadron,Boscombe Down, Wiltshire, Great Britain, August 1940P3395, S/Ldr A. V. Clowes, No. 1 Squadron,Wittering, West Sussex, Great Britain, autumn 1940OCTOBER 2021Cat. No. 2138Dual Comboeduard108INFO Eduard - September 2021Page 109
HURRISTORY: Hurricane Mk.IKITSON APPROACHON APPROACHON APPROACHON APPROACHP2961, F/O W. L. McKnight, No. 242 Squadron,Coltishall, Norfolk, Great Britain, December 1940V6864, S/Ldr R. R. S. Tuck, No. 257 (Burma) Squadron,North Weald, Essex, Great Britain, winter 1940P3612, No. 312 (Czechoslovak) Squadron, Speke,Great Britain, January 1941V7544, F/O J. E. Storrar, No. 73 Squadron,El Adem, Libya, February 1941Capt. J. E. Frost, No. 3 Squadron SAAF, Jigiga,Abyssinia (Ethiopia), March/April 1941W9200, S/Ldr J. W. C. Simpson, No. 245 Squadron,Aldergrove, Antrim, Northern Ireland, Great Britain,end of May 1941W9266, Fl/Lt D. S. G. Honor, No. 274 Squadron,Gerawla, Egypt, May 1941Z4244 or Z4245, Lt. H. P. Allingham, Royal Navy Fighter Squadron, Western Desert, August 1941OCTOBER 2021eduard109INFO Eduard - September 2021Page 110
F6F-31/ 72Cat. No. 7457KITSON APPROACHON APPROACHON APPROACHON APPROACHVF-38, Munda Airfield, New Georgia,Solomon Islands, autumn 1943Lt. Cdr. D. McCampbell, CO of CAG-15,USS Essex, June 1944BuNo. 40994, Lt. Alexander Vraciu, VF-16,USS Lexington, June 1944VF-27, USS Princeton, October 1944OCTOBER 2021eduard110INFO Eduard - September 2021Page 111
Air Test Department, Czech Air Force,Caslav Air Base, Czechoslovakia, 199432nd Tactical Reconnaissance Air Regiment,Polish Air Force, Sochaczew-Bielice Air Base,Poland, early 1980s353rd Reconnaissance Air Squadron, Yugoslav Air Force,Zelyava Air Base, Yugoslavia, 1971263rd Independent Reconnaissance Air Squadron,Soviet Air Force, Kabul Airfield, Afghanistan, 1981Cuban Air Force, 1980s – 1990sSTAVEBNICEČERVENEC 2021ON APPROACHON APPROACHON APPROACHON APPROACHMiG-21RCat. No. 8238Re-release1/48KITSON APPROACHON APPROACHON APPROACHON APPROACHOCTOBER 2021eduard111INFO Eduard - September 2021Page 112
STAVEBNICEČERVENEC 2021ON APPROACHON APPROACHON APPROACHON APPROACHSpitfire Mk.XVICat. No. 8285 Re-release1/48KITSON APPROACHON APPROACHON APPROACHON APPROACHTD138, No. 317 (Polish) Squadron RAF,Ahlhorn Air Base, Germany, spring – summer 1946SL549, No. 17 Squadron RAF, Farnborough Air Base, 1950TB702, Cpt. P. G. J. Albertin, No. 340 (Free French)Squadron RAF, B105 Airfield (Lingen/Drope),Germany, May 1945RW393, No. 601 Squadron RAuxAF, 1949TE199, Air Officer Commanding, No. 21 Group RAF, Swindersby Air Base, Great Britain, 1948OCTOBER 2021eduard112INFO Eduard - September 2021Page 113
CAMEL IN KRAKOWSo, after two years I finally went on holiday.It was a vacation with a mask and a vaccinati-on certificate, but it was a vacation. My friendsand I agreed to do a tour of military museu-ms in northern Germany and Poland. Aftera week and 2,400 kilometers, I felt like I hadbeen run over by a steamroller, but I had hadmany wonderful museum experiences.The last stop, and for me the definite highli-ght of the whole trip, was the Polish AviationMuseum in Krakow. It was my first time visi-ting, I had heard a lot about the WWI collecti-ons there and was really curious to see howI would feel as a visitor. In addition, our Polishillustrator Piotr Forkasiewicz accompaniedus, and his wife baked us a cake.Long story short, I was thrilled. Krakow hasa really diverse collection of machines fromPolish and foreign production. It was possi-ble to approach most of them without restric-tions. The museum staff was unobtrusive butattentive. Visitors were respectful, no onetouched what they shouldn't have, and I wasable to see aviation technology like I have inno other museum I have visited so far. AndI touched what I was allowed to touch, so I gotto experience what it was like to fire an Ame-rican half-inch machine gun in a B-17 bomber.I was surprised by the "Polish" F-105 Thun-derchief, and I was excited about the FinnishCaudron C.714, which was to be flown by Po-lish pilots on the Finnish side in the WinterWar. I was amazed with the PZL M-15 Belphe-gor, which was a crop dusting biplane witha fixed undercarriage and a jet engine. If youhaven't seen it yet, look up information on it,you'll be amazed too! It had the same engineas the Aero L-39 Albatros.I was very excited to see the Sopwith CamelB7280, which was restored and displayed fewyears ago. I was a bit disappointed that the li-ghting in the hall was dim. Hopefully this willbe improved in the future. The Kraków machi-ne is one of eight surviving Camels and thelast time I saw one of these legendary fighterswas over twenty years ago in Brussels.After returning home, I looked up what iswritten about the B7280 on the internet andthere are a few things I would like to correctand add. The machine is known to have beenbuilt by Clayton & Shuttleworth Works inLincoln. From March 30, 1918, it served withNo. 1 Squadron RNAS and later with No. 210Squadron RAF. It is reported to have achieved11 victories and even helped to score to twofighter aces.The first one was Canadian James Henry For-man of Kirkfield, Ontario. He was born in 1896to a father who was from near Lincolnshire,England and a mother who was born in Cana-da. He became a teacher, but the First WorldWar made him a Captain who went on to servewith four squadrons, winning nine victoriesand being awarded the DFC. On Camel B7280,he scored with No. 201 Sq. RAF two kills, a Fo-kker Dr.I on April 12, 1918, and added an Alba-tros fighter on May 9. Forman's luck desertedhim on September 4, 1918, when his formationof twelve Camels from No. 70 Sq. RAF en-gaged with fighters from JG III led by BrunoLoerzer. Only four British machines made itback to base, and this was the highest combatloss recorded by a Camel unit during the enti-re war. Among the captured airmen was For-man. He returned home after the war, conti-nued his military service during World War II,and died in 1972 in Santa Barbara, California.The second pilot with ace status to score vic-tories in the B7280 was Captain Herbert An-drew Patey. He was born in London in 1898and, after serving in Egypt and fighting at Ga-llipoli, was sacked from the Royal Naval Di-vision because it was discovered that he wasonly sixteen years old! In March 1917 he wasback in service, this time with the Royal NavalAir Service and after completing his trainingwas posted to No. 10 (Naval) Squadron in Ja-nuary 1918 which became No. 210 SquadronRAF in April. He achieved a total of eleven vic-tories, and it is stated that nine of these werefought on the B7280. In fact, there were onlysix and, in all cases, they were the dangerousFokkers D.VII.Edwin Swale, DFC (17 v.), also flew with Ca-mel B7280 once and remembered Patey asa tall, well-built man, a good formation leaderand a brave and attack-on-sight type. Swalewitnessed the end of Patey's flying career andthat of Camel B7280. This occurred in the earlyevening of September 5, 1918, while escortingDH.9 bombers near Roulers. Patey's forma-tion swooped down on seven enemy fightersand followed them up to an altitude of 1,000ft above Courtrai. However, the Germans ofJasta 56 emerged victorious from the battle.Formation commander Lt. Ludwig Beckmannshot down Patey and Uffz. Ludwig Jeckert(4 v.) shot down New Zealander Lt. L. Yerex.Both Camel pilots were captured and theB7280 was subjected to a thorough inspecti-on. It later found its way to a museum in Berlinfrom where its journey led to Krakow where itis on display in its September 1918 form.Patey returned home on Christmas Day 1918,but after some time contracted the SpanishFlu and died on February 18, 1919. While in cap-tivity, the London Gazette published a quotefrom his DFC award on September 21, 1918.Presumably this refers to his fight on August6, 1918:„Whilst leading his flight on an offensivepatrol eight enemy machines were encounte-red. Captain Patey was cut off from his patrolby two of the enemy who got on his tail andcontinued in that position until within 2,000feet of the ground, at which point his machi-ne was hit in the petrol tank. Notwithstandinghis serious handicap, he turned four times onhis pursuers, destroying one, and driving theremainder away. On previous occasions thisofficer has destroyed two enemy machinesand brought down two more out of control,and, in company with other pilots, he has as-sisted in destroying or bringing down out ofcontrol five additional enemy aircraft.“Jan BobekPhoto: Piotr ForkasiewiczPhoto: Piotr Forkasiewiczeduard113INFO Eduard - September 2021
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