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{"cz":"Info EDUARD"}
{"cz":"Měsíčník o historii a plastikovém modelářství.","en":"Monthly magazine about history and scale plastic modeling."}
09/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
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INFO Eduard# 175e-magazine FREE Vol 23 September 2024Page 2
INFO Eduard# 175e-magazine FREE Vol 23 September 2024© Eduard - Model Accessories, 2024FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.Page 3
eduardeduardSEPTEMBER 2024CONTENTSPublished by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comEDITORIALKITSBRASSINPHOTO-ETCHED SETSSPACEBUILTON APPROACH–October 2024TAIL END CHARLIEARTICLESBOXART STORYBf 109G-10 Royal Class 1/72FM-2 Wildcat ProfiPACK 1/48Bf 109G-2 ProfiPACK 1/48 Re-ReleaseP-39Q Airacobra Weekend 1/48 Re-ReleaseFw 190F-8 1/72Bf 109 G-10 1/72Unordnung – Late Versions of the Bf 109 GBernie Lay and Piccadilly LilyAir War in Ukraine-F-16s with Yellow-Blue RoundelsHighlights of the Bf 109 F/G family in 1/72 scaleConvoy off OkinawaBeginning in Africa463638647890100102116Page 4
Good evening, dear Friends!Over the summer period, I was asked ona discussion forum to write in today's editorialwhat new kits we have in store for the last quarterof this year. After careful consideration, I decidednot to do it, and that's because E-day is comingup, as well as the Czech Republic Plastic ModelingChampionship. At both events, I will present newsnot only for the rest of this year, but also for thefirst half of the next. The problem is that revealingthese plans here and now would rob me of whatI have already planned for E-day and the wayI want to present them, including any surprises wemight have up our sleeves!So today I will limit myself to Septemberreleases, and also to October’s, as they will beavailable at E-day at the end of this month.NEW RELEASES FOR SEPTEMBERNew releases for September are no secret,since they have already been available for a weeknow. The centrepiece of the list is the Royal ClassBf 109 G-10 in 1:72. If you want to know my opinionabout this kit, you can find it in a column I wroteabout it for today's newsletter. It's written in a bitof an American style, inspired by my being in theStates for three weeks on holiday and I alwayssoak up the attitude to life there. In the CzechRepublic, for about two centuries now, Americanattitudes have been considered to smack ofa certain level of self admiration. According to thewidely held cultural belief by the Czechs (and notjust), a good creator should sit nicely in a cornersomewhere and wait for praise. Typically, thattakes a decade or two after the person’s death.This is the tale that Antonín Dvořák could tell. Butwe Czechs, the proud nation of F.X. Šalda, knowour stuff. It’s an attitude with a stifling quality toit alien to Americans, and it's one of the reasonswhy I always feel freer in America. Much morefree. I enjoy it there, because there, I can say thatI did something well, even extremely well, and noone will accuse me of being an arrogant braggerif the results are there to see. In fact, I would urgeCzech modellers to adopt a bit of the Americanperspective. What if we included a national self-confidence and a healthy pride in one's own workamong those American innovations we havealready managed to adopt. If we could adoptthings like a food processor, air conditioning, bigcars, hot dogs, McDonalds, hockey (Canadian,I know, but hey!), good rock and even F-35s, why notadd that sense of self worth and make it our own?God bless America!In addition to the aforementioned Royal Classkit, we are also releasing an FM-2 Wildcat in 1:48thscale as a Profipack boxing. It comes out of theolder Limited Edition releases we dubbed ‘WilderCat’, and we have two other older pieces in theform of a reissued Bf 109 G-2 in 1:48th, also inthe Profipack line, and a P-39Q Airacobra, also in1:48th, but as a Weekend kit. It may surprise youthat we are re-releasing the Airacobra that is overtwenty years old at a time when a new kit fromPoland is coming to the market. Well, releasing itwe are. Ours is not a bad kit, has its own qualitiesand has survived Japanese competition, soI think it can and will do the same here. Otherwise,however, we wish our colleagues from Poland goodluck and will be watching with interest how theyfare with their effort. This is in no way an act ofus going after someone else’s product. In fact, weare wishing them success, because their successis our success. After all, we make accessories fortheir kits, and we don't make them to not sell!NEW RELEASES FOR OCTOBEROctober's new releases will be here lickity split,and I don’t much believe you don’t now about themby now. One of these are raising some eyebrows.Yes, I mean the old 1:72nd scale Turbolet, originallyreleased by Gavia and in October in the new-ishEduard Heavy Retro line. The kit is very original andan unadulterated retro, and the era from which ithails is clearly visible on it. It has its flaws, andthey are not few in number. But even with themit's good old-fashioned, honest work. That modeldidn't come about because some geek bought akit, cut it up to look different, bathed it in epoxyand released it as a super 3D new tool kit of theyear. Its creators honestly worked on the creationof this model with determination, from the drawingto the wooden masters, through the design ofdecals, instructions and the box, all the way toreleasing it. That kit contains a large portion ofthe work and a piece of life of its designers, MichalVláčilík and Petr Podvala, and the same portionof honest work, artistic finesse and care of thecreator of the molds, Pavel Vandělík, who keptthem in good functioning condition throughouttheir existence. Now, after almost a quarter ofa century since the creation of the original kit, weare offering it once again with the addition of a fewmodern details, mainly a printed landing gear, newtransparencies, some photoetched, quality decalsand contemporary box art. Among other things, wedid this to make everyone who bought a copy of theGavia kit from the people at AZ/KP Models realizethat buying rip-offs is not cool nor necessarilythe only way to get a specific kit. We actually ownthose molds and have for some twenty years now.Patience is a virtue and it is always good to supportgood, honest work. Ultimately, when you purchasepirated kits from the people who shamelessly andblissfully rip off other peoples’ efforts, you supportand reward that behavior. It’s a lot better to lay inthe tall green grass than drown in scum….This L-410 is specifically the UVP version.If these do well in terms of sales, we’ll do othersas well. At the moment, we are ready for the L-410UVP-E.You may have noticed the distinctly Czech flavorof the new releases coming up. That can’t bea surprise to anyone, with E-day just around thecorner. In addition to the Turbolet, we also have anL-39ZA Albatros in 1:72, and a 48th scale SpitfireMk.Vb in a Limited Edition format dedicated tothe legacy built by members of the CzechoslovakAir Force who served in the RAF during WorldWar II. The kit, named THEY FOUGHT TO REBUILD,conceptually belongs to The Spitfire Story series,even if it is not strictly portrayed as such. We arereleasing it in a Dual Combo format and I believethat it will interest not only Czechs and Slovaks.So that the lineup of October new releases isnot exclusively Czech or Czechoslovak, we haveanother classic, the P-51B/C Mustang in a 48thscale Profipack rendition. It differs from theprevious P-51B, released in August, by the fin fillet.This is not such a small change, and precipitateda new sprue frame with a fuselage on it. It'sa classic Profipack with six marking options, andyou can see what these are below.EDITORIALINFO Eduard4September 2024Page 5
E-DAY 2024E-day is taking place again this year and forthe third time at the Milovice Tankodrom museum.The main exhibition day is on September 28th,2024. As usual, the hall will be open on Friday,September 27th for competing modelers andfor everyone who wants to chat and watch thepresentation of Eduard’s new releases for the nextyear in peace. But you won't miss them even if youdon't arrive until Saturday, since on that day, thispart of the program will be repeated. Otherwise,the program schedule is standard; there arediscussions with interesting guests planned, two‘the Pot’ Q & A sessions, one with me about Eduardand the other with Fredy Riedel about SpecialHobby. The space allocated for these discussionsand announcements will again be different thisyear than last, and will be on the ground floor.We have been looking for a suitable location andhope that it will finally work out this year. A bettersound system has been ordered; I think that is alsoimportant information. Catering will be largely inthe gallery, where the Pot Q & As were last year.The cafe, which was under construction last year,is finished and functional, and the elevator fromthe ground floor to the gallery is also working.There will also be a flight demonstration, with theL-410 Turbolet in the works, but I will admit franklythat at the moment we do not have any of theexpected aircraft 100% confirmed, with everyonehaving something to sort out one way or another.There is a significant change in the structureof the competition categories. We implemented areform, the essence of which is the reduction ofthe number of the competition categories. Thismeans that we have incorporated some categoriesinto other, related ones. Incorporated categoriesare those in which there were few entries last year,in the order of single digit or very low double digitcompetitors. This typically happened with shipswhere there were, for example, six sailboats thathad their own separate category. Similar is thecase with helicopters, where last year there wasonly one competitor in 32nd scale. But you don'thave to worry about contestants in these canceledcategories losing their awards. We have introducedseveral award levels. One level will be the classicfirst, second and third. The next level will numberaround forty this year, intended for models thatdeserve an award for their quality, even if they donot reach the podium by gaining the necessarypoints due to one handicap or another. Anotherimportant part of the award structure will be thespecial theme awards, for twelve models withprecisely defined characteristics, such as the BestBust or the Best Submarine. The next level of awardwill be those of companies, clubs and individuals.For example, the Aero Vodochody award for thebest aircraft model of a Czechoslovak producedaircraft or the Iron Bunny award. In addition tothe championship cup, the overall winner willalso receive an interesting and valuable award.It will be an ultrasonic knife, donated by Annetra.The awards presentation system will also change.Only first place category awards, theme awards,some corporate and club awards, and the overallwinner award will be presented on stage duringthe medal ceremony. The rest of the hardwarewill be handed over at the counter where themodels will be accepted at the beginning of theexhibition. You don't have to worry that this methodof delivery being somehow impersonal, informal orundignified. Trust me, it will have its own qualityand level! We will describe the awards presentationsystem in more detail on our Facebook page, ourE-day page and other places as well. I will beexplaining all the changes and new elements inboth the judging system and presentation at theNational Championship in Prague this Saturday,September 7th. And lest I forget, each contestantwill receive a model for the exhibiting modelersthis year. Not a standard ticket item, but a modelspecially prepared for exhibiting modelers only.You can also find a list of the competitioncategories and special prizes in today's newsletterissue. The author is Luboš Kuna. This is the manwithout whom and his ingenious managementand evaluation system there would be no modelcompetition in the Czech Republic today.A small flame has already broken out onModel Forum around the upcoming changes.I understand that the modeling community is quiteconservative and doesn't like change. We, on theother hand, like changes and often implementthem. While it is important to recognize how andwhen to evolve for the better, this also createsfriction, tension and unrest. I would therefore liketo ask you for patience and foresight, and aboveall for the decency to not jump the gun and startcriticizing what has yet to be, until it becomesa past event that can be discussed rationallybacked up by actual real information.ARTICLES AND OTHER PUBLISHED ITEMSAs usual, and it must be stated again that,unfortunately, we have the next installment ofthe Air War over Ukraine series by Mira Baric.Something tells me that a twist is coming, but wewon't see it in Mira's articles until at least a monthafter the fact.From me, we have ‘Unordnung’ an article on thedevelopment of the late versions of the Bf 109 Gwith DB 605AS and DB 605D engines...the Bf 109G-6/AS, G-14/AS and G-10, as well as a feature onthe qualities of the Bf 109 G-10 Royal Class kit. Next,we have the second part of the article about BernieLay by Jan Zdiarsky. I also recommend the reportfrom this year's aviation day in Oshkosh by JakubNademlejnsky. You won't be bored here, I've beenthere and I know what it’s about!We have two Boxart stories, both by Jan Bobek.The first, dedicated to the Bf 109 G-2, is about theopening battles of I./JG77 in Africa in the autumnof 1942. The second deals with the escort aircraftcarrier USS Petrof Bay and the combat deploymentof its onboard fighters against the JapaneseKamikaze pilots on April 6, 1945.While I was writing this editorial, Most and itssurroundings, specifically the chemical factorylocated between Most and Litvínov, once againmade it to the front pages of the news. That doesn'thappen often here, and in our circumstances, suchmedia interest signals some kind of trouble. Weare a bit of a strange, somewhat wild region here.Although in July, during the Paris Olympics, we werealso on TV every day, and it was entirely positivethanks to the Olympic Park at the Most lake. This isa lake that was formed by the flooding of a formermine that displaced the beautiful historic town atits original spot. That was a big mess and a crime,really. That's common here. And now, compared tothe destruction of the old Most, we currently havea rather small but interesting problem. A bombhas been discovered unexploded, a 100 kilogramBritish aerial bomb from the Second World War. It'snot just any bomb. It's unique because it's timed.This type has not been found in Bohemia since thewar, and only explosives experts in Germany haveexperience with this type. The timer should havedetonated the bomb after 144 hours at the latest,but it didn’t, and it is eighty years late. The bombhad been in the ground a short distance fromthe wall of the old power station since February,1944, when the largest raid took place on thesynthetic gasoline plant in Záluží near Most, thenknown as STW Brüx. The raid was carried out bythe RAF, about 600 Lancasters destroyed not onlythe factory, but also several villages in the vicinityof the factory and seriously damaged the townsof Most and Litvínov. It was the air raid with thegreatest loss of civilian life out of all eighteen airraids against Most, the chemical facility in Záluží.Of these, sixteen were American and two wereBritish. The first British attempt failed due tobad weather, the second succeeded by stoppingthe production of fuel at STW Brüx until the endof the war. It was only restored in 1947, when thefactory was already named after Stalin, popularlyknown as Stalinák. That was another chapter inthe dramatic history of our region. We will writemore about that sometime in the future.Happy ModellingVladimir Sulc.PS. The bomb was successfully detonated withoutloss of life on August 30th 2024, at 1213h.God save the King!EDITORIALINFO Eduard5September 2024Bf 109 G-10 1/72 - What the new kit offers
When I submitted an article about the 72nd scale Mustang kit and its benefits to modelers, I was not reprimanded for it, and on the back of it I promised that if the opportunity arose and I was asked, I would write something else similar. Little did I know that the opportunity would arise the very next month and that I would be asked almost immediately. I understood right from the get go that it would not be so easy and that it would be better to stick to the spirit of a famous quote from an equally famous play. How can I write something that will differ from the previous article in more than just the name of the kit? I thought about it for three weeks, put together two Bf 109 G-10s in the meantime and one other Messerschmitt from a competitor to have some comparison and benchmark of quality, value and the like. The third in the party was the Japanese Bf 109 G-6, but that's okay. While building two G-10 kits, I found two minor errors, one on the molding and one in the instructions. The result of my efforts and thinking is the following writeup.
Bf 109 G-10 1/72When I submitted an article about the 72ndscale Mustang kit and its benefits to modelers,I was not reprimanded for it, and on the back ofit I promised that if the opportunity arose andI was asked, I would write something else similar.Little did I know that the opportunity would arisethe very next month and that I would be askedalmost immediately. I understood right from theget go that it would not be so easy and that itwould be better to stick to the spirit of a famousquote from an equally famous play. How canI write something that will differ from theprevious article in more than just the name ofthe kit? I thought about it for three weeks, puttogether two Bf 109 G-10s in the meantime andone other Messerschmitt from a competitor tohave some comparison and benchmark of quality,value and the like. The third in the party wasthe Japanese Bf 109 G-6, but that's okay. Whilebuilding two G-10 kits, I found two minor errors,one on the molding and one in the instructions.The result of my efforts and thinking is thefollowing writeup.There really isn't much to add to the kit andits construction either compared to the Mustangor compared to the previous ‘109s. In terms ofevery aspect, it is very much an Eduard kit. Theplastic sprues are cleanly molded and the partsfit together perfectly. The first kits from theseries of Bf 109 F/G/K in 1:72nd, the Bf 109 F andG-2/G-4 had one questionable part from thispoint of view in the gun troughs for the fuselagemachine guns, which were glued separately intoopenings in the engine cowl on each fuselagehalf. The designers stuck to this solution, alreadyused on the 1:48th scale kits. They had a prettygood reason for that, keeping the engine covercompact. But the problem is that this createda complex parting line on the mold along thecontour line of the openings for the troughs in theengine cover, which is also the contact plane forgluing the parts together. Any imperfection in themolding here causes a problem with the partsfitting together. And, unfortunately, that’s whathappened, even though we played with the finetuning of the mold for a really long time, we evenredid the inserts for the Bf 109 F and adjustedthe technological process of mold production forthe G-2 and G-4. This helped, but many modelersand reviewers continue to report a problem withthis aspect of the kit. For the Bf 109 G-6 and G-10,the approach has been altered, with the upperpart of the nose with the gun troughs is glued asa separate part into the hole in the upper part ofthe fuselage.The problem with the alignment of the guntroughs is solved by using this method, but on theother hand, it results in a visible joint betweenthe fuselage halves and panel that contains thetroughs. It was not a feature on the real plane, soon the model the line needs to be lightly puttiedand sanded. It's no Grand Canyon, it's a line inthe order of a fraction of a millimeter that looksjust like an engraved line on the assembly. If youdon't cut into the plastic somewhere or damagethe part, you won't be able to putty much, unlessyou really want to be absolutely historically andtechnically accurate. In that case, on the Erla andMesserschmitt models, you can putty the accesscover to the compressed air cylinder for theMK 108 fuselage gun in front of the fifth fuselagebulkhead on the right side of the fuselage, whichwas only present on the Bf 109 G-10/U4, theWNF machines. There is no need to putty thejoint between the fuselage and the vertical fin,which is glued in the same way as the Bf 109 Fand G, as well as the Mustang...just inserting itinbetween the fuselage halves before they areglued together. In fact, this part does not evenneed to be glued in place at all, just insertedbetween the fuselage halves just before theyare cemented together. The fin pulls itself intothe correct position and locks in place. Similarly,the undercarriage legs settle into their correctposition. These are again glued into a tunnel inthe wheel wells that creates a housing for thepins located on the landing gear leg that seatsthem in the correct position.There is even no need to putty the jointbetween the wing assembly and the fuselage.At its trailing edge, the joint connects to theengraving of the fuselage bulkhead and, afterinstalling the wing in the fuselage, creates a lineof width identical to the width of the panel line.This is actually one of the innovations employedsince the 48th scale kit, where the joint betweenthe wing and fuselage was a constant targetof criticism. The same can be said of the oldersolid position lights. In the 72nd scale kit, theseare transparent and separate items. By the way,this is an element that we included in the kits atthe request of modelers and reviewers. We didn'treally want to get into the separate position lights.I myself was against it for a long time, becauseI considered it, and still do, a difficult elementthat complicates the construction of the model,and offers no major advantage when consideringthe additional construction complexity. Evenseparating the part from the frame and cleaningthe sprue gate is a demanding operation for me,requiring strong nerves and a steady hand. I'mnervous doing that, and at least one of thoseslippery little buggers are guaranteed to escapethe grip of my tweezers and disappear into theoblivion of the cosmos. Irreversible. I've neverfound one of these after the fact. However, I'm notlamenting and you shouldn't be lamenting either,you got what you wanted. Most of you, anyway.To make things a little easier for you, you havespare lights on the clear sprue. Who else will dothat for you?I consider the wing solution to be the highlightof this kit, especially when it comes to its design.It is completely separate, and allows the controlWhat the new kit offersINFO Eduard6September 2024Page 7
surfaces to be positioned. For the Bf 109 G, thismeans separate slats on the leading edge, and onthe trailing edge, the ailerons, flaps and radiatorflaps. I understand that this element may appearto some as controversial and a complication ofassembly, but I can assure you that this is notthe case. All these parts fit absolutely perfectly,they have few sprue gates, and gluing this wholeassembly in place is easy even for beginners.I understand that due to our release schedulesurrounding the Royal Class and Limited Editionkits, the former in a Dual Combo boxing, with twosets of molds and covering a number of subtypeswith different combinations of details, these kitsseem complex. The instructions are complex andrequire a thorough familiarization. But if you alsotake into consideration the later editions, namelythe Profipack and especially Weekend releases,then there is nothing dramatically complicatedabout these kits, which can be considered prettytypical for 72nd scale. Yes, unlike the competition,the kit has a unique wing dynamic, which meanssome six extra parts. However, I do not considerit unreasonable, and certainly not impossible,to make a kit today, even in this scale, withnot offering the option of lowered flaps. I amquite sure that we would then record the samefrequency of complaints about the outdatedconcept of the kit, as we now record about itsperceived and constantly justified complexity.One of the essential attributes of our kits is thelarge number of alternative parts. It is in thembecause we create complete lines of subtypesof selected aircraft, and that simply cannot bedone without alternative part options. This isthe essence of the technical development ofevery type of machine used over a longer spanof service career, not only aircraft. It is no longerwell possible to complete this development withone or two versions out of many. After all, wehave worked for many years to ensure that ourkits map the development of individual types ofaircraft in this way. In theory, we could divide thealternative parts into several smaller framesand put only the one correct frame in the kitof a specific subtype and thus save on plasticthat would otherwise be thrown away later.But if you take the time to study the technicaldevelopment of a historically significant aircraft,which you have a great opportunity to do in thisissue of our newsletter, you will find that thanksto the interweaving of the characteristics ofmany development and production versions, itwould actually be one helluva road map. So, inthe interest of preserving the sanity of all kitdesigners, to say nothing of those who packagethe kits, we just do it the way we do it. I believeit's called logistics. In the case of the Bf 109 G-10,this means that I used 68 parts from the kit tobuild one Bf 109 G-10 WNF and had 104 left over.This includes small parts that are duplicated ortripled in the kit to account for parts that goingflying off in some direction from tweezers thathad just that much more pressure applied tothem than they should have. Now that I've writtenit like that, I'm wondering if I counted the unusedparts correctly. But that’ll be a right ballparkfigure. In short, don't worry about it. Just keepthe rest of the parts in your spares box, whichis a lot better than being an environmentalterrorist and throwing them in a river for the fishto wonder what the hell’s going on. They can beused, ultimately, to spruce up older kits that arenot quite up to the same standard, such as theaforementioned Bf 109 G-6. So, despite all theecologists, I still believe that no carp or whalehas yet died as a result of eating the rest of theplastic from a kit, and I simply believe that modelmakers will never voluntarily throw any plasticpart out. The fact that something falls under thetable and is instantly pounced upon by the carpetbastard is another story, as we all know.In recent years, the assessment ofconstruction kits in the media has visibly shiftedto a focus on the plastic. As if there was nothingelse interesting about the kit, as if its value andquality were determined solely by the quality ofthe plastic parts. But when I watch the behaviorof modelers working their way through theracks of kits at shows and take note of whatthey are interested in first when looking atthe box, it is almost never the plastic. The firstthing most modelers are interested in is colorschemes. They look at them, study them, andthen only briefly examine the plastic. That's howit's always been, and that's how it always willbe. Camouflage, markings, pilots, preferablysome aces and the action depicted on the boxart, are the things that interest, entertain andattract modelers. That's what always comesfirst! Not every manufacturer understands this;that's why most kits have an average of threemarking options, and often only two and not veryimaginative ones at that. They are often manytimes repeated markings and very often simpleschemes. One is sometimes more colorful, withsome kind of emblem or nose art, and the restis something simpler. It’s sort of like danglingthat proverbial carrot before the donkey withoutgetting him too excited. This style stagnated thenineties with heavy boredom, exactly what we donot intend to do. As I wrote last time in the articleabout the Mustang, the world is evolving, andeven the modeler is looking for some enjoyment.Anyone who regularly follows Eduard knowswhere to find it.There are ten marking options in the initialRoyal Class Bf 109 G-10 kit. These cover not justGerman versions….four of them are for foreignusers. They are aircraft of the Hungarian, Italianand Croatian air forces, and the fourth non-German machine is a post-war Czechoslovak AviaS-99. Probably the most striking is the Croatianbird, which also has an interesting history behindit. Not that the other options are worse off, butthe Croatian one is a bit of a breath of fresh air.Decals are ours, the so-called ‘peelable’ ones.I will remind you for the one hundred and sixtiethtime that peeling is optional, strictly voluntary,decals provide the same quality performancewithout peeling off the carrier film. If there isanyone reading this who still has an aversionto our decals, please give them a chance. Forexample, here in the Royal Class kit, there issuch a large sheet of decals that it would be ashame not to learn how to work with them usingspares. It just takes training, practice and want.After all, you can't even peel an egg without it, sowhat are you waiting for??In this series of late Bf 109s, we have a setof molds for five subtypes: the Bf 109 G-6/AS,the Bf 109 G-14/AS, the Bf 109 G-10/R6 (Erla),Bf 109 G-10 (Messerschmitt), and the Bf 109G-10/U4 (WNF). We will release them graduallyin different editions over the next two years orso. The entire series of 72nd Bf 109 F/G/Ks will becompleted next year with the Bf 109 K-4. I believethat you will not be intimidated by their perceivedcomplexity and that you will have royal funbuilding them, because, if I say so myself, RoyalClass equals Royal Fun!Happy Modelling!Vladimír ŠulcINFO Eduard7September 2024Unordnung – Late Versions of the Bf 109 G
The development of these late versions of the Bf 109G, manufactured in a series of related and therefore similar versions, was the German aviation industry’s response to a requirement to quickly supply Luftwaffe units with high performance fighters to combat the Allied bombing offensive of the spring of 1944. The appearance of the P-51B and D Mustang with the 8th and 15th American Air Forces showed that the need to offset the increasing obsolescence of German fighters was becoming critical. The anticipated replacement of the then standard Messerschmitt Bf 109G-6/G-14 with the Bf 109K, powered by the DB 605D, was not yet possible in the spring of 1944 due to the protracted development of the airframe and engine alike. The design element of Messerschmitt in Regensburg found an interim solution by installing the DB 605AS into the Bf 109G-6, and this modification made use of items that were already designed and were construction ready, intended to be used in the engine installation in the Bf 109K.
HISTORYThe development of these late versions of the Bf 109G, manufactured in aseries of related and therefore similar versions, was the German aviationindustry’s response to a requirement to quickly supply Luftwaffe units with highperformance fighters to combat the Allied bombing offensive of the spring of 1944.The appearance of the P-51B and D Mustang with the 8th and 15th American AirForces showed that the need to offset the increasing obsolescence of Germanfighters was becoming critical. The anticipated replacement of the then standardMesserschmitt Bf 109G-6/G-14 with the Bf 109K, powered by the DB 605D, wasnot yet possible in the spring of 1944 due to the protracted development of theairframe and engine alike. The design element of Messerschmitt in Regensburgfound an interim solution by installing the DB 605AS into the Bf 109G-6, and thismodification made use of items that were already designed and were constructionready, intended to be used in the engine installation in the Bf 109K.Unordnung – Late Versionsof the Bf 109 GBf 109 G-6/AS, Bf 109 G-14/AS, Bf 109 G-10Original color photograph of a Bf 109 G-14/AS from the Messerschmitt Regensburg factory at the Salzburg-Maxglan base in June, 1945. (Photo: National Archives)Vladimír ŠulcINFO Eduard8September 2024Page 9
Simply put, the DB 605AS and DB 605Dwere created by installing the largersupercharger from the DB 603 in the DB 605A.The performance of these superchargers wasaround 25% greater than the ones installedin the DB 605A. The first developmentalversion of the DB 605 outfitted with thelarger supercharger was the DB 605AS,originally designated as the DB 605A (Sonder).The intended fuel for these engines was theB4 with an octane rating of 87. The first DB605AS engines were available at the beginningof 1944. As spring became summer that year,the DB 605ASM appeared, which burned C3fuel with a 96 octane rating. Other versions ofthe AS engine were developed (ASCM, ASMO,ASB, ASC) utilizing various combinations of B4and C3 fuels, and different GM-1 nitrous oxideboost systems and variations of the MW50injection system for short term power output ofthe engine. These included the GM-1 (injectionof nitrous oxide into the engine cylinders),MW-50 (injection of a 50:50 mixture ofmethanol + water into the compressor intake),MW-30 (methanol + water at 70:30), EW-50(ethanol + water 50:50) and EW-30 (ethanol +water 70:30). The GM-1 and MW-50 systemscould in some cases be installed together inthe same airframe, but their simultaneoususe was prohibited and practically impossible.Depending on the different sub versions of theengines used, the aircraft were equipped withdifferent versions of radiator, oil tank and airintake to the supercharger compressor, too.DB 605AS engines powered the Bf 109G-6/AS and Bf 109 G-14/AS produced atMesserschmitt's Regensburg and Erla plantsin Leipzig.The first version of the Bf 109 G powered bythe DB 605AS engine was the Bf 109 G-6/AS.Its production began in April, 1944 at theMesserschmitt factory in Regensburg, where349 units were produced as new builds in thefollowing production blocks:• Block 163,000 - 163,994, 226 units wereproduced from April to June 1944.• Block 164,380 – 164,999, 37 were producedfrom August to December 1944• Block 165001 - 165999, 47 units wereproduced from August to December 1944.• Block 166001 - 166644, 39 units wereproduced from August to December 1944.Added to these numbers were 104 Bf 109G-5 and 472 Bf 109G-6 airframes rebuilt to ASstandard between February and August, 1944atErla, Mimetall and Blohm & VossBesides a modified engine cowling withlarge oval fairings over the superchargercompressor and fuselage guns, knowninformally to Luftwaffe personnel as the‘Horse’s Ass’, an updated and lightened canopy(Erlahaube), a larger diameter VDM 9-12159propeller (same as the later G-10 and K-4) anda tall fin and rudder, the original design of theBf 109G-6 was left intact. They were equippedwith a standard Fo 870 radiator used in the G-6,HISTORYBf 109 G-10/U4 WNr. 611943, equipped with a DB 605 D engine, is currently part of the Planes of Fame Air Museum collection in Arizona. This aircraft displays the distinctivefeatures of the WNF production series. It was captured in May 1945 following the group flyover and surrender of II/JG 52 from Austria to Neubiberg, Bavaria. This Bf 109probably bore the designation "Yellow 13" and, based on its serial number, is documented to have belonged to the Hungarian 101. Vadászezred unit. Photo: Vladimír ŠulcINFO Eduard9September 2024Page 10
HISTORYthe bottom section of the cowling was smoothwithout the two small fairings covering the oilpump, and the oil tank was also the same ason the G-6. The difference from the later G-10came in the oil filler cap on the left side of thenose immediately above the small air intakewhich was in the same location as on theBf 109G-6. In the G-10, the cover over the capwas placed higher due to the increase in sizeof the oil tank. The supercharger intake alsoremained the same as compared to the G-6,which was smaller than the later G-10. So thatthings weren’t all that simple, some airframesof later production, or during refurbishment,received the larger diameter superchargerintakes and larger Fo 987 oil cooler thatappeared on the Bf 109G-10. The oil coolers ofthese aircraft, produced by Erla, had the Erlaspecific Fo 987 cover developed for the laterBf 109G-10. It wasn’t as deep as the same oilcooler mounted in the G-10 at Mtt. Regensburgand WNF. The cockpit canopy with a simplifiedErlahaube frame was of the older type withsharp rear corners of the opening portion,new-build versions being equipped witha short antenna mast behind the cockpit. Someof the G-6 conversions had the mast mountedon the canopy frame. There were also versionswithout a mast altogether. The tailwheel strutwas short and was with or without a dust cover,and the fairings above the wheel wells wereas they were on the G-6. All aircraft wereequipped with a FuG 25 IFF system with a smallblade antenna on the bottom of the secondfuselage section.The part of these aircraft that weredesignated Bf 109G-6/AS/y were equippedwith a FuG 16ZY DF homing system, the whipantenna for which was located under the wingbelow the fuselage.Most aircraft had fuselage mounted MG151/20 cannon, but a number of convertedBf 109 G-6/U4s were armed with a MK 10830mm weapon firing through the propeller hub.These were designated Bf 109 G-6/U4/AS andaccording to H.H. Vogt, 153 were produced.In the Bf 109G-6/AS, the MW50 methanolwater injection system installation was not yeta standardized feature, and would have beenrecognizable by a box shaped opening locatedin the rear cockpit wall. Of course, that doesn’tmean that the MW50 system was not installedin the Bf 109G-6/AS. Some aircraft were soequipped. Bf 109G-6/AS aircraft equipped withMW50 were designated Bf 109G-6/MW50/ASor Bf 109G-6/U3/AS, and later redesignated asBf 109G-14/AS.Aircraft designated Bf 109 G-6/U2/AS, onthe other hand, were equipped with theGM-1 injecting nitrous oxide into the enginecylinders, which increased engine powerabove 10,000m (32,800 feet), in contrast to theMW-50 system, which increased engine powerat lower altitudes of up to 6,000m (19,700 feet).The Bf 109 G-6/U2/AS was to be built to thetune of 273 units. In addition to them, 23 photoreconnaissance Bf 109 G-6/U2/R2/AS wereproduced, and probably some Bf 109 G-8/ASairframes as well, but their production numberis unknown.As already mentioned in the introduction,high-altitude Bf 109 G-5s were also convertedto the Bf 109 G-5/AS standard. They wereessentially the same as the G-6/U2/AS, butthere was a larger air intake on the left sideof the fuselage below the cockpit windcsreenfor cockpit ventilation. H.H.Vogt states thatthe rear of the engine cowling bulges wereshallower than on the Messerschmitt-builtG-6/AS and G-14/AS. The Bf 109 G-5/ASequipped with the Erlahaube cockpit canopywas no longer pressurized, however, it cannotbe ruled out that the functionality of the cockpitpressurization system was also maintainedwith this type of canopy. In any case, silicagel capsules were still installed in the glassof the canopy to help prevent fogging of theglass. Also documented on the Bf 109 G-5/AS isa special cylindrical tank located on a hangerbeneath the fuselage, which was probably partof the GM-1 system.One Bf 109 G-6/AS was converted into a two-seat Bf 109 G-12/AS trainer. The fuselage codewas DF+CC.The first aircraft were delivered to unitsin April and May, 1944 (III./JG1, I./JG3, I./JG5,II./JG11), and these were followed by I./NJGr.10,II./JG27, I./JG1 and III./JG300 in June and July,1944.INFO Eduard10September 2024Page 11
The following is a breakdown of thegeneral features of the Bf 109G-6/AS:1. Wide engine cowl side panels with rivetedsemielliptical aerodynamic fairings to fuselage.2. Radiator under the engine as on standardG-6, Type Fo 870.3. The use of the larger Fo 987 radiator is alsorecorded, with an Erla cover as on the G-10Erla built in the 15xxxx and 49xxxx blocks.4. Lower engine cowling minus bulge below theoil tank.5. Older aircraft with VDM 9-12087 propeller(as on standard G-6), later versions with largerVDM 9-12159 propeller with wider paddleblades (as on the G-10).6. Smaller supercharger intake on the left sideof the cowling, as on standard G-6, althoughsome aircraft (later production or overhauled/repaired aircraft) were given the larger intake(as on the G-10).7. Access cover to supercharger clutch oilpump on the right side of the engine cowl wasin a lower position.8. Oil filler cap cover on the left side of thenose in lower position.9. Tall tail, Type 1.10. Short tailwheel (usually).11. Cockpit canopy with sharp inside cornersat the rear and with a small antenna maston the fuselage behind the cockpit. Aircraftconverted from standard G-6s had the mast onthe canopy frame and a number of these werewithout a mast altogether.12. The G-6/AS/y had a whip antennaassociated with the FuG 16zy system below thefuselage(below the wing)13. Small blade antenna for the FuG 25a IFFsystem below the fuselage behind the wingtrailing edge.14. Wing fairings over the wheel wellswere of the small type, as on the G-6, withcorresponding wheels.15. Some Bf 109G-5s were converted to the G-5/AS, serial numbers 110xxx. They were the sameas the G-6/AS, but carried a special tank belowthe fuselage (associated with the GM-1?)16. Most aircraft carried fuselage MG 151/20cannons.17. The cover on the 5th fuselage segment werea feature of the Bf 109 G-6/AS/U4 with a MK 10830 mm fuselage cannon. A total of 151 of themwere converted from the Bf 109 G-6/U4 built atWNF, of which one was built by Erla, 130 weremade by Mimetall and twenty by Blohm & Voss18. The GM-1 system pressure cylinder fillingneck cover, present on the Bf 109 G-6/U2/AS.A total of 265 Bf 109 G-6/U2 conversions wereproduced, of which 104 were performed byErla, 98 by Mimetall and 63 by Blohm & Voss.In addition, 45 photo-reconnaissance Bf 109G-6/U2/R2/AS were also produced at Erlathrough conversion of Bf 109 G-6/U2s.HISTORYINFO Eduard11September 2024Page 12
Bf 109 G-14/AS ERLA, ProductionBlock 460 300 – 460 670 (50 Units)1. Wide engine cowl side panels with rivetedsemielliptical aerodynamic fairings tofuselage.2. Radiator under the engine as on standardG-6, Type Fo 870, though some aircraftreceived the larger Fo 987 unit with thesame covering, as on the Erla G-10.3. Lower engine cowling minus bulge belowthe oil tank.4. VDM 9-12159 propeller with wider paddleblades.5. Supercharger air intake on the left sideof the cowling as on standard G-6, althoughsome aircraft were given the larger intakeas on the G-10.6. Access cover to supercharger clutch oilpump on the right side of the engine cowlwas in a lower position.7. Oil filler cap cover on the left side of thenose in lower position.8. Tall tail, Type 1.9. Short tailwheel (usually).10. Cockpit canopy with rounded insidecorners at the rear and with an antennamast on the canopy frame.Bf 109 G-14/ASThe production of the Bf 109 G-6/AS wasfollowed by the production of the Bf 109 G-14/ASversion, powered by the DB 605ASM engine andequipped, as standard, with a system for injectinga mixture of methanol and water into the intakeof the MW 50 compressor. The installation of thissystem can be recognized by the box-shapedbulge on the rear wall cockpit, covering thebattery, moved forward from its original positionbetween the 1st and 2nd fuselage bulkheads forthe installation of the MW 50 system tank. TheDB 605 ASM engine used 96 octane C3 gasolineas fuel. Another distinctive feature of the Bf 109G-14/AS was the standard installation of the FuG16ZY direction finding system and its associatedMorane-type whip antenna (Moranmast), stillinstalled under the leading edge of the leftwing. The FuG 25a IFF system was also standard.The Bf 109 G-14/AS were produced as new atMesserschmitt and Erla. There is no evidencethat they were purposely created by conversionfrom older Bf 109 G-6 and G-14, but it is likely thatparts of the airframes of older machines wereused in their production.Airframes produced in production block 460300 to 460 670 (50 units) by Erla had the smallersupercharger air intake and a smaller Fo 870 oilcooler as on the Bf 109G-6, and had an identiclelower engine cowl, meaning they did not havefairings around the oil pumps on the bottomof the nose. Most machines from productionblock 461 100 to 461 999 (73 pieces) then had thelarger Fo 987 radiator, but with a specific fairingexclusive to Erla, which optically does not appearas deep as the fairing of the same Bf 109 G-10radiator produced by Messerschmitt and WNF.The lower engine cowl of these aircraft thuscorresponds to that of the later G-10 airframescoming out of Erla.The aircraft from Messerschmitt inRegensburg had, in addition to a few airframesfrom August 1944 production blocks 165 xxx and166 xxx, a larger intake to the supercharger anda larger Fo 987 radiator (as the later G-10). Underthe nose, two characteristic bulged fairingscovering the oil pumps appeared for the firsttime. However, the nose oil tank remained ofthe small variety with the filler neck in a lowerposition just above the port suction pocket. Thefin and rudder was of the tall variety. LaterMesserschmitt production machines receivedrudders with a straight lower edge and threetrims. The canopy was of the newer Erlahaubetype with a rounded rear corner of the canopyframe and low antenna mast on the. The propellerwas a VDM 9-12159 with wide blades. Some lateraircraft received larger 660 x 190mm wheels,and with them large, elongated fairings on theupper surface of the wing. The tailwheel on theErla aircraft (46xxxx) was short, and long on theMtt. Regensburg version. The fill access coverto the supercharger clutch oil pump on the rightside of the engine cowl was in a lower position,above the cowl fastener. Most, if not all, aircrafthad fuselage mounted MG 151/20 cannons.. Fromthe summer (July Erla, August Mtt) 1944 to theend of the year, around 1400 Bf 109G-14/AS wereproduced, 123 of them at Erla and the rest atMesserschmitt. The date of the end of productionof the Bf 109 G-14/AS at Messerschmitt is unclear.H.H. Vogt states that production ran until March,1945. However, as early as October, 1944, Bf 109G-10s from production block 130 xxx were onthe assembly line, with which G-10 production atRegensburg ended, again according to H.H. Vogt,in December 1944, and which produced only 123units. At the same time, from the end of August1944, serial production of the Bf 109 K-4 began.Of course, the completion of some Bf 109 G-14/AS still early in 1945 cannot be completely ruledout. It should also be taken into account that theairframes of the Bf 109 G-14/AS and the Bf 109G-10 from Regensburg were practically identical,the production of G- 14/AS and G-10 followedeach other immediately. Some of the few G-10sproduced are said to have been fitted with DB605 ASM engines and designated Bf 109 G-10/AS.There is some logic to be found in these largelyconflicting timings, but it is probably wisest toclose the matter with the understanding that it isvery complicated at best.HISTORYINFO Eduard12September 2024Page 13
11. A whip antenna associated with theFuG 16zy system was located under theleft wing (protruding from a glass panel),as with the G-10.12. Small blade antenna for the FuG 25a IFFsystem below the fuselage behind the wingtrailing edge.13. MW50 water-methanol injection systemand its associated equipment – a box fairingon the rear wall of the cockpit behind theheadrest, and an access panel on the rightside of the spine behind the cockpit.14. Wing fairings over the wheel wellswere of the small type, as on the G-6, withcorresponding wheels.15. Most aircraft were armed with fuselagemounted MG 151/20 cannons. The coverlocated in the fifth fuselage segment onlyappeared on aircraft with MK 108 30mmcannons mounted in the fuselage.Bf 109 G-14/AS Mtt. Regensburg(Production Block 780 xxxto 787 xxx)1. Wide engine cowl side panels with rivetedsemielliptical aerodynamic fairings tofuselage.2. Radiator under the engine was the largerFo 987 as on the G-10.3. Lower cowling with bulges below oiltank.4. VDM 9-12159 propeller with wider paddleblades as on the G-10.5. Supercharger air intake on the leftside of the cowling was of the larger type,as on the G-10.6. Access cover to supercharger clutch oilpump on the right side of the engine cowlwas in a lower position.7. Oil filler cap cover on the left side of thenose in lower position.8. Small wheel well fairing on the upperwing as on the G-6, with correspondingwheels, with corresponding 660 x0 160wheels.9. Taller tail Type 6 or Type 9 (later aircraft).10. Usually, a long tailwheel. Shorttailwheel has been documented in laterproduction blocks.11. Cockpit canopy with rounded insidecorners at the rear and with an antennamast on the fuselage behind the cockpit(usually).HISTORYINFO Eduard13September 2024Page 14
12. A whip antenna associated with theFuG 16zy system was located under theleft wing (protruding from a glass panel),as with the G-10.13. Small blade antenna for the FuG 25a IFFsystem below the fuselage behind the wingtrailing edge.14. MW50 water-methanol injection systemand its associated equipment – a box fairingon the rear wall of the cockpit behind theheadrest, and an access panel on the rightside of the spine behind the cockpit.15. A number of later aircraft, manufacturedat the end of 1944 received a DB 605Dengine.16. Most aircraft were armed with fuselagemounted MG 151/20 cannons. The coverlocated in the fifth fuselage segment onlyappeared on aircraft with MK 108 30mmcannons mounted in the fuselageBf 109 G-14/AS from the Messerschmitt Regensburg factory, with which Croatian pilot Vladimir Sandtnerfrom the 2nd Fighter Squadron "Zrakoplovno lovačko jato" defected to Italy on April 16, 1945, landing atthe Falconara base. (Photo: Fold 3)HISTORYINFO Eduard14September 2024Page 15
Bf 109 G-10In the summer of 1944, deliveries began ofthe DB 605D, in development since 1942, withan automatic barometric supercharger rpmcontrol system, dictated by altitude. Afterthe initial DB 605DM and DMO were produced,these engines were delivered in two mainversions. The DB 605DB was used with B4 fuelin conjunction with the MW50 methanol waterinjection system, and the DB 605DC, burning96 octane C3 fuel, without the MW50 systeminstalled. Nevertheless, the DB 605DC had theMW50 vents installed, enabling the conversionof the DB 605DC to the DB 605DB and vice versa.The DB 605D were installed exclusively withthe larger Fo 987 oil cooler, a larger, 54 litre oiltank, and larger supercharger air intake.Production of the Bf 109G-10 powered byvarious models of the DB 605D, replaced theBf 109G-6/AS and G-14/AS in the fall of 1944.A common feature of all Bf 109G-10s, besidesthe aforementioned installation of someversion of the DB 605D and the associatedwider engine cowl (‘Horse’s Ass’), was theinstallation of the larger Fo 987 oil coolerinstead of the original Fo 870 in the G-6/G-14,larger ALF 907C wing radiators instead ofthe original ALF 750Bs, larger superchargerair intakes and VDM 9-12159 propeller. Alsocommon features were the simplifiedErlahaube canopy and tall fin. The Bf 109G-10was manufactured at three facilities: ErlaLeipzig, Messerschmitt Regensburg and Wienerneustadter Flugzeugwerke. The G-10 was to bean interim aircraft, pending the production ofthe modernized Bf 109K, also powered by theDB 605D. In reality, the first G-10s did not beginto arrive from Erla Leipzig at their intendedunits until October, 1944, essentially at thesame time as the first Bf 109K-4s. But it shouldbe noted that Bf 109K-4 production remainedlimited up to the end of the war, and essentiallywas not initiated at Erla or WNF.The genesis of the G-10 can be said to bedifferent for each of its three manufacturers,and each of these three manufacturers tackledproduction of the Bf 109 G-10 in a way thatcorresponded to their abilities and prevailingconditions. In this context, the shape of theengine cowl is typical for each of the threemanufacturers. Both Messerschmitt andWNF had similar units, yet the two factoriesdiffered slightly in the shape of the largeside fairings above the supercharger and thefuselage machine gun lugs. In contrast, theErla solution was significantly different, andit can be said that it was aerodynamicallymore refined and sophisticated, but with theexception of the fairing on the right side of theengine cowl. Typical of the Erla machines wasthe left part of the upper engine cowl withouta visible, retrofitted riveted bulge, the absenceof fairings on the front bottom of the cowling,and the traditionally longer gun troughs of thefuselage machine guns.The first to go into production was the ErlaG-10, which was entrusted the responsibility ofproducing the Bf 109G-10 as a quick, temporaryreplacement for the delayed Bf 109K-4 project.Production at Erla began in September, 1944,and 1709 aircraft were delivered in twoproduction blocks.Messerscmitt produced 129 DB 605Dinstallations for the Bf 109G-14/AS reportedlysome in November and possibly even inDecember. This was to catch up to theproduction of Bf 109G-14/AS aircraft withthe DB 605D, and were basically the sameairframes with the 605D. Messerschmitt thenturned its attention to Bf 109 K-4 aircraft solely.In December, 1944, production began of theBf 109G-10/U4 at WNF Diana. Production ofthese aircraft came out of the mating of theDB 605D with the Bf 109G-14/U4 airframethen mounting the DB 605A, and becamesomewhat of a peculiarity, differing from theapproach taken by Erla. The likely reason forinitiating production of their own version ofthe Bf 1009G-10 instead of the RegensburgK-4s, at the time already in production, wasthe anticipated problems with startup of Bf109K-4 manufacture under conditions broughtabout by Allied bombings of the WNF facility.There were issues with implementing all thenecessary changes required for the startupof the new version, and with the co-ordinationof the supply chain from the various suppliersthat would be involved. To understand thisdecision, it needs to be taken into account that,of all the firms involved in Bf 109 manufacture,the WNF plant was under the greatest pressurefrom Allied bombings and was the closest tothe front. Production of the Bf 109 G-10 at WNFwas probably just shy of a thousand units, andof that total, 650 Bf 109 G-10/U4 and 300 photoreconnaissance Bf 109 G-10/R2s were built.In all, 2600 Bf 109 G-10s were manufactured.Bf 109 G-10/R6 Erla Production Blocks 150 xxx,151 xxx, 490 xxx and 491 xxxErla Leipzig was entrusted with makingpreparations for the change of manufacturefrom the Bf 109G-6 to the G-10 as an interimsolution to the delay in Bf 109K-4 productionat Mtt. Regensburg. This was likely influencedby the fact that Messerschmitt was fullyimmersed in not only the design of the Bf 109K, but especially on the completion of thedevelopment of the Me 262 fighter and gettinginto production. The new Bf 109G-10 from Erladiffered from the G-6/AS and G-14/AS visuallyin the aerodynamic bulging of the enginecowl on the left side, where the standard (forthe other versions of the G-10, G-14/As andG-6/AS) characteristic large riveted bulgewas absent. The bulge on the right side of thecowl also differed in form from the other twomanufacturers. It wasn’t as large, ended closerto the longitudinal axis od the aircraft, and wasas smooth. In fact, the skin looked a bit ruffled,lacked a certain elegance, and was in directcontradiction of the aerodynamic finesse ofthe rest of the cowl. Perhaps, it was one ofthe items labeled as Bastardflugzeug, whichappeared in connection to the Bf 109 G-10in the document Flugzeug-Baureihen BlattBf 109, issued in August, 1944 by the officesof TLT (Chef der Technischen Luftrustung).The oil cooler was of the Fo 987 larger type,with the specific Erla cover which was not asdeep as the other variations with this radiator.Visually, the size of this unit lay between thestandard G-6 with an Fo 870 cooler and theG-10 with the Fo 987 produced at WNF/Diana.Aerodynamically, the entire bottom of theengine cowl was clean, with no bulges underthe oil pumps in the nose, characteristic for theG-10s produced at Mtt. Regensburg and WNF.Typical for Erla was also the upper engine cowlwith longer gun troughs. Production beganwith Production Block 490 130 to 490 399 (270units of the Bf 109 G-10) in September, 1944, andwas followed by Block 490 400 to 490 799 inMesserschmitt Bf 109 G-10 WNr. 491407, produced at the Erla factory, photographed in early 1945. This aircraftbelonged to 3a Squadriglia, 1o Gruppo Caccia. On March 17th, 1945, Capt. Cesare Marchesi crashed the planeat the Ghedi base. (Photo: JaPo)HISTORYINFO Eduard15September 2024Page 16
October. All remaining airframes built up to theend of the war in blocks 491 xxx, 150 xxx and151 xxx were to Bf 109 G-10/R6 standard. TheR6 suffix indicated the presence of an PKS 12autopilot. The first planes reached Luftwaffeunits in the second half of October. In all, Erlabuiilt 1,520 Bf 109 G-10s.The identifying features of thisversion are:1. Engine cowl – left side wide cowl withoutthe elliptical bulged structure; right sidewith elliptical aerodynamic feathering to thefuselage.2. Bottom of engine cowl without bulges belowthe oil tank, but with a wider front sectionthan seen on the standard G-6 and G-10 fromMtt. Regensburg and WNF.3. Radiator under the engine was the largerFo 987 with a specific covering.4. Large supercharger intake on the left side ofthe cowl.5. Oil tank filler cap access placed higher up onthe left side of the nose.6. Access cover to supercharger clutch oilpump on the right side of the engine cowl wasin a higher position (extending to the gun troughpanel).7. VDM 9-12159 propeller with wide blades.8. Small wheel well fairing on the upper wingas on the G-6, with corresponding wheels. Couldalso have larger wheels with larger fairings.At least a part of the 150 xxx and 151 xxxProduction Blocks had the larger wheels (660x 190) and the corresponding larger upper wingfairings, as were seen on G-10s produced byWNF.9. Cockpit canopy with rounded inside cornersat the rear.10. Antenna mast on the canopy frame on 49xxxxaircraft, without a mast on 15xxxx aircraft.11. Longer gun troughs for the fuselage guns andtypical form of skinning around them.12. Long tailwheel.13. Type 1 tail (could have had an additional trimtab on the upper trailing edge) or Type 6 (latermachines) in the 490 xxx and 491 xxx range.14. Type 6 or 9 tail in the 150 xxx and 151 xxxrange.15. A whip antenna associated with the FuG 16zysystem was located under the left wing (glasscover).16. Small blade antenna for the FuG 25a IFFsystem below the fuselage behind the wingtrailing edge.17. MW50 water-methanol injection system andits associated equipment – a box fairing on therear wall of the cockpit behind the headrest(with, in this case, the PKS 12 Autopilot unitbelow it), and an access panel on the right sideof the spine behind the cockpit.18. The cover located in the fifth fuselagesegment only appeared on aircraft with MK 10830mm cannons mounted in the fuselage. Erlaproduced Bf 109 G-10s had a fuselage mountedMG 151/20 cannon, and typically lacked theaccess cover. There could be cases where theproduction of the fighter used the fuselage ofan older airframe that had the access cover inplace, though.HISTORYINFO Eduard16September 2024Page 17
Bf 109 G-10 Messerschmitt Regensburg,Production Block 130 100 to 130 700The Messerschmitt mother plant inRegensburg produced 123 Bf 109G-10s throughNovember and December, 1944, switchingover from the Bf 109G-14/AS by replacing theDB 605AS with the DB 605D. the last threepieces were evidently delivered in January, 1945.This aircraft were externally virtually identicalto later G-14/AS aircraft coming out ofMtt. Regensburg (780 xxx to 787 xxx ProductionBlock), and differed only in small details.General identifying features of thisversion were:1. Wide engine cowl side panels with rivetedsemielliptical aerodynamic fairings tofuselage.2. Bottom cowl panel with small bumps underthe oil tank.3. Radiator under the engine was the largerFo 987.4. Larger supercharger intake on the left sideof the cowling.5. Oil filler cap cover on the left side of thenose in higher position.6. Access cover to supercharger clutch oilpump on the right side of the engine cowlwas in a higher position. The original lowerposition was patched over.7. Wide blade propeller as on the G-10(VDM 9-12159)8.Tall tail Type 6.9. Cockpit canopy with rounded inside cornersat the rear and without an antenna mast onthe fuselage behind the cockpit, with theantenna lead going directly into the fuselage(or could also be attached to a mast on thecanopy frame on some aircraft).10. Long tailwheel.11. A whip antenna associated with theFuG 16zy system was located under the leftwing (glass panel).12. Small blade antenna for the FuG 25a IFFsystem below the fuselage behind the wingtrailing edge.13. MW50 water-methanol injection systemand its associated equipment – a box fairingon the rear wall of the cockpit behind theheadrest, and an access panel on the rightside of the spine behind the cockpit.14. Small fairing covering the wheel wells onthe upper surface of the wings, as on the G-6,with corresponding wheels.15. Fuselage mounted MG 151/20 cannons. Thecover located in the fifth fuselage segmentonly appeared on aircraft with MK 108 30mmcannons mounted in the fuselage, andMesserschmitt did not install that weaponon their G-10s, only the MG 151/20. There mayhave been instances where the cover waspresent as a result of using older airframes,such those of the Bf 109G-4.HISTORYINFO Eduard17September 2024Page 18
Bf 109 G-10/U4 WNF/DianaProduction Blocks 610 xxx to 612 xxx andBf 109 G-10/R2 Production Block 770 xxxBf 109G-10/U4 coming out of the productionfacility at Wiener Neustadter Flugzeugwerkecame about as a modification to theBf 109G-14/U4 made by WNF, powered bya DB 605A and armed with fuselage mountedMK 108 30mm cannon. For this modification,experience gained by Messerschmitt in theproduction of the Bf 109G-14/AS was used,from which the G-10/U4 differed only insome minor details: standard installationof the MK 108s and their associated accessto the compressed air bottles in the fifthfuselage segment on the right side and theshorter tailwheel. The installation of thefuselage mounted cannon allowed for thealternate mounting of MG 151/20 weapons.The Bf 109G-10/U4 received, likely due tothe higher weight of the aircraft, largerwheels measuring 660 x 190mm and the long,elongated (rectangular) upper wing fairingsover the wheel wells. The shorter tailwheelwas probably due to an effort to simplify thesupply chain from sub-contractors. Becausethe production plant in Vienna was essentiallydestroyed along with the city proper byAllied bombings begun in the summer of 1943,Bf 109G-10/U4 production was limited todispersed sub-contractor facilities andisolated plants. One of the isolated plants wasDiana, constructed in three railroad tunnelsthat were a part of the line between Brno andHavlickub Brod in Moravia. Final assemblyand verification flights were made at Prague-Letnany and in Olomouc. Production continuedfrom December, 1944 to March, 1945. Thisvariant also formed the basis of the postwarCzechoslovak Avia S-99/C-10. In total, up tothe termination of production in March, 1945,650 Bf 109 G-10/U4s were made. Besidesthese, WNF also produced some three hundredreconnaissance Bf 109 G-10/R2s equippedwith Rb 75/30 or Rb 50/30 cameras, locatedbehind the cockpit between bulheads 1 and2. That was the space occupied by the tank forthe Mw 50 system in the standard Bf 109 G-10,which in this version was moved to betweenthe 2nd and 3rd fuselage bulkheads. Thefuselage armament remained the same as inthe standard fighter, but it is not clear if thiswas the MK 108 or the MG 151/20.The general identification featuresof this version are:1. Wide engine cowl side panels with rivetedsemielliptical aerodynamic fairings tofuselage.2. Lower cowling with bulges below oil tank.3. Radiator below the nose was the largerFo 987 type.4. Larger supercharger intake on the left sideof the cowling.5. Oil filler cap cover on the left side of thenose in higher position.6. Access cover to supercharger clutch oilpump on the right side of the engine cowlwas in a higher position. The original lowerposition was patched over (on some aircraft).A photo taken at the Neubiberg base in Bavaria after the end of the war in Europe, May 1945, shows a Messerschmitt Bf 109 G-10 WNr. 610783,"Black 21" from 7./JG 52, produced by WNF. (Photo: JaPo)HISTORYINFO Eduard18September 2024Page 19
7. Wide blade propeller as on the G-10(VDM 9-12159)8. Tall tail Type 9.9. Cockpit canopy with rounded insidecorners at the rear and without an antennamast on the fuselage behind the cockpit,with the antenna lead going directly intothe fuselage (or could also be attached toa small mast on the canopy frame as wasthe case with the postwar CzechoslovakC-10/S-99).10. Short tailwheel.11. A whip antenna associated with theFuG 16zy system was located under theleft wing (glass panel).12. Small blade antenna for the FuG 25a IFFsystem below the fuselage behind the wingtrailing edge.13. MW50 water-methanol injection systemand its associated equipment – a box fairingon the rear wall of the cockpit behind theheadrest, and an access panel on the rightside of the spine behind the cockpit.14. Fairings covering the wheel wellswere of the large variety and had thecorresponding 660 x 190mm wheels.15. All aircraft were built as U4 mods, with30mm MK 108 cannons and associatedequipment: a large cannon cover belowthe instrument panel in the cockpit andan access hatch to compressed air bottlesin the fifth fuselage segment on theright side. The installation of the enginemounted weapon allowed for the use of theMG 121/20. This was because there wereissues with the MK 108 cannon that aroseduring production.CONCLUSIONS:It’s all pretty complex, isn’t it? It appearsto all be a mixed bag of almost ‘non-German’chaos. It’s one thing to get a handle on thefeatures differentiating individual versions,but it’s another thing altogether graspingwhere they came from and why there weresimultaneously so many versions of essentiallyone type. Where was that German attempt attype unification? Add to that that the Bf 109K-4was only mentioned in a peripheral way and thefact that other simultaneously produced fightersfor the Luftwaffe was ignored altogether. Eventhe grasping of the specifications of individualversions is no simple matter. The entire situationonly begins to gain some clarity only when all ofthis chaos is considered with an understanding ofthe historical context that defined the conditionsunder which development of the aircraft tookplace.The aforementioned Allied bombing campaignhad a dramatic impact on the overall situationthat Germany found itself in. The German wareffort was increasingly crippled as the bombingsintensified. Despite a marked decrease in theintensity of the attacks in June and July, whenthe Allied air forces operating from the BritishIsles focused their efforts on supporting theNormandy landings and the push into southernFrance, German industry was succumbing toincreasing pressure. As mentioned earlier, theVienna and WNF firms were virtually wiped offthe face of the earth by the American 15th AirForce in mid 1944. As time went on, Luftwaffefighter units were pulling on an ever decreasinglength of rope. The Allied air superioritymanifested itself in every aspect of life overGerman occupied Europe through 1944. Added tothe overall devastation, there were supply andlogistical problems, thanks to which the situationworsened from month to month, even week toweek, and in some cases, literally day to day.In the second half of the year, there wasa dramatic decline in the situation on all fronts,leading to rapid Allied advances on the WesternFront and in Italy, and even more so in terms ofboth military and civilian losses following RedArmy offenses on the Eastern Front. Germanylost vast areas with significant industrial andeconomic potential. After the Red Army attackon Eastern Prussia, and the subsequent pushinto Poland, there was a massive exodus ofmigrants into Silesia in the winter of 1945. Thiswas the quite literally apocalyptic scenario thataccompanied the development and production ofthe above mentioned aircraft.The progress, weather under conditions ofperceived or actual chaos, of the designatingof the later versions of the Bf 1090G, is, in myopinion, as follows: It began with the delays inthe development of the Bf 109K, and, by extension,the DB 605D powerplant. When it became clearthat there would be serious delays in thesupply of the Bf 109K, interim solutions weresought. These were entrusted to Erla , whichwas responsible for the mating of the DB 605DHISTORYINFO Eduard19September 2024Page 20
with the Bf 109G-14 airframe, and was makingpreparations for production. But, because theDB 605D was not yet in production by the springof 1944, Messerschmitt in Regensburg preparedan interim solution involving the installationof the available DB 605/AS into the Bf 109G-6,which was put into practice at Messerschmittin the production of new aircraft, while at Erlaand other manufacturing and repair facilities,the installation of the DB 605/AS was installed inBf 109G-6 and G-14 airframes during overhaulsand repairs. This is why the majority of G-6/ASaircraft built by Erla in Antverp, which wasnot a manufacturing plant, but rather one thatperformed overhauls and major repairs ofBf 109s. After the supply of Db 605Ds beganto flow, production of the Bf 109G-10 at Erlawas started up on the basis of the plannedmodifications. During the production of thesemachines, modifications were continuouslymade as dictated by the experience of theiruse. That's why there were on some G-14/ASaircraft larger radiators or larger superchargerintakes, which then makes these planes difficultto distinguish from the Bf 109 G-10. The demandfor mass production was the law, and the paceof introducing changes was unimaginable bytoday's standards. To the contrary, the threat ofsevere punishment for non-compliance of thedelivery of set quantities of new aircraft wasvery imaginable. Whether the subject of thesedeliveries was one type or another was moreor less irrelevant. After all, the differencesbetween the individual versions were not bigeven in terms of performance. Therefore, thesimultaneous production of different versionsdid not matter. At the same time that Mtt.Regensburg was already producing the Bf 109K-4, G-10 production continued at Erla, whereK-4 production had not yet been established.It was not ready until the spring of 1945, and onlya few Bf 109 K-4s of production block 57 wereeventually produced at Erla.A similar situation existed at WNF. This heavilybombing affected plant made do by maintainingproduction in a number of dispersed areas andfacilities, one of which was Diana, constructed inrailway tunnels, as mentioned earlier. Other localfacilities were also utilized. Given the situation thatthe plant found itself in in the winter of 1944/1945,it was logical that it would not complicate thingsfurther by implementing production of theBf 109K-4, and took the path of least resistanceby installing the new engines into existing butlightly modified airframes. Production of theBf 109G-10/U4 then smoothly transitionedout of the established manufacture of theBf 109G-14/U4, which ran virtually to the end of thewar in March, 1945. In April, the Red Army occupiedVienna and pushed into southern Moravia, andapproached Olomouc from the north. The shiftingfront eliminated the bases that were neededto complete and perform verification flightson delivered aircraft. The last of these baseswas Prague-Letnany, as yet untouched by theshifting front, but was eliminated by a blockadeof Prague airfields by fighters of the 8thAF.Implementing the situation-dictated solutionswas not, without any doubt, a simple affair, andit wasn’t perfect, as the case generally is whenit comes down to improvisation. But the solutionswere functional, and they provided combat unitsof the Luftwaffe with high performance aircraftthat were capable of competing. It also providedthe Luftwaffe with dependable, almost immediateattrition replacements. Despite the fact thatBf 109G-10 performance had fallen behind thatof the Mustang, they represented an availabilityof equipment that ensured the functionality ofDefense of the Reich and frontal units alike,such as JG 52. Against Soviet aircraft, theBf 109G-10 was still quite good. This comparisoncould be made in the immediate postwar yearsby Czechoslovak pilots, who had at their disposal21 Bf 109G-10/U4s under the designation AviaS-99/C-10 for several years.I am hopeful that this article will servemodelers well while deciding on which Eduard kitis best for the Bf 109G versions described herein.And should they already have said kit, theycan confirm the various design and productionfeatures of each version and compare it to whatthey actually have in their possession.And with that, I wish you, dear Modellers, aninteresting build with some understanding of thesubject matter!Vladimír ŠulcAPPENDIX: THE RUDDERSIn the descriptions of the individual versions,there is often mention made of the varioustypes of tails. These numbers are Eduardinterim designations, and in the article, theydescribe the following types of rudders:Type 1: the first type of production rudder.It was made of a metal framework, coveredwith fabric. There was also a wooden version,often with an additional trim tab in the uppersection (Type 2)Type 6: A deeper rudder of wooden construction,covered in fabric, with three trim tabs anda straight bottom edge.Type 9: Similar to Type 6, with a deeper middletrim tab and a more pronounced position lightfairing.HISTORYINFO Eduard20September 2024Page 21
APPENDIX : THE BOOST SYSTEMSThe above texts widely mention the GM-1 andMW50 systems. Of course, I assume that allof you will know what these items were, whateach system was used for and how they worked.Despite that, I would like to return to thesefeatures and give a brief description of theirfunction and use. Without this mention, I feelthat this article would lack a little something.The GM-1 (for which Goering Mischung 1 andHa-ha Geraet were slang terms) system wasone that injected nitrous oxide into the enginepistons. With the DB 605AS engine, its usewas permitted at an altitude of 10,000m andclimbing, and from 10,500m in level flight.In the DB 605A, use was permitted in a climbfrom 8,000m. The GM-1 system could be usedfor between 11 and 22 minutes, depending onthe time of year, outside temperature and timesince filling the system.For increasing engine performance at low andmedium altitudes up to 6,000m, a methanol-water supercharger intake injection systemwas used in the form of MW50 (methanol/water50:50, as the designation suggests mixingequal parts of methanol and water, plus 0.5%Schutzol 39, an anti-corrosion additive). Therevariations on the MW50 theme, designatedby the mixture: MW30 (methanol/water at70:30), EW50 (ethanol/water 50:50) and EW30(ethanol/water 70:30). The MW50 systemwas able to increase engine performance by20 to 25%, depending on altitude and otherrelevant conditions. It’s use was permitted toa maximum of twice for ten minutes duringa single flight (other sources differ on thesevalues, such as a maximum length of time ofuse of 5 minutes).At altitudes over 6,000m,the effectiveness of the system fell offdramatically, and is said that it only provideda 4% increase in performance above 6,000m.The differences in the GM-1 and MW50 systemsdid not include, as is sometimes claimed,a lower usefulness or obsolescence of theGM-1 compared to the MW50. In practicalterms, there was no replacement of one by theother. Each was technically different and wasintended for use under different conditions,although both worked on the principle ofinternal cooling of the engine combustionchambers.The MW50 worked by lowering the temperatureby injecting water into the supercharger, and soalso the volume of compressed air on enteringit, which allowed an increase in air (oxygen)content of the fuel/air mix that was injectedinto the cylinders. The system was, of course,dependant on the local air pressure to beginwith, and at higher altitudes, the effectivenessdropped off simply because in thin air, therewas less oxygen.With the GM-1 system, nitrous oxide wasinjected into the cylinders, which, under hightemperatures, broke down into nitrogen andoxygen. The nitrogen lowered the temperatureof the mix and its volume in the cylinder,which, in turn, allowed a higher amount of thegas, and the oxygen supported combustion.As a result, the GM-1 system was not dependanton the outside air pressure, and that’s why itwas intended for use at higher altitudes (theminimum permitted altitude for its use in theDB 605D was 10,000m). The more widespreaduse of the MW50 system and its basicallystandard installation in the Bf 109G-14, G-14/ASand G-10 was dictated by the tactical conditionsthat prevailed over the European battlegrounds,where most air combat took place at lowand middle altitudes, below or up to 6,000m.The GM-1 system was utilized for specifictasks at high altitudes, during reconnaissanceflights and fighters.Installation of the GM-1 in the Bf 109 wasindicated by the suffix U2, and with the MW50,by U3. That means that the, for example,Bf 109G-6/AS/U2 or Bf 109 G-6/U2/AS wasa Bf 109G-6 airframe powered by the DB 605ASand carried the GM-1 system. Both systemswere used not only in connection with theDB 605, but with other types of German enginesas well, such as the BMW 801.Sources:MESSERSCHMITT Bf 109 F, G, & K Series,An Illustrated Study. Jochen Prien & PeterRodeike, Schiffer Military History, 1995Bf 109 Late versions Camouflage & markings.Krzysztof W.Wolowski. Mushroom modelpublications, 2010Messerschmitt Bf 109G-10/U4 Production& operational service. Aleš Janda, TomášPoruba. JaPo.Die Jagdfliegerverbande der DeutschenLuftwaffe 1934 bis 1945, Teil 13/IV, Einsatz inder Reichsverteidigung und im Westen 1.1. bis31.12.1944. Jochen Prien, Gerhard Stemmer,Winfried Bock. Buchverlag Rogge GmbH, 2018ME SS ERS CH MI T T B F 109 J A SA KS A N SO TATA LOU S.Keski-Suomen Ilmailumuseonjulkaisuja8. Hannu Valtonen. Gummerus Kirjapaino Oy,1999.ERLAWERK VII ANTWERPEN-MORTSEL 1940-44.Jean Dillen. Uitgeverij De Krijger.Messerschmitt Bf 109 – EINSATZMASCHINEN –DAS NACHTSCHLAGWERK. Harald Helmut vogt.VDM-Heinz Nickel, 2012.Das Jagdflugzeug Messerschmitt Bf 109.Michael Baumgartl. 2022HISTORYINFO Eduard21September 2024Page 22
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www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts and also discount on various other non-Eduard products. Fixed, permanent, forever!Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese events.Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode(used for event discounts). This exclusive T-shirt will be only availableto the members of BFC.Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.That means lot of fun at E-day for two days and entry kit, absolutely free!* E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (undercarriage wheels, cockpit, exhaust nozzle, FOD).How to become a member of BFC?How to become a member of BFC?Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72Bernie Lay and Piccadilly Lily
We ended the first part of Bernie Lay's story with his return from the ill-fated Regensburg mission on August 17th, 1943. Despite the title of this article and its reference to Piccadilly Lily, Lily does not appear again in this continuation. Indeed, Bernie Lay finished his internship with the 100th BG and returned to VIII. Bomber Command HQ. Piccadilly Lily was then shot down less than two months later, killing Bernie's partner on the mission to Regensburg, Frank Murphy, and part of his crew. For journalist, pilot and writer Bernie Lay, his involvement in the battles over Europe was far from over. In fact, more dramatic moments were yet to come.
Before leaving the 100th BG, Bernie Lay wrotea detailed report to the Group’s Commander,Col. Neil B. ‘Chick’ Harding and at the same timeforwarded them to the VIII Bomber Command.He also used part of it for his article ‘I Saw Re-gensburg Destroyed’ which appeared in TheSaturday Evening Post on November 6th, 1943.However, the main part of his appendixis devoted to recommendations for honors.In it, he expressed admiration for the aircrews ofthe 100th BG and their commanders. He recom-mended that all men participating in the missionWe ended the first part of Bernie Lay’s story with his return from the ill-fated Regensburg mission on August 17th, 1943. Despite thetitle of this article and its reference to Piccadilly Lily, Lily does not appear again in this continuation. Indeed, Bernie Lay finished hisinternship with the 100th BG and returned to VIII. Bomber Command HQ. Piccadilly Lily was then shot down less than two months later,killing Bernie’s partner on the mission to Regensburg, Frank Murphy, and part of his crew. For journalist, pilot and writer Bernie Lay,his involvement in the battles over Europe was far from over. In fact, more dramatic moments were yet to come.It takes a rugged constitution to stand up tomissions like Regensburg and even the tough-est crew members were badly shaken by nearly twohours under persistent attack. The less phlegmaticwere already potential candidates for the rest homewhen we landed in Africa. My four previous mis-sions, in one of with our bombardier was killed,were pieces of cake in comparison to the 11 hour Re-gensburg show, and I doubt if 20 such normal mis-sions would take the same amount out of a man asone stint to Regensburg.We quoted from the original report and article inthe previous volume. However, the report itselfcontains an appendix of recommendations andobservations of a completely military and, onemight say, authoritarian nature. The addendumto the report includes recommendations for for-mation patterns and spacing within the bomberbe awarded the Distinguished Flying Cross (DFC),and the commanding pilot of the Group, Maj. JohnKidd and the leading pilot of the top squadron,Major William Veal, the Distinguished ServiceCross (DSO). He even suggested that Major Galestream, the role of escort fighters, equipmentfor possible future landings in North Africa, anda recommendation that airmen flying such de-manding missions as the one to Regensburgbe given a reduced quota of mandatory combatflights. In his report, he wrote:W. ‘Buck’ Cleven, the leader of the bottom squad-ron, be awarded the Congressional Medal Of Hon-or for his extraordinary attitude during the mis-sion. Among other things, he stated about Cleven:Title picture - detail of Piotr Forkasiewicz’s artwork for Eduard kit No.11183 B-17F “The Bloody Hundredth 1943”.On the co-pilot’s seat of Piccadilly Lily sits Lt.Col. Bernie Lay.HISTORYINFO Eduard24September 2024Page 25
HISTORY… completion of the mission was solely dueto the extraordinary heroism and inspired de-termination of Major Cleven. … under the circum-stances which obtained, Major Cleven’s actions werefar above and beyond the call of duty and the skill,courage and strength or will displayed by him as air-plane and squadron commander in the face of hope-less odds have seldom, if ever, been surpassed in theannals of the Army Air Forces.It won’t come as much of a surprise that thehonors-frugal Air Force High Command ended upbeing far more stingy with the honors than therecommendations had suggested. However, theentire unit received a Distinguished (Presidential)Unit Citation for this mission, an award that wasnot given to units just like that. It was the first oftwo for the Hundred during its history, and fromthat moment on, all its members who were partof the unit on August 17th, 1943, were allowed towear the dark blue, gold-framed ribbon of thisaward on their uniforms.After gaining combat experience, Lt.Col. Layreturned to the United States where he wentthrough a training program with the 490th BGwith B-24s and then took command of the form-ing of the 487th BG at Alamogordo, NM on Febru-ary 28th 1944. It also flew B-24s. In April of thatyear, he moved to England with his unit. Theirhome base was Lavenham in Suffolk.Lt.Col. Bernie Lay as the new commander of the 487thBG, Alamogordo Army Air Base, New Mexico.(photo: Sidney L. Hardaway).A B-24 from the 487th Bomb Group during takeoff fromLavenham Air Force Base. (Freeman collection)INFO Eduard25September 2024Page 26
Lt. Vratny’s plane, ying leadin the lead squadron, began to fal-ter and stagger. It nally left theformation under control but soonbegan to stagger even more andgive indications that the pilot waslosing control. Finally the crewbegan to bail out. It is understoodthat a Lt. Fishel of the 486th BG,I gave Capt. Wilson specic instructions to go intothe waist to notify the other members in that part of theplane to bail out as quickly as possible. All membersexcept Lt.Col. Lay and myself did bail out. The onlywho was ying in a tail of one ofthe planes of that group, followedthe parachutes to the ground withbinoculars. He counted eleven‘chutes, saw them land, removethe ‘chutes and run for nearbywoods. Lt. Mellen states that he isalmost certain that he recognizedthe last to jump as Lt Col. Lay.man injured on board our aircraft was the Bombardier,Capt. Francis Hodge. … Lt. Col. Bernie Lay and myselfalso bailed out. Lay taking over controls while I bailedout and then in turn followed me out of the plane.Here, too, he continued to personally partici-pate in his unit’s missions. However, he was notallowed to complete many of them. On Thursday,May 11th, 1944, he led his unit over Troyes, France.It was supposed to be a Milk Run, but thanks toa navigational error, the Liberator formationfound itself in the area of a German airfield nearChâteaudun, where it was surprised by veryheavy flak. Two aircraft from the front of the for-The aircraft crashed near Bretoncelles andwas completely destroyed by fire. The crew camedown by parachute mainly in the area of Le Mage,Verneuil, Longny-au-Perche in southern Nor-mandy. Wounded bombardier, Capt. Hodge wascaptured the same day. After landing, he man-aged to stow his parachute and with a woundedleg, two wounds from flak shrapnel and a lacer-ation above his right eye, managed to crawl toa French farm. The farmer, who was not connect-ed to the underground movement, refused to helpthe American airman escape due to Hodge’s inju-ries and out of concern for his wife and daughter.So he brought him bread and wine and rode hisbicycle to a nearby village to fetch the Germanauthorities….The rest of the crew managed to escape cap-tivity for a long time, but some of them were latertracked down and taken during their stay in Paris.Four of the eleven men of the crew still managedto escape capture. Among them was the unitcommander, Lt.Col. Bernie Lay.In his Escape and Evasion report of August 15th,1944, he stated:An interesting statement about the last mo-ments of Lay’s or more precisely Vratny’s Lib-erator, was noted by an intelligence officer froma debriefing with 1st Lt. Riggs Mellen, flying nearthe stricken plane:mation were shot down. One of these was B-24Hs/n 41-29468 ‘Peg-O-My-Heart’, which washit by flak shrapnel three times in succession.The pilot was 1st Lt. Frank Vratny, and the Com-manding Pilot, Bernie Lay, sat in the co-pilot’s seat.The plane took many hits to the wing, and threeengines were disabled, as were the hydraulic andelectrical systems.The entire crew managed to bail out of the fa-tally stricken aircraft and take to their chutes.The pilot, Capt. Frank Vratny wrote of the lastmoments on board:German crash report of B-24H 41-29468 on May 11th, 1944.(NARA, KU)HISTORYINFO Eduard26September 2024Page 27
I was leading 72 B-24s of 92 Combat Wing ona mission to bomb marshalling yards at Chaumont.I had a crew of 11 including Lt. Duer who was rid-ing as observer in the tail turret. I ran into moderateto intense ak, and received considerable damageto my ship. I gave the order to bail out about 5 miN of Chateaudun and everyone succeeded in jump-ing except Lt. Duer who had not received the alarm.I took over the controls and a few seconds later theship went into a spiral dive from 12,000 ft. I bailedout at 10 000 ft, and as I left the cockpit I rang the bellagain. I jumped and pulled the rip-cord as I went outthe hatch and tore a complete panel out of the chute.In landing I got a crack on the back of my head andwrenched my right knee.Many Frenchmen appeared as soon as we landedand asked us what we wanted to do.We hid out in a patch of trees. We later crawledthrough the eld and hid in a hayloft where westayed for two days. The French brought us foodand civilian clothes. They advised us to go towardSpain and gave us detailed instructions on the loca-tion of German troops.On the 13th May 1944, we left and startedcross-country in a westerly direction. After walkingall night our feet started going bad. I advise any-one to take shoes and socks off in crossing a stream.We contacted a Cure in a small town but he wouldnot assist us. We were stopped by a German soldierbut after brief questioning we were released. Short-ly thereafter a French farmer approached us andtook us to his house and fed us. A few minutes laterGermans approached the house and while we hidunder a bed, the farmer was questioned by the Ger-mans. The Germans left and the next day we left thisplace. We again entered a church and kneeled downto pray. The Cure appeared and we told him wewere Americans. He took us in, fed us and gave usa bed. We stayed here two days and the Cure broughta farmer to us who went to the village to contact theResistance Groups, but with no results. The next daywe left and travelled for ten days. We were aidedand fed by various French farmers.We then contacted another Cure in a village wherewe were helped by a French woman, formerly anemployee of Lord Fitzireland in England. She tookus to another house and put us in contact with thelocal Resistance Group, where we stayed 12 days.We were taken in a car to a farmhouse 15 mi NWof Vendome. For two months we were part of thefarmer’s family. He advised us toward the lines.On 13 August, the Germans started leaving Ven-dome. On this day we were picked up in two cars byseven members of the Resistance Group. They werearmed with weapons which had been hidden at thehouse of the farmer where we stayed. We were tak-en to a town near the American line, and then con-tacted the advance platoon of the 5th Inf.”The aforementioned Lt. Duer parachuted near Lay. They decided to try toescape. Col. Lay continued:Record of the inter-rogation of BernieLay on August 14th,1944 after he got backbehind Allied lines.(NARA, E&E)HISTORYINFO Eduard27September 2024Page 28
Bernie Lay wrote about his escape ex-periences in the book ‘I’ve Had It’, whichhe published in 1945. A second editionin 1980 was titled ‘Presumed Dead: TheSurvival of A Bomb Group Commander’.After returning to England and thenecessary recoup time, Lt.Col. Lay wasno longer authorized to take part incombat missions. It was a security rulethat excluded from flying over enemyterritory those who had come into con-tact with the underground resistancemovement after having been previouslyshot down over the continent.He again held staff positions andretired from the Army with the rankof Colonel in 1946. He moved with hisfamily to Hollywood, where he becameinvolved in the film industry, but mainlydevoted himself to writing.Although Bernie Lay flew fewer thanten combat missions during the war,the horrors of those missions neverleft him. For writers, the way out was,among other things, writing. It provid-ed the inspiration for the book ‘TwelveO’Clock High’, published in 1948. Shortlyafter that, the offer of a lifetime came- to create a screenplay from the bookin cooperation with Sy Bartlett andHenry King for a film about the fateof the crews of American four-enginebombers during the Second World War.Bernie Lay thus not only applied hisown experiences in the book and thesubsequent film, but above all he im-mortalized the memory of the people hemet and respected during his fightingcareer. Among them was Thomas Mur-phy and even his B-17F ‘Piccadilly Lily’.It became the central plane of the story.The film premiered in 1949 and starredGregory Peck.Other films followed, for which Ber-nie Lay wrote screenplays. The mostBack cover of ‘I’ve Had It: The Survival of a Bomb Group Commander’(Harper and Brothers, 1945)Bernie Lay shortly after the war (photo: Allan T. Duffin)Twelve O’Clock High movie poster from 1949HISTORYINFO Eduard28September 2024Page 29
famous of these are Strategic Air Command andAbove and Beyond. Although his books and filmscripts were mainly about the Air Force, Ber-nie Lay hated war from the bottom of his heart.He loved flying.When his 487th BG held its first reunion in1967, Lay refused to attend. When pressed for anexplanation, he stated:‘If I had a choice, wouldI want to relive my wartime experience? Definite-ly not. I couldn’t stand the excitement.’He said that as he went through his earliermaterials and notes:‘The trauma of resurrectingthese events … released such a freshet of buriedmemories, an explosion of downright disbelief,that I had to stop writing. My eyes were blindedby tears.’He retired permanently from the Air Force Re-serves in 1963 and devoted himself primarily tocreative work.He passed away on May 26th, 1982 in Los Ange-les, but his grave will not be found there. In linewith his character, Bernie Lay donated his bodyto medical research at the School of Medicine ofthe University of California in Los Angeles.His longtime friend Brinckerhoff W. Kendallwrote after Lay’s death:‘Beirne Lay was my old-est and my lifelong friend. He did not find it easyto relate to many of the St. Paul’s boys, but helived his dreams and he made it to the stars….’When you look at the box of the B-17F ‘TheBloody Hundredth 1943’ kit from Eduard, look in-side the cockpit of Piccadilly Lily for the figurebehind the controls on the right. There sits thedreamer and romantic Bernie Lay, in whose eyesthe horrors of the battle of Regensburg are re-flected. The horrors of the story, which was notforgotten in large part thanks to him.Gregory Peck as General Savage in Twelve O’Clock HighSources:- US Air Force Research Agency, Maxwell, Alabama- National Archives and Record Administration, College Park, MDMACR 4750Escape and Evasion Reports No. EE-939, EE-1511 (NARA)German Report KU1815- 100th Bomb Group Foundation Archives- Lt Col Beirne Lay Jr. and the 100th Bomb Group Connection,Michael Faley - 100th Bomb Group Historian- Findagrave, Wikipedia- Century Bombers, Richard LeStrange, 1997- The Story of the Century, John R. Nilsson, 1946- Aircrew Remembered Project (aircrewremembered.com)Photographs without a specified source are from the 100th BGFarchive or the author’s collection.Details of the kit contents can be found on our e-shop.https://www.eduard.com/eduard/the-bloody-hundredth-1943-1-48.htmlAsk your dealers! The kit is already sold out on Eduard e-shop!Officially licensed by 100th Bomb Group Foundation, Inc.HISTORYINFO Eduard29September 2024Air War in Ukraine - F-16s with Yellow-Blue Roundels
In our series on the aerial war in Ukraine, we usually map the events of each month chronologically. However, we will make an exception for this period (from July 1 to July 31). A significant event took place at the very end of July, and it deserves attention at the beginning of this article. Ukraine has taken an important step to strengthen its air force by starting to use F-16 fighter jets over its territory.
Miro BaričF-16s with Yellow-Blue RoundelsInitially, videos surfaced showing F-16s inthe Ukrainian sky. However, the footage wasn'tentirely clear. A few days later, it was officiallyconfirmed, and the fighters were welcomedby Ukrainian President Volodymyr Zelenskyin the acceptance ceremony. According to hisstatements, Ukraine currently has 10 of thesejets (out of the 79 promised), and by the end ofthis year, they will have 20.During the ceremony with Zelensky, twoF-16s were seen on the ground behind him.Later, a few of these jets appeared in the air.The Ukrainian Armed Forces released morefootage. In most of these, only the insigniawere visible, while other markings wereeither retouched or not painted on the aircraftat all. This is especially true for the pair ofaircraft on the ground behind the Ukrainianpresident. They show some external featuresof the F-16ADF version of the U.S. Air Force,particularly the APX-13 IFF system antennas.However, they lack other typical features.It is also known that the U.S. has decided not toprovide Ukraine with any fighter jets. Austrianmilitary expert Tom Cooper believes that theseare decommissioned aircraft serving only asa source of spare parts or as decoys in theevent of a Russian attack on the airfield. Thisis supported by the incomplete camouflage, asthese aircraft are missing the darker shade ofgray on the upper surfaces.The two aircraft that appeared in the air area completely different case. In one shot, thetail numbers were not retouched. This allowedus to identify them as aircraft 80-3596 and80-3599, which were ordered by Denmark in1980. Another distinguishing feature of Danishaircraft is the position of the spotlight on thefront left side of the fuselage and the absenceof a brake parachute housing under the rudder.The Danish Royal Air Force upgraded theseaircraft to the F-16AM MLU version in the1990s. The last three letters stand for Mid-LifeUpdate, which refers to a mid-life upgrade.This upgrade included improvements to theradar, IFF system, and software, bringing theseaircraft closer to the F-16C/D Block 50/52standard.Further Interesting Informationabout Ukrainian F-16sAdditional interesting details about theUkrainian F-16s were revealed through footagefrom an official video. It shows that the aircraftare equipped with the Terma PIDS+ system,integrated into the middle pylons under thewings. This means that the pylon can carrya weapon while also housing three sensorsof the Hensoldt AAR-60(V)2 missile warningsystem. Each F-16 is thus equipped withsix sensors that scan the surroundings ina 360-degree radius, detecting threats such asincoming missiles. If the system identifies sucha threat, it visually and acoustically alerts thepilot, who can then execute evasive maneuvers.If the missile is too close, the second part ofthe PIDS+ system automatically activates,deploying countermeasures. Depending onthe type of threat, the system selects theappropriate countermeasures and determinesthe optimal time, angle, and sequence torelease them for maximum effectiveness.The PIDS+ system integrated into the pylonsof the Ukrainian F-16s offers their pilotsgreater capabilities than the older Soviet-made aircraft they previously flew. However,the armament seen on these pylons is lesspromising. The primary armament consists ofAIM-120B AMRAAM missiles with active radarguidance. These are quality missiles that can bevery effective with the latest software updates.In our series on the aerial war in Ukraine, we usually map the events of each monthchronologically. However, we will make an exception for this period (from July 1to July 31). A significant event took place at the very end of July, and it deservesattention at the beginning of this article. Ukraine has taken an important step tostrengthen its air force by starting to use F-16 fighter jets over its territory.Ukrainian F-16AM MLU withnumbers 3599 and 3596.Air War in UkraineUKRAINEINFO Eduard30September 2024Page 31
Footage from a video showing preparations and the takeoff of a Ukrainian F-16AM MLU.Footage from a video showing preparations and the takeoff of a Ukrainian F-16AM MLU.Footage from a video showing preparations and the takeoff of a Ukrainian F-16AM MLU.Armament of the Ukrainian F-16 – on the innermost pylon under the wing there is a fuel drop tank, followed by a pylon with the integrated PIDS+ system, and finallyan AIM-9M missile. There is an AIM-120B missile at the wingtip.This F-16, shown on the ground, is likely non-operational.Footage from a video showing preparations and the takeoff of a Ukrainian F-16AM MLU.However, they have a maximum range of 50 km,significantly less than the newer AIM-120C andD versions. This gives the Russian fightersarmed with R-37M missiles the advantage ofgreater range. Also seen under the wing wereAIM-9M Sidewinder missiles, dating back to the1980s. These infrared-guided missiles havea maximum range of 18 km. Air combat at sucha distance does not occur in Ukraine, and theeffectiveness of the AIM-9M against modernaircraft is questionable. On the other hand, theyare fully sufficient for combat against IranianShahed drones, which Russia uses extensively.Perhaps even more important is whatUkraine has not disclosed. Kyiv is well awarethat the Russians meticulously study everypiece of information. Thus, there remainsthe possibility that Ukraine has receivednewer weaponry for its F-16s that they simplyhaven’t revealed. Ukrainian F-16s are capableof carrying AGM-88 HARM missiles or guidedbombs, which the Ukrainian air force has usedfor quite some time. Yet these were not shown inthe footage. The two ex-American F-16s behindPresident Zelensky likely caused considerableconfusion among Russian analysts. If the U.S.provided any F-16s to Ukraine despite claimsUKRAINEINFO Eduard31September 2024Page 32
to the contrary (even if only for spare parts),Kremlin analysts might be asking themselveswhat else the United States has suppliedwithout public disclosure.Attack on a Children's HospitalThe true capabilities of Ukrainian F-16s, thearmament they carry, and how the UkrainianAir Force uses them will become clearer inthe coming months. For now, let's focus onwhat occurred during the observed period.Russia has been persistently advancing in theDonetsk region, employing waves of assaultinginfantry despite suffering significant losses.They attempt to clear their path using glidebombs, against which Ukrainian defenses stilllack an effective countermeasure. Ukrainianattacks on airfields and ammunition depots,which we described in the previous section,managed only to reduce the intensity of theseattacks. Instead of dropping an average of 150glide bombs per day, Russian aviation recentlyreduced that number to less than 100 daily.However, this is still far too many.In addition to military targets, Russianforces regularly hit civilian targets, and thismonth was no exception. In this part of thearticle, we first look at the worst attack duringthe recent period. It occurred on Monday, July8, just before the NATO summit in Washington,where Ukraine was also present. On that day,Russia launched more than 40 missiles at thecities of Kyiv, Kryvyi Rih, Dnipro, Pokrovsk,and Kropyvnytskyi. The attacks resulted in47 deaths and 189 injuries.Among the targets was the OchmatdytChildren's Hospital in Kyiv. At the time of theattack, the hospital housed 600 pediatricpatients and approximately the same numberof medical staff. Two adults lost their lives,including a young doctor. Another 16 peoplewere injured, seven of whom were children.The dialysis department, where childrenreceived treatment, was completely destroyed,and several other departments were damaged,including specialized oncology laboratories,the only ones of their kind in Ukraine.Moscow responded by claiming it onlytargets military objects, releasing severalversions of what might have happened. This isa typical style of Russian propaganda—floodingthe information space to dilute and weaken thetruth. According to the Kremlin, Ukrainianseither intentionally or accidentally struckthe hospital themselves, mentioning severaltypes of Western-made missiles. However,considering that missiles like those from theIRIS-T system cannot cause such extensivedamage, one fact has worked against Russiafrom the start. The attack was captured onvideo, clearly showing the distinctive shape ofa Russian Kh-101 cruise missile, complete withthe TRDD-50A jet engine mounted under therear section. The missile showed no signs ofdamage and was heading toward the hospitalon a typical trajectory. All these indicatorsrule out an accidental strike; the hospital wasa deliberate target. The attack was carriedout by members of the 22nd Heavy BomberAviation Division from the Engels-2 base nearSaratov.Struck children's hospital Ochmatdyt in Kyiv.The impact of the Russian Kh-101 missile on the hospital was captured on video.Note the jet engine under its rear part.Ukrainian Su-27 in an illustrative image.UKRAINEINFO Eduard32September 2024Page 33
Airfields Under FireFrom the beginning of the observed period,Russia targeted Ukrainian airfields near thefront line. On Monday, July 1, multiple missilesstruck the Myrhorod base in the Poltavaregion. Two Ukrainian Su-27 fighters weredestroyed, and four others were damaged. It isunclear whether these were decommissionedand grounded aircraft or operational ones.However, at least some of them were likely inoperational condition.The following day, Tuesday, July 2, a Russianattack targeted a Mi-24 helicopter at a basein Poltava. The helicopter was likely seriouslydamaged by the explosion of cluster munitions.On Wednesday, July 3, an Iskander-M ballisticmissile destroyed a MiG-29 at the Kryvyi Rihbase in the Dnipropetrovsk region. On thesame day, at the same airfield, Russians alsorecorded a decoy in the form of a Su-25 mock-up using a drone.The next similar attack occurred on Monday,July 29, when a Su-25 at the Kryvyi Rih basewas hit by a Lancet drone. This time, it likelywasn’t a decoy.In the air, Ukraine suffered three lossesduring the observed period. On Tuesday, July 9,a Mi-8 helicopter from the 12th Army AviationBrigade crashed between the villages ofDyachkove and Mizhhirya in the Poltava region.Russia claims to have shot down the aircraft.All four crew members were killed: CaptainYaroslav Lyubychenko, Captain Vitaliy Nekrasov,First Lieutenant Oleksandr Shemchuk, andStaff Sergeant Serhiy Potashenkov.On Friday, July 19, another UkrainianMi-8MSB-V helicopter with the tail number"Black 160" was seriously damaged. Thehelicopter overturned during an emergencylanding attempt in the Novoukrainka district ofthe Kirovohrad region.The third tragedy was unrelated to combatoperations. During a training flight on Saturday,July 27, a Skyeton K-10 Swift with the registrationUR-KAI crashed. Yuriy Kapustenskyi, a first-year cadet at the National Air Force Universityin Kharkiv, died in the crash.Russian LossesDuring the observed period, the RussianAir Force experienced another disastrousweek. However, before that, on Friday, July5, a Russian Mi-28 helicopter was forced tomake an emergency landing in a field in theAzov district of Russia's Rostov region. Thisoccurred during a massive Ukrainian droneattack. According to various Russian sources,the crew either wanted to avoid the drones(and possibly avoid being hit by their own airdefenses) or the helicopter was directly hit bya drone. The helicopter was likely damaged,as the field caught fire after the emergencylanding, although the extent of the damageremains unknown.On Friday, July 19, a Su-34 fighter-bomberhad to make an emergency landing after beinghit by a surface-to-air missile. Despite severedamage, the crew managed to bring the aircraftto the nearest airfield. The incident occurredduring a night combat mission at an altitude of9 km, and fuel began leaking from the aircraftafter it was hit.Then came the aforementioned disastrousweek. On Sunday, July 21, Ukrainian saboteursstruck the Tomilino base near Moscow.According to Ukrainian military intelligenceSu-27 destroyed at the Myrhorod base on July 1st.Ex-Czech Mi-24 helicopter in Ukrainian service.Captain Yaroslav Lyubichenko and Lieutenant Oleksandr Shemchuk, who died in a Ukrainian Mi-8 helicopteron July 9th.On July 3rd, this decoy Su-25 was found at the KryvyiRih base.MiG-29 fighter struck by an Iskander-M missileat the Kryvyi Rih base on July 3rd.UKRAINEINFO Eduard33September 2024Page 34
(GUR), they burned two helicopters, a Kamovand a Mi-28. Satellite imagery later revealeda burn site where Ka-27 helicopters usuallystood.On Tuesday, July 23, a Russian Su-25 attackaircraft was shot down by a surface-to-airmissile from the 110th Mechanized Brigadeof the Ukrainian Armed Forces. The incidentoccurred near the village of Troitske in thePokrovsk district of the Donetsk region. Theevent was also recorded on video, and theRussian pilot successfully ejected.On Wednesday, July 24, Ukrainian saboteursstruck again, this time destroying a Mi-8helicopter at the Kryazh base in Samara,Russia.On Thursday, July 25, a Russian Mi-28helicopter from the 332nd IndependentHelicopter Regiment crashed. Althoughthe crash occurred near the village ofKlenki in the Kaluga region, deep insideRussia, it was related to the war in Ukraine.The helicopter was returning from a missionto hunt down attacking Ukrainian drones inthe Bryansk region near the Ukrainian border.It is speculated that the aircraft fell victim tofriendly fire from its own air defense. Bothcrew members died in the crash.On Friday, July 26, early in the morning,Ukrainian forces launched a missile attack onthe Saki base in Crimea. One Su-30SM fighterjet from the 43rd Independent Naval AssaultAviation Regiment was destroyed, and twoothers were damaged.On Saturday, July 27, a Su-34 fighter-bomber crashed in the Volgograd region ofRussia. Both crew members ejected safely.The aircraft likely took off from the Marinovkabase and was heavily used in attacks againstUkraine. Such intensive operations have led tosignificant wear and tear of the equipment andhigh stress on the pilots.The last, and the most significant lossoccurred on the final day of the observed period.On Wednesday, July 31, a Mi-8MTV-2 helicopterwith the registration RF-34255 and tail number"Yellow 59" was hit on the ground in the Donetskregion by a Ukrainian missile (ATACMS orHIMARS). The helicopter belonged to the 6thIndependent Special-Purpose Squadron of theRussian National Guard (Rosgvardiya). It wasloaded with wounded soldiers, and 20 people,including at least one crew member, died in theattack.Skyeton K-10 Swift with registration UR-KAI, which crashed on July 27.Another Ukrainian sabotage attack took place on July 24at the Kryazh base. A Mi-8 was set on fire.On July 21, two Russian helicopters burntat the Tomilino base near Moscow.The crash of a Su-34, which occurred on July 27. On July 31, 20 soldiers died in the RussianMi-8 helicopter that was destroyed on the ground.Yuriy Kapustenskyi in front of the UR-KAI,in which he died.UKRAINEINFO Eduard34September 2024Page 35
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Overseas readers pay postage at air mail printed paper rate.Warpaint on the webFor more information and secure ordering please visit:www.guidelinepublications.co.uk1 Bristol Beaufighter £13.002 Blackburn Buccaneer £13.003 Junkers Ju 87 Stuka £13.004 North American F-100 Super Sabre £13.005 Hawker Typhoon £13.006 Avro Shackleton £14.007 Junkers Ju 88 £13.008 Hawker Hunter £17.009 Grumman F4F Wildcat/Martlet £13.0010 Vickers Wellington £13.0011 de Havilland Sea Vixen £13.0012 Fairey Swordfish £15.0013 Focke Wolfe Fw 200 Condor £14.0014 BAC Lightning £18.0015 Short Stirling £14.0016 Hawker Sea Fury £13.0017 Gloster Javelin £14.0018 Douglas Skyraider £14.0019 de Havilland Hornet and Sea Hornet £14.0020 Supermarine Seafire (Griffon engine) £15.0021 Armstrong Whitworth Whitley £14.0022 Gloster Meteor £20.0023 Fairey Gannet £15.0024 Dornier Do 217 £14.0025 Short Sunderland £14.0026 Bristol Blenheim £15.0027 de Havilland Vampire £20.0028 Fairey Firefly £17.0029 Hawker Sea Hawk £15.0030 Avro Vulcan £16.0031 RAF/RN Phantoms £17.0032 Douglas A-20 Boston/Havoc £17.0033 Heinkel He 177 £14.0034 Avro Lincoln £16.0035 Fairey Barracuda £15.0036 Handley Page Victor £16.0037 Gloster Gladiator £17.0038 Republic F-105 Thunderchief £15.0039 Supermarine Walrus £13.0040 Canadair/Commonwealth Sabre £16.0041 Fairey Fulmar £15.0042 Boulton Paul Defiant £13.0043 Lockheed F-104 Starfighter £18.0044 de Havilland Venom £15.0045 Martin B-57 Canberra £16.0046 Handley Page Halifax £17.0047 McDonnell F-101 Voodoo £15.0048 Westland Lysander £15.0049 Fiat G.91 £15.0050 Bristol Beaufort £15.0051 Lockheed Neptune £16.0052 Fairey Albacore £15.0053 Avro Anson £16.0054 Westland Whirlwind F.Mk I £13.0055 Hawker Tempest £14.0056 Blackburn Firebrand £14.0057 Handley Page Hampden £14.0058 Supermarine Swift £14.0059 Lockheed Hudson £14.0060 English Electric Canberra £20.0061 Savoia Marchetti S.79 Sparviero £14.0062 Handley Page Hastings £14.0063 Vickers Valiant £14.0064 Convair F-102 £15.0065 Westland Wessex £17.0066 Bristol Bulldog £13.0067 Folland Gnat and Ajeet £13.0068 Bristol Brigand £13.0069 Martin B-26 Marauder £14.0070 Vought Corsair £18.0071 Armstrong Whitworth 650/660 Argosy £14.0072 Vickers Supermarine Merlin Seafire £14.0073 North American B-25 Mitchell £15.0074 Hawker Siddeley Harrier £17.0075 BAe Sea Harrier £15.0076 Grumman Tracker/Trader/Tracer £17.0077 Curtiss P-40 £15.0078 Aer Macchi C.202-205 Folgore-Veltro £15.0079 Consolidated PBY Catalina £17.0080 Saab Draken £17.0081 Junkers Ju 52 £14.0082 BAC Jet Provost £17.0083 Fairey Battle £17.0084 Grumman F6F Hellcat £18.0085 Supermarine Scimitar £15.0086 Vickers Wellesley £15.0087 Grumman Avenger £18.0088 Lockheed T-33A £15.0089 Avro Lancaster £18.0090 Boeing B-17 £18.0091 Mikoyan-Gurevich MiG-21 'Fishbed' £27.0092 Grumman HU-16 Albatross £17.0093 Messerschmitt Me 262 £15.0094 Supermarine Attacker £15.0095 Westland Sea King £18.0096 Consolidated B-24 Liberator £27.0097 North American RA-5C Vigilante £18.0098 Avro York £17.0099 McDonnell Demon £17.00100 Republic F-84F and RF-84F £20.00101 de Havilland D.H.82 Tiger Moth £16.00102 Convair B-36 £16.00103 Avro Manchester £14.00104 General Dynamics F-111 & EF-111A £20.00105 Sopwith Pup £14.00106 Sikorsky S-55/H-19 & Westland Whirlwind £18.00107 Ilyushin Il-2 ‘Sturmovik’ £15.00108 Martin Mariner and Marlin £17.00109 Douglas C-54/R5D Skymaster & DC-4 £21.00110 Westland Scout & Wasp £16.00111 Vought OS2U Kingfisher £16.00112 Douglas A3D Skywarrior £20.00113 Panavia Tornado ADV £17.00114 McDonnell F-4 Phantom II £25.00115 Armstrong Whitworth Albemarle £14.00116 Hawker Fury and Nimrod £17.00117 Douglas F4D/F-6 Skyray & F5D Skylancer £15.00118 NAA B-45 Tornado £16.00119 Grumman F9F Panther £15.00120 Mikoyan-Gurevich MiG-15 £17.00121 Douglas A-4 Skyhawk £26.00122 Albatros D.I - D.III £16.00123 de Havilland (Canada) Chipmunk £15.00124 Mikoyan-Gurevich MiG-17 £17.00125 Bristol Britannia, Argus and Yukon £17.00126 Grumman F-14 Tomcat £26.00127 Cessna T-37 A/B/C and A-37 A/B £21.00128 Bristol Scout £15.00129 Mikoyan-Gurevich MiG-3 £18.00130 Ilyushin Il-28 £18.00131 Auster in British Military & foreign air arm service £18.00132 Boeing B-52 Stratofortress £25.00133 Douglas C-47 Skytrain/Dakota £25.00134 Aero L-29 Delfin £21.00135 DH.89 Dragon Rapide & Dominie £17.00136 Airspeed Oxford & Consul £18.00137 Douglas SBD Dauntless £28.00138 Lockheed F-117 Nighthawk £18.00139 de Havilland (Canada) DHC-2 Beaver £18.00140 North American OV-10 Bronco £28.00141 Vickers Viking, Valetta & Varsity £19.00Warpaint SpecialsNo.1 Republic P-47 Thunderbolt £19.00No.2 Messerschmitt Bf 109 £25.00No.3 de Havilland Mosquito £25.00No.4 Cessna Bird Dog £12.00No.5 NAA P-51 Mustang and Derivatives £22.00No.6 Dambusters and the Lancaster £20.00Having launched the signature bomber for use in the European Theatre, Boeing embarked on a voyage intothe unknown. Bringing together numerous untried technologies the Boeing Aircraft Company launched itsmost significant bomber, the B-29 Superfortress. Although beset by development problems and havingsuffered the loss of the prototype and its Chief Test Pilot Eddie Allan, the company pushed on to create thefirst long-range strategic bombers. Once the Pacific Islands had been captured the B-29 Bomb Groupsbegan bombing raids on the Japanese Home Islands. On the other side of the Himalayas further bombgroups launched attacks against targets in Japan. As combat experience grew the focus turned todestroying as much as possible of its production facilities, mainly by firebombing areas known to havethese targets. And then the world changed forever. The use of two atom bombs against Hiroshima andNagasaki had shown the power of the atom. When the Japanese finally surrendered the Cold Wararrived to take its place. War in Korea followed, being the swan song for the B-29 while its youngersibling, the B-50, assumed the mantle of Strategic Defence, a position it held until the B-47 Stratojetarrived. One of the largest aircraft of World War II, the B-29 remained in service in various roles throughout the1950s, being retired in the early 1960s after 3,970 had been built. The Royal Air Force flew the B-29 with the service name‘Washington from 1950 to 1954’ while the re-engined B-50 Superfortress Lucky Lady II became the first aircraft to fly around the worldnon-stop, during a 94-hour flight in 1949. The Soviet Union produced 847 Tupolev Tu-4s, an unlicensedreverse-engineered copy of the B-29. This latest in the essential Warpaint series offers a comprehensive look atthe famous bomber in all its guises, with history, development, service details, and colour artwork and scale plansby Sam Pearson.BoeingBB--2299andBB--5500SuperfortressBy Kev DarlingB-29 Superfortress 44-70072 X-55 named Limber Richard of the 5thBombardment Squadron, 9th Bombardment Group, flying toward Japanwith other squadron bombers in 1945. The bombing missions againstJapan a 3,500 mile round trip, could last as long as sixteen hours. Alsoshown is at least one B-29 of the 1st BS of the same group, completewith black and yellow rear fuselage and fin bands. (USAF via DRJ)WARPAINT SERIES No.143paint Master 21/06/2024 14:48 Page 118During the 1960s, Dassault commenced development of what would become the Mirage F1 as a privateventure, alongside the larger Mirage F2. Work on the F1 eventually took precedence over the more costlyF2, which was cancelled during the late 1960s. The Armée de l'Air took great interest in the fledgling F1 tomeet its requirement for an all-weather interceptor aircraft. The Mirage F1 was of similar size to the MirageIII and Mirage 5 and was powered by the same SNECMA Atar engine that had been used on thelarger Dassault Mirage IV, however, unlike its predecessors, it had the layout of a swept wing, but mountedhigh on the fuselage, and a conventional tail surface as used by the F2. Although it had a smaller wingspanthan the Mirage III, the Mirage F1 nevertheless proved to be superior to its predecessor, carrying morefuel while possessing a shorter take-off run and greater manoeuvrability. This latest addition to theWarpaint series includes all the usual reference and historical material that has made the series the go-to source for modellers and aviation enthusiasts alike. This book is written by Andy Evans and issuperbly illustrated by Sam Pearson.All these titles are available in printed format via our on demand printing service. Please contact our office for further information.£25.00Warpaint series No.143Orders from the world’s bookand hobby trade are invitedNewreleasePrevious Warpaint titles£19.00Warpaint series No.142Boeing BB--2299 and BB--5500SuperfortressGGUUIIDDEELLIINNEE PPUUBBLLIICCAATTIIOONNSS LLIIMMIITTEEDDDassaultMMIIRRAAGGEE FF11By Andy EvansA French Air Force Mirage F1 returns to its missionafter receiving fuel from a US Air Force KC-10Extender while flying over Afghanistan in support ofOperation ‘Enduring Freedom’, on 25 November2010. (US Air Force Photo/Staff Sgt. Eric Harris)WARPAINT SERIES No.14242 Warpaint Mirage F1.qxp_Warpaint Master 19/03/2024 20:24 Page 58Dassault MMiirraaggee FF11Warpaint 143 B-29 & B-50 + Mirage F1.qxp_Warpaint Advert 22/06/2024 09:42 Page 1Page 36
BOXART STORY #82205In mid-1944, the escort carrier USS PetrofBay (CVE-80) embarked its combat unit, VC-76.A typical Composite Squadron (VC) could deployup to thirty FM-2 Wildcat and Avenger aircraft.The USS Petrof Bay's combat history exemplifiesthe crucial role of escort carriers in the finalyear of the war. In September 1944, the carriersupported the landings on Peleliu Island, andduring the Battle of Leyte in October 1944, it wasamong the first vessels to encounter JapaneseKamikaze tactics. During this historic battle,aviators from the USS Petrof Bay attackeda fleet that included the battleship Yamato,contributing to the sinking of several enemywarships in later phase of the battle.By the spring of 1945, VC-76 had achieveda total of four confirmed victories. In March 1945,VC-93 replaced VC-76 as the combat unit aboardthe USS Petrof Bay. Later that month, its airmenbegan participating in operations covering thelandings on various islands around Okinawa. Bymid-April, they played a key role in neutralizingairfields in the Sakishima Islands, from whichKamikaze attacks were also launched.On April 1, 1945, as part of Operation Iceberg,American forces landed on Okinawa. In response,the Japanese command ordered large Kamikazeattacks on American vessels from April 6 toJune 22, as part of IJN Operation Kikusui.On the first day of Operation Kikusui I, whichtook place from April 6 to 11, the Japanesedeployed approximately 300 Kamikaze aircraftin the target area. The U.S. Navy lost threedestroyers and three other vessels, withten additional ships sustaining damage. U.S.Navy airmen claimed 257 victories, whiletheir U.S. Marine Corps counterparts claimed18 more. However, quite a few Japanese aircraftmanaged to penetrate the fighter defenses andwere subsequently shot down by anti-aircraftgunners.For the four Wildcat pilots of VC-93, whotook off at 1330 from the deck of the USS PetrofBay, this was their first opportunity to engagethe enemy. They were ordered to patrol overIe Shima Island, west of Okinawa. The firstvictory was achieved by Lt. (jg) Foster, who shotdown a D3A Val bomber attempting to attack anescort destroyer. Both the gunner and the pilotbailed out of the burning aircraft but did notsurvive. Lt. Myers then shot down a Zeke whosepilot was attempting to crash into a transportvessel. The following Zeke was credited toLt. (jg) Tuttle. Another Val came under fire fromLt. (jg) Sherlock and crashed on Ie Shima Island.A few minutes later, Lt. Myers engaged anotherZeke, flying head-on. Myers struck the enemy'sengine and, utilizing the FM-2's characteristics,quickly positioned himself at the enemy's sixo'clock, shooting it down. The last victory by thisVC-93 division was highly dramatic and becamethe model for Piotr Forkasiewicz's box art.The unit diary describes it as follows:“The division reformed and at 2500 feetaltitude Lieut. Myers saw a Val leave the cloudsat 5500 feet altitude, 12 o'clock, 500 feet distant,180 knots, in a 45 degree glide onto a DD (Note:US Navy destroyer). At 2000 feet he was 500feet to the rear of the Val, following in the glide,regardless of the intense anti-aircraft fire fromthe DD, and fired a three second burst whichstarted smoke from the Val's engine. At 1000feet and again at 500 feet altitude he fired from100 feet behind the Val, at the port wing root.The wing exploded from the plane and the Valsplashed about 50 feet from the DD”.There were only three formations of Valbombers deployed on 6 April. The first belongedto Hachiman Gokō-tai No. 1, which was formedfrom part of the Usa Kōkūtai, the next formationwas from Seitō-tai No. 1 (Hyakurihara Kōkūtai),and the last was called Kusanagi-tai No. 1(Nagoya Kōkūtai). All three formations took offin succession from Kokubu Base No. 2 on KyūshūIsland. In the target area, where their missionwas to attack supply convoys, 65 airmen fromthese units sacrificed their lives.The most senior commander among thethree above formations was Lieutenant SatoshiKuwabara (NA 71, 1942) of Seitō-tai No. 1. He hadserved aboard the warships Nagato and Maya,and had been a member of the HyakuriharaKōkūtai aviation cadre since mid-1943. He wasposthumously promoted two steps to LieutenantCommander.A number of farewell letters from theairmen of these three units are available onthe Kamikaze Images website. Hundreds ofletters that have been published as part ofthis project show, in a careful analysis, thattheir main themes include impending death,farewell to family, filial devotion to parents oraccomplishment of a mission. Hatred of theenemy, perhaps surprisingly to many readers, isfound only in 25th place.Text: Jan BobekIllustration: Piotr ForkasiewiczConvoy off OkinawaINFO Eduard36September 2024Page 37
#82165BOXART STORYAt the end of October 1942, I. and III./JG 77"Herz As," equipped with Messerschmitt Bf 109G-2s, relocated from Sicily to the North Africanbattlefield. The I. Gruppe was commanded bythe well-known Maj. Heinz Bär, while Maj. KurtUbben led the III. Gruppe. Their mission was toengage in the ongoing battles at El Alamein assoon as possible. Bär's unit commenced combatflights on October 28 from the Bir-el-Abd base.Aircraft maintenance for I./JG 77 was initiallymanaged by personnel from the legendaryI./JG 27, the unit where the renowned Hans-Joachim Marseille had tragically died twomonths earlier. Meanwhile, I./JG 77’s own groundcrew was still en route from Sicily. However, thefirst I./JG 77 planes to be damaged or destroyedwere not due to enemy action but rather thetreacherous desert surface of the airfield.The two Jagdgruppen initially operated together,and in the following days, engagements withenemy fighter groups, often consisting of severaldozen aircraft, became common.One of I./JG 77's first victories in Africa wasachieved on November 1, 1942, by Uffz. HorstSchlick, who had seven kills at the time. Thatmorning, thirty Stuka dive-bombers from StG3 were heading toward the front, escorted byten MC.202s from 23° Gruppo Caccia, nineteenBf 109s from I./JG 27 and II./JG 27, and seven Bf109s from I./JG 77. Among the latter group wereHorst Schlick and Maj. Bär's adjutant, Lt. "Mac"Berres.Over the front, at 8:15 German time and at analtitude of 3,500 meters, a dogfight ensued withtwenty Curtiss P-40s from No. 112 Sq RAF andthe 66th FS, 57th FG. The Allied pilots reportedsuccessfully forcing the Stukas to drop theirbombs prematurely, claiming 7-6-2 bombervictories. The Germans lost five Stukas, and thebombs appear to have landed in the Axis trooparea.The Italian pilots did not claim any victories,but their German colleagues reported shootingdown one Spitfire and three P-40s. Berresclaimed one Curtiss, marking his 19th victory,while Schlick scored his eighth kill. Accordingto Schlick, both P-40s force-landed in Axis-heldterritory, trailing thick smoke for quite sometime.It was likely two aircraft from No. 112 SqRAF that did not return from combat. Sgt. R.De Bourke, injured during the battle, madean emergency landing with a Kittyhawk III(FR 264), designated "W." He had managed toshoot down two Stukas during the engagement.His plane was later salvaged and repaired.The other aircraft lost was a Kittyhawk III(FR 289), designated "Z." Its pilot, WO J. B. Agnew,landed on the battlefield but successfully madehis way back to Allied lines. Before being shotdown, Agnew had confirmed one Stuka kill,claimed another as probable, and damagedtwo others. The conclusion of these battles isdepicted in Adam Tooby's box art, which featuresDe Bourke's aircraft alongside Schlick's, thoughAgnew also could have been his victim.For Schlick, however, the following days tookan unexpected turn. On November 2, near hisown base, he collided with an enemy aircraftduring a dogfight. Although he managed to bailout, upon his return to the unit the next day,he was severely reprimanded by Heinz Bär.Schlick's Gruppenkommandeur had observedthe aerial encounter through binoculars and wasdispleased with the twenty-one-year-old NCO'sreckless attack maneuver. Since the enemyaircraft crashed over German territory, this P-40was confirmed as Schlick's ninth victory.Schlick's plane, "White 3," which he used onNovember 1 to achieve his first aerial victoryin Africa, remained at the Bir-el-Abd baseuntil it was captured by the Allies three dayslater. Allied airmen took souvenir photographswith the brightly colored Messerschmitt, whichdisplayed eight victory markings on its rudder.Gruppenkommandeur Heinz Bär was amongthe last members of I./JG 77 to leave Africansoil, evacuating with his unit to Sicily on May8, 1943. Between October 25, 1942, and May13, 1943, JG 77 suffered significant losses, with55% of its flying personnel lost. III. Gruppe washit hardest, losing 30 pilots. During the sameperiod, 218 JG 77 aircraft were either completelydestroyed or sustained over 60% damage.Despite these losses, the Geschwader shot down497 enemy aircraft, achieving a kill ratio betterthan 2:1. Bär's I. Gruppe led in kills, scoring 192victories under extremely challenging battlefieldconditions, a testament not only to Bär's personalskill but also to his charismatic leadership andthe experienced airmen he had assembled andtrained in his Gruppe.Illustration: Adam ToobyBeginning in AfricaText: Jan BobekINFO Eduard37September 2024Page 38
#R0022Bf 109G-101/72The Royal Class edition kit of the German fighter aircraft Bf 109G-10in 1/72 scale. The kit offers markings for 10 aircraft. The box containsplastic sprues for two complete kits, Bf 109G-10 version producedin Erla facory in Leipzig or Bf 109G-10 from Wiener Neustädter Fabrikor Bf 109G-10 or Bf 109G-14/AS from Messerschmitt factoryin Regensburg.plastic parts: Eduardmarking options: 10decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: yes (exhausts; undercarriagewheels – two types)EXTRA: wheel wells plugs (Omask)BONUS: magnetProduct pageKITS 09/2024Dual ComboMagnetINFO Eduard38September 2024Page 39
Bf 109G-10/U4, WNr. 613165, 101. Puma vadászrepülö osztály, Neubiberg, Germany, May 1945Bf 109G-10/U4, II./JG 52, Brno, Protectorate of Bohemia and Moravia, April 1945In the end of May 1945, the remaining Hungarianair units were concentrated on the Tulln airportin Austria from where they flew the missionsover Wien and Brno areas. On April 5, whenthe frontline approached Tulln, these unitstransferred to the Raffelding airfield fromwhere they continued to fly sorties to supportthe ground units around Wien. At the end of warthe Hungarian aviators, same as their Germancolleagues, preferred to surrender to the USArmy, therefore, on May 8, 1945, 101. osztály pilotsflew the remaining aircraft over to the BavarianNeubiberg. The aircraft manufactured in theDiana factory were camouflaged with the samecolors as the aircraft manufactured in WienerNeustadt. The photographs of black 16 show thatthe Hungarian national insignias were spray-painted directly on the camouflage, the Germanmarkings were not applied at all.In the final weeks of fighting in Austria andMoravia in the spring of 1945, Luftwaffe fighterunits were also being disbanded in this part ofthe European battlefield. First, II./JG 51 wasdisbanded on April 12, and five days later, thesame fate afflicted I./JG 53. The aircraft markedWhite 11 (produced in the Wiener NeustädterWerke factory) was transferred to 7./JG 52,commanded by Heinz Ewald. The Messerschmitthad the inscription Rosemarie under thecockpit and sported repainted insignia ofJG 53 and II./JG 51. Ofw. Richter flew White 11 intoAmerican captivity at Neubiberg on May 8, 1945,although he was not member of II./JG 52. HeinzEwald was released from American captivityin Fürstenfeldbruck on June 22, 1945.KITS 09/2024INFO Eduard39September 2024Page 40
Avia S-99, Police Air Patrol Unit, Czechoslovak Police Air Force, Prague-Kbely, 1947Bf 109G-10, 1./KG(J) 6, Prague-Kbely, Protectorate of Bohemia and Moravia, March/April 1945This aircraft, allocated to the air detachmentof SNB (Sbor národní bezpečnosti - NationalSecurity Corps) got to the air for the first timein summer 1946. The upper and side surfaceswere camouflaged in steel gray paint, the lowersurfaces were sprayed in darker grey color.The engine cowlings, wings leading edges andelevators of the SNB Air Patrol aircraft werepainted in scarlet red. The code letters werepainted in the same color outlined in white.The national insignia was in the form of whiteoutlined spherical triangle. The vertical tailstabilizer carried a small black numeral 4.The huge losses suffered by Luftwaffe fighterunits were one of the reasons that led in October1944 to the decision to reduce the number ofbomber assets and to distribute their personnelamong fighter squadrons following the necessaryconversion training. One of the Geschwader unitsaffected by this change was KG 6. The unit wasredesignated as KG(J) 6 and was re-equippedwith the Bf 109G-10s and K-4s. Training wasundertaken at Prague-Kbely, Prague-Ruzyněand also at Klecany airfields. On March 31,KG(J) 6 aircraft fought against 309th FS/31stFG Mustangs over Prague. The resulting heavylosses led to the disbandment of the unit a fewdays later, on April 9. This aircraft, manufacturedat the Messerschmitt factory in Regensburg, wasabandoned at Kbely, probably due to irreparabledamage, where it was photographed after thewar. The KG(J) 6 ownership was indicated by thered and black chessboard band on the rear partof the fuselage.KITS 09/2024INFO Eduard40September 2024Page 41
Bf 109G-10, 13./JG 27, Schleswig-Holstein, Germany, March 1945Bf 109G-10, Hptm. Erich Hartmann, CO of I./JG 52, Görlitz, Germany, April 1945After the Allied landings in Normandy in earlyJune 1944, IV. Gruppe JG 27 moved from Hungaryto the French airfield of Champfleury-la-Pertheand began their participation in combat on theWestern Front. After suffering heavy losses,the unit went to Lower Saxony for rest andreplenishment. The unit was assigned to theDefense of the Reich system and was disbandedon March 31, 1945. Pilots and personnel weredistributed among the other units of JG 27.The white wave marking on the rear fuselageidentified this aircraft, manufactured at theMesserschmitt factory in Regensburg, as beingassigned to the IV. Gruppe, and the green bandwas recognition marking of the Defense of theReich unit JG 27.Erich Hartmann, the most successful fighter pilotof all times, first joined the 7. Staffel of JG 52 onOctober 10, 1942. He stayed with Jagdgeschwader52 till the end of the World War Two; in fact, hebecame the commander of its I. Gruppe. The totalcount of his victories was 352. For his exceptionalsuccess he was awarded the Knight’s Crossof the Iron Cross with Oak Leaves, Swords andDiamonds. After WWII he was transferred to thePOW camp in the Ural Mountains in Soviet Unionand was not released until 1955. The followingyear he joined the ranks of Western GermanLuftwaffe. He became commander of JG 71, thefirst Luftwaffe squadron equipped with jet-powered fighter aircraft. He retired in 1970 anddied on September 20, 1993. Hartmann’s aircraft,manufactured at the Erla factory in Leipzig,carried a black tulip marking outlined in white onthe nose. Below the cockpit on the left side therewas a heart painted with the name of Hartmann’swife. The Gruppe leader marking took the shapeof a double wedge, but only as a white outline.KITS 09/2024INFO Eduard41September 2024Page 42
Bf 109G-10, WNr. 491407, Capt. Cesare Marchesi, 3aSquadriglia, 1oGruppo Caccia, ANR,Lonate Pozzolo, Italy, March 1945Bf 109G-10, WNr. 152xx6, 11./JG 300, Prague-Kbely, Czechoslovakia, May 1945After declaration of the Italian Social Republic onSeptember 18, 1943, a puppet state on the Germanarmed forces occupied territory, and under theleadership of Benito Mussolini, Germany allowedthis state to form the army in the strength offour divisions. Its aviation component, namedAeronautica Nazionale Repubblicana, consistedof two fighter groups (Gruppo Caccia), a groupof torpedo bombers (Gruppo AerosilurantiBuscaglia) and several transport flights. Io GruppoCaccia (Asso di Bastoni) initially flew MacchiC.205 but from November 1944 till February1945 went through the transition training onMesserschmitt 109 in Holzkirchen, Germany.In February the unit received Messerschmitts109 of the versions G-10 (manufactured by Erlafactory in Leipzig), G-14 and G-14/AS and severalK-4s. The original German markings wereoversprayed in Italian colors and the aircraftreceived the Italian markings. The German ironcrosses were left on the wing underside surfaces.There was the Io Gruppo insignia painted on thefuselage nose’s port side.The aircraft found in front of the hangar at Prague-Kbely airport in the end of war comes from theproduction series 152xxx produced in Erla factoryin Leipzig. The aircraft from this manufacturingbatch had wings featuring larger bulges onthe upper sides enabling the installation ofthe larger wheels i.e., the same type used onBf 109G-10 planes manufactured at WNF factoryand it’s Diana branch. The fuselage and wingswere probably spray painted in RLM 81/82 colorseven though some researchers incline towardsa single color camouflage variation sprayedin RLM 81. The wing lower surfaces were notpainted at all with the exemption of parts comingfrom subcontractors which were painted in RLM76. The engine cowling, coming from a differentairframe, is camouflaged in RLM 74/75/76 colors.Of the serial number painted on the vertical tailsurface only first three digits (152) and the lastone (6) are legible.KITS 09/2024INFO Eduard42September 2024Page 43
Bf 109G-14/AS, WNr. 784938, III./JG 6, Bissel, Germany, January 1945Bf 109G-14/AS, WNr. 782xxx, str. Vladimir Sandtner, 2.ZLJ, Lučko, Croatia, April 1945One of the last established Luftwaffe units wasJagdgeschwader 6 established in July 1944.Its Stab plus I. and II. Gruppe were activatedin Königsberg (nowadays Kaliningrad) andequipped with Fw 190A fighters. Its III. Gruppewas established in October 1944 by re-namingI./JG 5 and equipped with MesserschmittsBf 109G. On January 1, 1945, the entire unit tookpart in the operation Bodenplatte, an attack ofthe fighter units on the Allied airports located onthe liberated territories of the Western Europe.Bf 109G-14/AS marked Green 1 was photographedin May 1945 at the airport in Twente. It wasreported that it had probably landed here due tothe engine failure on its return from the operationBodenplatte. JG 6 aircraft typically carried red-white-red markings on the rear fuselage, thisparticular aircraft sported only 2 bands.Croatian pilot of Slovak origin, Vladimir Sandtner,was trained as a member of the Croatian AirForce in 1943 by Luftwaffe units JG 104 andII./EJG 1. In April 1944, he was provisionallyassigned to 3./JG 52 on the Eastern Front, as theunit with Croatian pilots, 15.(Kroat.)/JG 52, waswithdrawn from the front at that time. During thefighting over Romania in June 1944, he achieveda confirmed Il-2 kill, while another victory overa Yak-9 was not confirmed. In the spring of1945, Sandtner served with the rank of stražnik(Feldwebel) in the 2. zrakoplovno lovačko jato(fighter squadron), which was involved in anti-partisan operations and occasionally clashedwith RAF fighters. During a reconnaissance flighton April 16 near Senj, he deserted to Italy togetherwith stražnik Josip Ceković, landing at Falconara(Sandtner) and Iesi (Ceković) airfield. Sandtner’saircraft had register number 2104 in CroatianAir Force inventory. An ibex was painted on bothsides of the fuselage.KITS 09/2024INFO Eduard43September 2024Highlights of the Bf 109 F/G family in 1/72 scale
The Bf 109 F/G family in 1/72 scale has brought a number of improvements over the 1/48 scale models of the same type. With a focus on easier buildability, low parts count and a more modeler friendly build, we have incorporated the following changes and improvements to the model:
Highlights of the Bf 109 F/G family in 1/72 scaleUse of bottom sprue-part joints on parts where conventional joints would cause damage to the model surface when removing parts from the sprue.Jakub NademlejnskýThe Bf 109 F/G family in 1/72 scale has brought a number of improvementsover the 1/48 scale models of the same type. With a focus on easierbuildability, low parts count and a more modeler friendly build, we haveincorporated the following changes and improvements to the model:The bottom sprues can be simply cut off with pliers... ...and then carefully clean up any residue along the surface of the part.INFO Eduard44September 2024Page 45
At the request of modelers, we have multiplied the number of small parts, to offer spare parts in case of loss.The tail wheel leg fitting is also reworked.The original one had to be glued before gluinghe fuselage halves.Especially for fuselage and wing parts, this will not damage the surface of the aircraft.INFO Eduard45September 2024Page 46
The tail wheel leg can be glued on when the model is finalized.Newly designed is also the gluing of the tail part, which is gluedinto the fuselage halves before they are glued together.In the photo we can see that the joint of these parts is imperceptibleeven without glue.The radiator covers were constructed together with the radiator flaps, which can be bent to therequired position.Now a box is designed to glue it in place, which is glued to the fuselage halves.INFO Eduard46September 2024Page 47
Their fitting is seamless.The flaps fit into the wing halves using guide pins......and so are the ailerons.The kits contain severaltypes of oil coolers...INFO Eduard47September 2024Page 48
Building them into the model is again seamless with four guide pins, after assembly you just need to run a solvent glue over them.The landing gear assembly has been redesigned and the legs now include solid pins to help glue the assembly better and makeit easier to maintain proper geometry.The chassis legs now just slide into the guide pocket along the shaft.INFO Eduard48September 2024Page 49
Landing gear assembly glued together.The position lights have also been redesigned and are now made of clear plastic, at the request of the modelers.Landing gear built up.The landing gear leg holds thecorrect geometry once seated.INFO Eduard49September 2024Page 50
Bf 109G-101/72testbuiltbuilt by Jakub Nademlejnský andPetrBřezinaKITS 09/2024INFO Eduard50September 2024Page 51
testbuiltKITS 09/2024INFO Eduard51September 2024Page 52
Recommended: forBf 109G-10 1/72674018 Bf 109G-10 LööK (Brassin)672338 Bf 109G undercarriage legs BRONZE (Brassin)672344 Bf 109G radio compartment PRINT (Brassin)672383 Bf 109G-10/K-4 propeller (Brassin)672385 Bf 109G-10 wheels (Brassin)D72048 Bf 109G stencils (Decal Set)D72049 Bf 109G Balkenkreuze (Decal Set)#674018#672383#672344#672338Product pageProduct pageProduct pageProduct pageProduct pageOVERLEPTOVERLEPT#R0022-LEPT1Bf 109G-10 1/72#R0022-LEPT2Bf 109G-14 1/72OVERTREESOVERTREESOVERTREES#70158XBf 109G-5/6/10/14/K-4small parts1/72#70162XBf 109G-10 ERLA1/72#70163XBf 109G-10 WNF/Mtt. Regensburg/Bf 109G-14/AS1/72KITS 09/2024INFO Eduard52September 2024Page 53
#82205FM-2 WildcatThe ProfiPACK edition of the kit of the US WWII aircraft carrier-based fighterFM-2 Wildcat in 1/48 scale. This version of the Wildcat was built by theEastern Aircraft Division of General Motors and was easily recognizable thanks to taller fin.It was also the most potent of all Wildcats thanks to the more powerful engine.plastic parts: Eduardmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct page1/48KITS 09/2024INFO Eduard53September 2024Page 54
Lt. Robert I. Myers, VC-93, USS Petrof Bay (CVE-80), April 1945VC-88, USS Saginaw Bay (CVE-82), 1945USS Petrof Bay (CVE-80), after beingcommissioned into the Navy in February 1944,was first engaged in shipping aircraft, material,and military personnel. In May VC-76 boarded andparticipated in the Peleliu landings, the PhilippineCampaign, and the Battle of Iwo Jima. After thelatter operation, VC-76 was replaced by a freshunit, VC-93, with which USS Petrof Bay intervenedin the Okinawa landings and subsequentlysupported ground forces and provided protectionto vessels off that island. During this activity,the pilots of VC-93 had to face primarilykamikaze raids, and on this Wildcat, on April6, 1945, Lt. Robert Ira Myers managed to shootdown Kamikaze Zero attacking a transport ship,shortly after another Zero, and finally a D3A Valdive bomber attempting to engage a destroyer.For these achievements he was subsequentlyawarded the Navy Cross.The escort carrier Saginaw Bay (CVE-82),one of fifty Casablanca-class vessels, wascommissioned on March 2, 1944, aftera construction period of 123 days. Like her sisterships, she first participated in the transport ofpersonnel, aircraft, and material, then combinedsquadron boarded to participate in combatoperations, specifically the landings in Palau, theliberation of the Philippines, and the invasionsof Iwo Jima and Okinawa. The Okinawa landingswere supported from aboard the USS SaginawBay by VC-88 equipped with FM-2 Wildcats andTBM-3 Avengers.KITS 09/2024INFO Eduard54September 2024Page 55
VC-9, USS Solomons (CVE-67), spring/summer 1944VC-99, USS Hogatt Bay (CVE-75), 1945Combined VC-9 squadron consisting of nine FM-2Wildcats and twelve Avengers was assignedaboard USS Solomons (CVE-67), docked in Recife,Brazil. The primary mission of the ship and herunit was anti-submarine patrols in the SouthAtlantic. The VC-9 spent five months aboard fromMarch to August 1944 and participated in fourcruises during this period. The most successfulcruise was the third one, which involved thedetection and subsequent sinking of the GermanType IXD2 submarine U-860 on June 15, 1944.The submarine was on her first patrol under thecommand of Fregatenkapitän Paul Büchel and42 crew members followed her into the depths.Wildcats flying over the Atlantic wore the so-called Atlantic camouflage scheme, consisting ofwhite paint on the lower and side surfaces, whilethe upper surfaces were camouflaged with DarkGull Gray.USS Hoggatt Bay (CVE-75), a Casablanca-classescort carrier, joined the fleet operating offOkinawa on May 8, 1945. Aboard was combinedsquadron VC-99 that had embarked shortlybefore at Saipan to support ground troops atOkinawa and to participate in fleet protectionagainst Kamikaze raids by Japanese pilots.On June 24, the ship was released fromoperations off Okinawa and sent to Leyte, whereshe parted ways with the VC-99 awaiting rest andreplenishment of losses. An all-blue camouflagescheme in Gloss Sea Blue was introduced inJune 1944, replacing the three-color camouflagescheme used since January 1943.KITS 09/2024INFO Eduard55September 2024Page 56
Lt. Martin Ferko, VC-4, USS White Plains (CVE-67), June – September 1944JV836, No. 882 Naval Air Squadron, HMS Searcher, August 1945Leopold Martin Ferko was born to Slovak parentson January 29, 1915, in Great Falls, Montana.He earned his bachelor’s degree from StanfordUniversity, where he was also a star of theAmerican football team there. He then taughtmath and English at San Francisco High Schooland also coached the local football team beforesigning up with the Navy and beginning flighttraining on February 3. He then continued asan instructor at Corpus Christi, Texas, beforebeing transferred to Pearl Harbor in June 1943,where he embarked with the VC-4 on the USSWhite Plains. The unit consisted of 16 FM-2s and12 TBM Avengers. During the three days of theBattle of Leyte Gulf, he scored all five of his kills,although the first two may have been his last.After shooting down two Oscars he was in factattacked himself and his FM-2 took one hit afteranother before the attacking enemy was shotdown by the Ens. Pool. Ferko then had to make anemergency landing at Tacloban due to a damagedelevator. There, the aircraft was repaired, and hewas able to return in time to score three morekills. Leopold Ferko retired from the Navy withthe rank of Lieutenant Commander and died onMay 16, 1992, in San Francisco.No. 882 NAS embarked aboard HMS Searcherin September 1943 after previous service onthe carriers Illustrious and Victorious. Alreadyon these motherships she used Martlets, asthe British called Wildcats until January 1944.Aboard HMS Searcher the unit took part in majoroperations of the Royal Navy. These includedOperation Tungsten (the attack on Tirpitz,anchored in Kaafjord) in April 1944, OperationDragoon (the Allied landings in southern France)in August 1944, and Operation Outing (attackson German-occupied islands in the Aegean Sea)in September of that year. This was followed bya return to the home islands, where the unit tookdelivery of new Wildcats VI (FM-2 Wildcat) and inFebruary 1945 headed again aboard Searcher tothe Norwegian coast, where it conducted raids onGerman-occupied territory. After the end of thewar in Europe, it was decided that No. 882 NASaboard Searcher would move to the Pacific toreinforce the British Pacific Fleet, but the end ofthe war found her enroute during a stop in Ceylon(now Sri Lanka). The all-blue Wildcats VI servingwith the British Pacific Fleet had cockadespainted in blue and white only. The red centerwas omitted because of possible confusionwith the Japanese Hinomaru. At the same time,white stripes were painted on the wings andtail surfaces for easier identification of friendlyaircraft.KITS 09/2024INFO Eduard56September 2024Page 57
481119 FM-2 landing flaps (PE-Set)644222 FM-2 LööK (Brassin)644226 FM-2 LööKplus (Brassin)648886 FM-2 undercarriage legs BRONZE (Brassin)648887 FM-2 wheels (Brassin)648888 FM-2 seat PRINT (Brassin)648889 FM-2 folding wings PRINT (Brassin)648890 FM-2 gun barrels PRINT (Brassin)648895 FM-2 cockpit PRINT (Brassin)648896 FM-2 cockpit w/ armoured headrest PRINT (Brassin)648900 FM-2 gun bays PRINT (Brassin)648901 FM-2 exhausts PRINT (Brassin)648956 FM-2 wheel bay PRINT (Brassin)648960 FM-2 engine PRINT (Brassin)3DL48128 FM-2 SPACE (3D Decal Set)EX965 FM-2 TFace (Mask)EX971 FM-2 US national insignia (Mask)Recommended: forFM-2 Wildcat 1/48OVERTREES#82205XFM-2 Wildcat1/48OVERLEPT#82205-LEPT1FM-2 Wildcat1/48Product pageProduct page#644226#648956#648889#648887#648960KITS 09/2024INFO Eduard57September 2024Page 58
#82165Bf 109G-21/48The ProfiPACK edition kit of German WWII fighter aircraft Bf 109G-2in 1/48 scale. The kit contains five markings of famous Luftwaffe fighterpilots of different Luftwaffe units.plastic parts: Eduardmarking options: 5decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageRe-ReleaseKITS 09/2024INFO Eduard58September 2024Page 59
Bf 109G-2/trop, WNr. 10533, Uffz. Horst Schlick, 1./JG 77, Bir-el-Abd, Egypt, November 1942Bf 109G-2/R-6/trop, WNr. 13916, Fw. Hans Döbrich, 6./JG 5, Alakurtti,Finland, February 1943Bf 109G-2/R6, Lt. Walter Krupinski, 6./JG 52, Maykop, the Soviet Union, October 1942As a fighter pilot in the JG 77 ranks, Horst Schlickserved with the unit from 1942 to 1945. He achievedtwo aerial victories on the Eastern Front andadded some thirty more on the Western Front.For most of his time with JG 77, Schlick wasa member of the 1. Staffel, but he was transferred tothe 4. Staffel in the autumn of 1944, where he shotdown his last victim. In the spring of 1945, Schlickreceived orders to move to the EJG 2 training unitand later to JG 7 equipped with Me 262 jet fighters.However, he did not achieve any more victoriesthere. He conducted 480 operational flights andshot down 32 enemy aircraft (some sourcesstate 34). Horst Schlick’s aircraft arrived on theAfrican battlefield in the colors of RLM 70/71/76.It was complemented on the upper surfaces withirregular lines of RLM 79 paint. The undersideswere painted with RLM 78. An essential part of themarking of the aircraft of the southern region, i.e.,wingtips, a band on the fuselage, and a propellerspinner in white color, were also applied.Hans Döbrich scored 65 kills over his combatcareer and was awarded the Knight’s Cross ofthe Iron Cross for his achievements. On the otherhand, he was shot down himself three times,with the final one resulting in serious injuries,preventing him to return to operational flying.Döbrich began using this aircraft on February9, 1943. At that time he was already ace with 43kills and also one of the most successful pilots ofII./JG 5. Flying this aircraft Döbrich involuntarilytook to his parachute due to engine failure onMarch 14, 1943, shortly after a scramble take-off from Salmijärvi. The original camouflagescheme composed of RLM 74/75/76 colors andwas overpainted with white squiggles to makethe aircraft less visible in winter conditions.The yellow identifying markings were typical foraircraft of the Eastern Front. Döbrich’s personalmarking was painted under the cockpit. It wasa rendition of Mickey Mouse standing over theII./JG 5’s emblem and ripping apart a SovietI-16. The green four-leaf clover on the nosewas carried by aircraft of II. Gruppe ofJagdgeschwader 5.Walter Krupinski entered the Luftwaffe shortlyafter the beginning of the war in 1939 andunderwent fighter pilot training. After completinghis training, he was assigned to JG 52 and at thetime took part in combat against the RAF. He didnot achieve first kill until he moved to the EasternFront. The number of his kills rose quickly, andby April 18, 1944, when he left the Eastern Front,there were 177 aerial victories on his account.Knight’s Cross with Oak Leaves was a result ofhis success, and he continued operational flyingon the Western Front. Firstly as the CO of 1./JG 5, but he was appointed the CO of II./JG 11 inMay 1944. Later he moved on to command III./JG26 on September 27, 1944, where he stayed untilunit’s disbandment on March 26, 1945. Krupinski’slast stand was JV 44 where he was flying Me 262and gained twenty more victories, so his finaltally stopped at 197. In the fifties, he joined thenew Luftwaffe, led JaBoG 33, and later the entire3 Division of the Luftwaffe. Krupinski wasforced into early retirement in 1976 and died inNeunkirchen-Seelsheid in 2000. The illustratedaircraft was used by “Graf Punski”, as he wasnicknamed, in combats over the Kuban area duringsecond half of 1942. It was camouflaged with RLM74/75/76 colors and carried the usual yellowEastern Front identifiers. Below the windscreen isthe JG 52 unit marking.KITS 09/2024INFO Eduard59September 2024Page 60
FE910 Bf 109G seatbelts STEEL (PE-Set)648247 Bf 109G exhaust stacks (Brassin)648265 Bf 109G external fuel tanks (Brassin)648309 Bf 109G undercarriage legs BRONZE (Brassin)3DL48022 Bf 109G-2 SPACE (3D Decal Set)D48025 Bf 109G stencils (Decal Set)D48027 Bf 109G Balkenkreuze (Decal Set)D48044 Bf 109G-2 national insignia (Decal Set)EX512 Bf 109G spinner spirals (Mask)EX582 Bf 109G classic canopy TFace (Mask)Recommended: forBf 109G-2 1/48Bf 109G-2/R6, WNr. 13633, Hptm. Wolf-Dieter Huy, 7./JG 77,Tanyet Harun, Egypt, October1942Bf 109G-2/R6 WNr. 13949, Maj. Hans Hahn, II./JG 54, Rjelbitzy,the Soviet Union, January 1943Wolf-Dieter Huy joined the Kriegsmarine in1935, and was transferred over to the Luftwaffeon October 1, 1937, where he underwent fightertraining. His assignment was to (J)/TrGr. 186, thefighter unit of the Graf Zeppelin aircraft carrier.This ship was never completed, and the unit wasredesignated III./JG 77. Huy took part in combatover France, as well as over Britain, and overthe Balkans. The unit gained notable success inthe battle for Crete and Huy, who accumulated22 victories, was awarded the Knight’s Crosson June 5, 1941. The Oak Leaves were added inMarch 1942. After early combats on Eastern Frontthe unit moved to Egypt. There, on October 29,1942, was Wolf-Dieter Huy captured after he hadbeen shot down by future ace J. H. Nichols whowas flying a Spitfire Mk.Vc of No. 601 Squadron.Huy’s Bf 109G-2 from the time the unit moved toNorth Africa bore the non-typical camouflagemade up of RLM 70 and 71 (some sources suggesta Soviet AMT-4 Green). The yellow band behindthe fuselage cross, common on aircraft servingon the Eastern Front, was hastily overpaintedwith a fresh color RLM 71 (or Russian AMT-4Green), and partially replaced by white paint usedon aircraft that fought on the Southern Front. Thewingtips were also painted white. The rudder wasdecorated with the pilot’s score and awards.Hans Hahn, a fighter ace and a holder of theKnight’s Cross with Oak Leaves, held a list ofcommand positions throughout his career. FromDecember 1939 he commanded 4./JG 2, andfrom October 29, 1940, he led III./JG 2. Startingon November 1, 1942, he took over command ofII./JG 54, and was commanding this Gruppe up toFebruary 21, 1943, when he was shot down andtaken prisoner by the Soviets. He wasn’t freeduntil 1950. At the time of his capture, he hadattained 108 kills, 66 of them were achieved onthe Western Front. According to Russian sources,“Assi” Hahn was shot down by Soviet ace Lt. P.Grazhdaninov. Hahn himself noted that aftershooting down a La-5, he was hit in the port wingand with overheated engine he was forced toland behind Soviet lines, where he was captured.The aircraft was oversprayed in white on theupper and side surfaces to better suit the winterconditions. Double chevron and the horizontalbar on the rear fuselage were the CO marking ofII. Gruppe, and this Group’s unit emblem appearedbelow the windscreen. The JG 54’s Green Heart(Grünherz) marking was also present. Thespinner and the lower sides of the engine cowlwere lightly sprayed over in white.OVERTREES#82116XBf 109G-21/48OVERLEPT#82116-LEPT1Bf 109G-21/48Product pageProduct pageKITS 09/2024INFO Eduard60September 2024Page 61
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P-39Q-5, 42-20351, Lt. William A. Shomo, 82nd TRS, 71st TRG, 5th AF, Dobodura,New Guinea, March 1944P-39Q-1, 42-19467, 46th FS, 15th FG, 7th AF, Kanton atoll, Phoenix archipelago, August 1943William Arthur Shomo was born on May 30, 1918,in Jeanette, Pennsylvania and joined USAAC (USArmy Air Corps) in August 1941. Having completedthe training, he was assigned to 82nd TRSbelonging to 71st TRG. In the fall of 1943, the unitequipped with Airacobras was deployed to PortMoresby airbase in New Guinea. Crew chief ofall Shomo’s aircraft at his unit was S/Sgt. RalphWinkel who named all airplanes assigned tohim Snooks according to his future wife. WilliamShomo became famous thanks to the missionflown on January 11, 1945, when at the controls ofhis reconnaissance Mustang he single-handedlyshot down seven enemy aircraft, a feat for whichhe was awarded Medal of Honor. Shomo’s totalscore was eight enemy aircraft shot down within24 hours. In addition to a number of ground targetsShomo also claimed ten airplanes destroyed onthe ground. At least three of them while flyingAiracobras. On January 31, 1944, together withLt. Weber they destroyed Ki-61 Tony fighter anda Betty bomber. On March 13, 1944, during the raidon Madang airbase he destroyed an A6M fighter.Airacobra 42-20531 was lost during the groundattack mission in the Hansa Bay area and pilot,Lt. Harrison perished.The 46th FS (originally 46th PS) was formed onHawaiian Islands on December 1, 1940, as a partof 15th Pursuit Group equipped with Curtiss P-36Hawk fighters at that time. It opened its combatscore right on the first day of the War in Pacific,December 7th, 1941, defending the Pearl Harbornaval base against the Japanese attack. In 1942the squadron was re-equipped with Airacobrasand in the spring of 1943 deployed to Kanton atollin the Phoenix archipelago. Due to the conditionson the island, almost completely lacking thevegetation, new Airacobras were repainted inthe combination of the sand color on the upperand side surfaces while the lower surfaces ofthe fighters were sprayed in light blue colors.Camouflage change was an idea of Lt. BenjaminC. Warren, a pilot and unit’s technical officer, whoalso supervised its application. In December 1943,46th FS left Kanton and after the overflight toatoll Makin carried on with the operations untilmid-December 1944. At that time Airacobras ofthe unit carried the Olive Drab coat on the uppersurfaces again.KITS 09/2024INFO Eduard62September 2024Page 63
P-39Q-5, 42-19896, Lt. William W. Gambill, 363rd FS, 357th FG, 8th AF,Oroville CA, USA, autumn 1943P-39Q-5, 42-20043, 70th FS, 347th FG, 13th AF, Torokina airfield, Bougainville,Solomon Islands, autumn 1943The 363rd FS was established in December1942 at Hamilton Field, California. The aircrafton which the unit’s pilots trained were factory-fresh P-39Q Airacobras. In the fall of 1943, the357th Fighter Group, of which the 363rd FighterSquadron was a part, moved to the UnitedKingdom, where it was the first Fighter Group tobe armed with P-51 Mustangs, versions B and C.These were used by the 8th AF to fly escort flightsfor the Bomber Command over occupied Europe.In a raid on Berlin on March 8, 1944, Gambill’sMustang was shot down by MesserschmittsBf 109 near Mehringen. Lt. Gambill was killedduring the British night raid on Frankfurt on thenight of March 22 to 23, 1944, when the DulagLuft (Durchgangslager der Luftwaffe; Luftwaffetransit camp) was also hit. The standardAiracobra camouflage in the Olive Drab / NeutralGrey color combination was supplemented withred tail surfaces and a red stripe on the noseduring training for the 363rd FS. The unit emblemwas painted on the cockpit door.The 70th FS was formed on December 14, 1940, andwas ordered to Philippines on December 5, 1941.Due to the fall of Philippines the unit deploymentdid not take place and the unit got shortly stuckin Hawaii. Another stopover before the combatdeployment was Fiji where the unit transferred inthe end of January 1942 equipped with Bells P-39Airacobra. Since November 1942 until the springof 1944 when the combat activities ceased, the70th FS operated in Solomon Islands area within347th FG and was credited with over 50 enemyaircraft destroyed in the air-to-air combat.The unit’s equipment changed from the mostpopular P-38 Lightnings in the first half of 1943to P-39s and P-40s for the rest of the deploymentperiod. Since the end of 1943, the 70th FS operatedfrom Torokina airfield and kept Bell P-39 in itsinventory until April 1944. The missions flownwere bomber escorts, defense of the homebase and most frequently the ground attacks.Airacobra “SNAFU” was delivered to the combatzone in the end of summer 1943. The originalmarking was in the form of the large numeral6 on both fuselage sides in front of the cockpitdoor. Later the marking was relocated to theaircraft nose and changed to numeral 106.49238 P-39Q/N (PE-Set)FE919 P-39 seatbelts STEEL (PE-Set)FE1158 P-39Q Weekend (PE-Set)644098 P-39Q LööK (Brassin)644110 P-39Q LööKplus (Brassin)648203 P-39 wheels late (Brassin)648957 P-39 seat PRINT (Brassin)648958 P-39 exhaust stacks fishtail PRINT (Brassin)648959 P-39 exhaust stacks rounded PRINT (Brassin)3DL48012 P-39Q SPACE (3D Decal Set)D48068 P-39 stencils (Decal Set)Recommended:for P-39Q 1/48#644098#648957#648958KITS 09/2024INFO Eduard63September 2024Page 64
BRASSINLööK set - Brassin pre-painted dashboardand STEEL seatbelts for A-10C in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: Great Wall HobbySet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for Bf 109G-10 in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no64428A-10C LööK1/48 Great Wall Hobby674018Bf 109G-10 LööK1/72 EduardProduct pageProduct pageINFO Eduard64September 2024Page 65
644282FM-1 LööKplus1/48 TamiyaCollection of 4 sets for FM-1 in 1/48 scale.Recommended kit: Tamiya- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels- exhast pipesBRASSINCollection of 3 sets for P-51B or P-51C in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels644283B-26B Marauder LööKplus1/48 ICMProduct pageProduct pageINFO Eduard65September 2024Page 66
BRASSINCollection of 3 sets for P-51D-5 in 1/72 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- seat- gun sightsCollection of 3 sets for P-51D-10 in 1/72 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- seat- gun sights674015P-51D-5 LööKplus1/72 Eduard674016P-51D-10 LööKplus1/72 EduardProduct pageProduct pageINFO Eduard66September 2024Page 67
Collection of 3 sets for P-51D-15+ in 1/72 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- seat- gun sights674017P-51D-15+ LööKplus1/72 EduardProduct pageBRASSINBrassin set - oxygen cylindres for USAAF WWIImultiengined a/c in 1/32 scale. The set consistsof 6 cylinders. Made by direct 3D printing. Easyto assemble, replaces plastic parts.Set contains:- 3D print: 6 parts- decals: yes- photo-etched details: no- painting mask: no632199WWII USAAF oxygen cylinder A-4 PRINT1/32Product pageINFO Eduard67September 2024Page 68
632201WWII USAAF oxygen tank G-1 PRINT1/32BRASSINBrassin set - oxygen cylindres for USAAF WWIImultiengined a/c in 1/32 scale. The set consistsof 6 cylinders. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Set contains:- 3D print: 6 parts- decals: yes- photo-etched details: no- painting mask: noProduct pageBrassin set - oxygen cylindres for USAAF WWIImultiengined a/c in 1/32 scale. The set consistsof 6 cylinders. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Set contains:- 3D print: 6 parts- decals: yes- photo-etched details: no- painting mask: noProduct page632200WWII USAAF oxygen cylinder A-6 PRINT1/32INFO Eduard68September 2024Page 69
6481018A-10C rotary gun flash suppressor PRINT1/48 Great Wall HobbyBrassin set - rotary gun flash suppressor for A-10Cin 1/48 scale. Made by direct 3D printing.Recommended kit: Great Wall HobbySet contains:- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: noProduct pageBRASSINBrassin set - the undercarriage wheels for A-10Cin 1/48 scale. The set consists of the main wheelsand a nose wheel. Easy to assemble, replaces plasticparts. Recommended kit: Great Wall HobbySet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes6481019A-10C wheels1/48 Great Wall HobbyProduct pageINFO Eduard69September 2024Page 70
BRASSINBrassin set - superchargers for B-24J in 1/48 scale.The set consists of 4 superchargers. Made by direct3D printing. Easy to assemble, replaces plastic parts.Recommended kit: Hobby BossSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no6481030B-24J superchargers PRINT1/48 Hobby BossProduct pageBrassin set - the undercarriage wheels for B-24J in1/48 scale. The set consists of the main wheels anda nose wheel. Easy to assemble, replaces plastic parts.Recommended kit: Hobby BossSet contains:- resin: 4 parts- 3D print: 3 parts- decals: no- photo-etched details: yes- painting mask: yes6481028B-24J wheels1/48 Hobby BossProduct pageINFO Eduard70September 2024Page 71
Brassin set - gun sights for P-51B/C in 1/48 scale.Set consists of 13 gun sights of different types.Made by direct 3D printing. Easy to assemble,replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 13 parts- decals: no- photo-etched details: yes- painting mask: no6481031P-51B/C gun sights PRINT1/48 EduardProduct pageBRASSINBrassin set - Norden type bomb sight for B-17Fin 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: Eduard / HKMSet contains:- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: no6481034B-17F bombsight PRINT1/48 Eduard/HKMProduct pageINFO Eduard71September 2024Page 72
BRASSINBrassin set - fuel drop tanks for P-51D in 1/72 scale.The set consists of 2 tanks. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 6 parts- decals: yes- photo-etched details: no- painting mask: no672374P-51D 108gal paper drop tanks PRINT1/48 EduardProduct pageBrassin set - cockpit for P-51D in 1/72 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 23 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no672365P-51D-15+ cockpit PRINT1/72 EduardProduct pageINFO Eduard72September 2024Page 73
Brassin set - fuel drop tanks for P-51D in 1/72 scale.The set consists of 2 tanks. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: yes- photo-etched details: no- painting mask: no672376P-51D 165gal fuel tanks PRINT1/72 EduardProduct pageBRASSINBrassin set - gun bays for P-51D in 1/72 scale.The set consists of bun bays for both wings.Recommended kit: EduardSet contains:- resin: 22 parts- decals: yes- photo-etched details: yes- painting mask: no672379P-51D gun bays PRINT1/72 EduardProduct pageINFO Eduard73September 2024Page 74
BRASSINBrassin set - propeller for Bf 109G-10 or Bf 109K-4in 1/72 scale. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 2 parts- resin: 4 parts- decals: no- photo-etched details: no- painting mask: no672383Bf 109G-10/K-4 propeller1/72 EduardProduct pageBrassin set - wheel bays for MiG-21 in 1/72 scale.The set consists of nose and main wheel bays.Made by direct 3D printing. Easy to assemble,replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yes- painting mask: no672381MiG-21 wheel bays PRINT1/72 EduardProduct pageINFO Eduard74September 2024Page 75
Brassin set - the undercarriage wheels for Bf 109G-10in 1/72 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes672385Bf 109G-10 wheels1/72 EduardProduct pageBRASSININFO Eduard75September 2024Page 76
Collection of 4 sets for F-35B in 1/48 scale.Recommended kit: Tamiya- cockpit- dorsal fan- undercariage wheels- Remove Before Flight tags STEELAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648130F-35B1/48 TamiyaProduct pageBRASSININFO Eduard76September 2024Page 77
Collection of 4 sets for F-16A MLU in 1/48 scale.Recommended kit: Kinetic- cockpit- undercarriage bays- undercariage wheels- exhaust nozzleAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648131F-16A MLU1/48 KineticProduct pageBRASSININFO Eduard77September 2024Page 78
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BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG5373 USS Sangamon CVE-26 1/350 TrumpeterBIG33161A-20J/K 1/32 HKMBIG33162Boston Mk.IV 1/32 HKM53309 USS Sangamon CVE-26 1/35053310 USS Sangamon CVE-26 island 1/3503DL53014 US Navy WW2 ensign flag for CVL, CVE, CL & DD SPACE 1/350321018 A-20J/K 1/3232490 A-20J/K / Boston Mk.IV bomb bay 1/3232491 A-20J/K / Boston Mk.IV main wheel well 1/3233368 A-20J/K seatbelts STEEL 1/32JX324 A-20J/K 1/32321019 Boston Mk.IV 1/3232490 A-20J/K / Boston Mk.IV bomb bay 1/3232491 A-20J/K / Boston Mk.IV main wheel well 1/3233370 Boston Mk.IV seatbelts STEEL 1/32JX324 A-20J/K 1/32Product pageProduct pageProduct pageINFO Eduard94September 2024Page 95
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30 %.BIG EDBIG33163 B5N2 1/35 Border ModelBIG49419TBD-1 1/48 Hobby BossBIG72181SM.79 1/72 Italeri321017 B5N2 1/3533366 B5N2 seatbelts STEEL 1/35JX326 B5N2 TFace 1/35481139 TBD-1 landing flaps 1/48491452 TBD-1 1/48FE1453 TBD-1 seatbelts STEEL 1/48EX1047 TBD-1 TFace 1/4872737 SM.79 exterior 1/7273824 SM.79 interior 1/72CX033 SM 79 Sparviero 1/72Product pageProduct pageProduct pageINFO Eduard95September 2024Page 96
MASKSIT FITS!JX327 AH-64A early1/35 TrumpeterJX328 AH-64A early TFace1/35 TrumpeterEX1056 Fulmar Mk.II1/48 TrumpeterEX1057 Fulmar Mk.II TFace1/48 TrumpeterEX1058 U-2S1/48 Hobby BossEX1059 U-2S TFace1/48 Hobby BossEX1060 A-4B1/48 Hobby 2000/HasegawaEX1061 A-4B TFace1/48 Hobby 2000/HasegawaEX1062 A-4C1/48 Hobby 2000/HasegawaEX1063 A-4C TFace1/48 Hobby 2000/HasegawaEX1064 MS 406.C11/48 Dora WingsEX1065 MS 406.C1 TFace1/48 Dora WingsEX1066 Bulldog Mk.II1/48 AirfixJX328 AH-64A early TFaceEX1066 Bulldog Mk.IIEX1057 Fulmar Mk.II TFaceEX1057 Fulmar Mk.II TFaceEX1057 Fulmar Mk.II TFaceEX1057 Fulmar Mk.II TFaceEX1056 Fulmar Mk.IIEX1056 Fulmar Mk.IIJX328 AH-64A early TFaceEX1066 Bulldog Mk.IIJX327 AH-64A earlyINFO Eduard96September 2024Page 97
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RELEASESSEPTEMBER 2024KITSPE-SETSZOOMSMASKSR0022 Bf 109G-10 DUAL COMBO 1/72 Royal Class82205 FM-2 Wildcat 1/48 ProfiPACK82165 Bf 109G-2 Re-Release 1/48 ProfiPACK8470 P-39Q Airacobra Re-Release 1/48 ProfiPACK53314 USS Midway CV-41 part 1 1/350 Trumpeter321020 AH-64A early 1/35 Trumpeter36520 Nashorn 1/35 Tamiya36521 BMD-2 1/35 Hobby Boss481149 A-4B/C landing flaps 1/48Hobby 2000/Hasegawa491467 Fulmar Mk.II 1/48 Trumpeter491469 U-2S 1/48 Hobby Boss491471 MS 406.C1 1/48 Dora Wings491473 A-4B 1/48Hobby 2000/Hasegawa491475 A-4C 1/48 Hobby 2000/Hasegawa491476 Bulldog Mk.II 1/48 Airfix33371 AH-64A early 1/35 Trumpeter33372 AH-64A early seatbelts STEEL 1/35 TrumpeterFE1467 Fulmar Mk.II 1/48 TrumpeterFE1468 Fulmar Mk.II seatbelts STEEL 1/48 TrumpeterFE1469 U-2S 1/48 Hobby BossFE1470 U-2S seatbelts STEEL 1/48 Hobby BossFE1471 MS 406.C1 1/48 Dora WingsFE1473 A-4B 1/48Hobby 2000/HasegawaFE1474 A-4B/C seatbelts STEEL 1/48 Hobby 2000/HasegawaFE1475 A-4C 1/48 Hobby 2000/HasegawaFE1476 Bulldog Mk.II seatbelts STEEL 1/48 AirfixJX327 AH-64A early 1/35 TrumpeterJX328 AH-64A early TFace 1/35 TrumpeterEX1056 Fulmar Mk.II 1/48 TrumpeterEX1057 Fulmar Mk.II TFace 1/48 TrumpeterEX1058 U-2S 1/48 Hobby BossEX1059 U-2S TFace 1/48 Hobby BossEX1060 A-4B 1/48Hobby 2000/HasegawaEX1061 A-4B TFace 1/48 Hobby 2000/HasegawaEX1062 A-4C 1/48 Hobby 2000/HasegawaEX1063 A-4C TFace 1/48 Hobby 2000/HasegawaEX1064 MS 406.C1 1/48 Dora WingsEX1065 MS 406.C1 TFace 1/48 Dora WingsEX1066 Bulldog Mk.II 1/48 AirfixBIG-EDBIG-EDBIG EDBIG5373 USS Sangamon CVE-26 1/350 TrumpeterBIG33161 A-20J/K 1/32 HKMBIG33162 Boston Mk.IV 1/32 HKMBIG33163 B5N2 1/35 Border ModelBIG49419 TBD-1 1/48 Hobby BossBIG72181 SM.79 1/72 ItaleriINFO Eduard98September 2024Page 99
RELEASESBRASSINLöökPLUSBIG SINSPACE644280 A-10C LööK 1/48 Great Wall Hobby674018 Bf 109G-10 LööK 1/72 Eduard632199 WWII USAAF oxygen cylinder A-4 PRINT 1/32632200 WWII USAAF oxygen cylinder A-6 PRINT 1/32632201 WWII USAAF oxygen tank G-1 PRINT 1/326481018 A-10C rotary gun flash suppressor PRINT 1/48 Great Wall Hobby6481019 A-10C wheels 1/48 Great Wall Hobby6481028 B-24J wheels 1/48 Hobby Boss6481030 B-24J superchargers PRINT 1/48 Hobby Boss6481031 P-51B/C gun sights PRINT 1/48 Eduard6481034 B-17F bombsight PRINT 1/48 Eduard/HKM672365 P-51D-15+ cockpit PRINT 1/72 Eduard672374 P-51D 108gal paper drop tanks PRINT 1/72 Eduard672376 P-51D 165gal fuel tanks PRINT 1/72 Eduard672379 P-51D gun bays PRINT 1/72 Eduard672381 MiG-21 wheel bays PRINT 1/72 Eduard672383 Bf 109G-10/K-4 propeller 1/72 Eduard672385 Bf 109G-10 wheels 1/72 Eduard644282 FM-1 LööKplus 1/48 Tamiya644283 B-26B Marauder LööKplus 1/48 ICM674015 P-51D-5 LööKplus 1/72 Eduard674016 P-51D-10 LööKplus 1/72 Eduard674017 P-51D-15+ LööKplus 1/72 EduardSIN648130 F-35B 1/48 TamiyaSIN648132 F-16A MLU 1/48 Kinetic3DL32027 AH-64A early SPACE 1/35 Trumpeter3DL48190 Fulmar Mk.II SPACE 1/48 Trumpeter3DL48191 U-2S SPACE 1/48 Hobby Boss3DL48192 A-4B SPACE 1/48Hobby 2000/Hasegawa3DL48193 A-4C SPACE 1/48 Hobby 2000/Hasegawa3DL48194 MS 406.C1 SPACE 1/48 Dora Wings3DL48195 Bulldog Mk.II SPACE 1/48 AirfixSEPTEMBER 2024DECALSD72048 Bf 109G stencils 1/72 EduardD72049 Bf 109G Balkenkreuze 1/72 EduardD72050 P-51D stencils 1/72 EduardD72051 P-51D US national insignia 1/72 EduardINFO Eduard99September 2024Page 100
BUILTbuilt by RobertSzwarc#70119MARKING A1/72Fw190F-8Accessoriesused:72611 Fw 190A-8 (PE-Set)72612 Fw 190A-8 landing flaps (PE-Set)672081 Fw 190A-8 cockpit (Brassin)672088 Fw 190A-8 engine& fuselage guns (Brassin)672115 SC 50 German WWIIbombs (Brassin)INFO Eduard100September 2024Page 101
BUILT5./SG 77, Cottbus, Germany, early March 1945This aircraft was photographed at Cottbus airportin early 1945. It bore a standard camouflagescheme consisting of the RLM 74 and 75 colorson the upper surfaces. The lower surfaces weresprayed in RLM 76, which was complemented onthe fuselage bottom by a green-blue shade ofthe RLM 76. The black horizontal stripe indicatesthe aircraft belonged to 5. Staffel SG 77. Thesignificance of the red flash on the engine cowlingis unknown.Product pageINFO Eduard101September 2024Page 102
ON APPROACHOCTOBER 2024644284Bulldog Mk.II LööK1/48 Airfix674019B-24H LööK1/72 AirfixBIG49420 SMB-2 Super Mystere 1/48 Special HobbyBIG49421 B-26B Marauder PART I 1/48 ICMBIG49422 B-26B Marauder PART II 1/48 ICMBIG49423 B-24J PART I 1/48 Hobby BossBIG49424 B-24J PART II 1/48 Hobby BossBIG72182 A-6E 1/72 Trumpeter644284 Bulldog Mk.II LööK 1/48 Airfix674019 B-24H LööK 1/72 Airfix6481029 B-24J engines PRINT 1/48 Hobby Boss6481033 P-51B Birdcage canopy cockpit PRINT 1/48 Eduard6481035 A-10C ejection seat PRINT 1/48 Great Wall Hobby6481038 Fw 190A seat w/ integral belts PRINT 1/48 Eduard6481040 P-51B/C seat w/ integral belts Type 2 PRINT 1/48 Eduard6481041 P-51B/C seat w/ integral belts Type 3 PRINT 1/48 Eduard6481042 SM.79 wheels 1/48 Flashback6481043 SM.79 propellers 1/48 Flashback672360 P-51D wheel bays PRINT 1/72 Eduard672380 B-24H wheels 1/72 Airfix672382 F-4E parachute PRINT 1/72 Fine Molds672384 P-51D undercarriage legs PRINT 1/72 Eduard672386 B-24H engines PRINT 1/72 Airfix672387 Tornado ejection seats 1/72 Revell644285 B-24J LööKplus 1/48 Hobby Boss644286 A-10C LööKplus 1/48 Great Wall HobbySIN648131 P-51B/C ADVANCED 1/48 EduardSIN648133 A-10C armament 1/48 Great Wall HobbyBIG ED(October)BRASSIN(October)LöökPlus(October)BIGSIN(October)LööK set - Brassin pre-painted dashboard and STEELseatbelts for B-24H in 1/72 scale. Easy to assemble,replaces plastic parts. Recommended kit: AirfixSet contains:- resin: 3 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seat belts for Bulldog Mk.II in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: AirfixSet contains:- resin: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no6481029B-24J engines PRINT1/48 Hobby BossBrassin set - engines for B-24J in 1/48 scale.The set consists of 4 engines. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: Hobby BossSet contains:- 3D print: 8 parts- decals: no- photo-etched details: no- painting mask: noPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard102September 2024Page 103
6481033P-51B Birdcage canopy cockpit PRINT1/48 Eduard6481035A-10C ejection seat PRINT1/48 Great Wall Hobby6481038Fw 190A seat w/ integral belts PRINT1/48 EduardBrassin set - cockpit for P-51B with framed so-calledbirdcage canopy in 1/48 scale. Made by direct 3Dprinting. Recommended kit: EduardSet contains:- 3D print: 46 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - ejection seat for A-10C in 1/48 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: Great Wall HobbySet contains:- 3D print: 2 parts- decals: yes- photo-etched details: no- painting mask: noBrassin set - pilot seat for Fw 190A in 1/48 scale. Made bydirect 3D printing. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noON APPROACHINFO Eduard103September 2024Page 104
ON APPROACHOCTOBER 20246481040P-51B/C seat w/ integral belts Type 2 PRINT1/48 Eduard6481041P-51B/C seat w/ integral belts Type 3 PRINT1/48 Eduard6481042SM.79 wheels1/48 Flashback6481043SM.79 propellers1/48 FlashbackBrassin set - pilot seat for P-51B or P-51C in 1/48 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noBrassin set - pilot seat for P-51B or P-51C in 1/48 scale.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noBrassin set - the undercarriage wheels for SM.79 in1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: FlashbackSet contains:- resin: 3 parts- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: yesBrassin set - the propellers for SM.79 in 1/48 scale.The set consists of three props with spinners.Easy to assemble, replaces plastic parts.Recommended kit: FlashbackSet contains:- resin: 9 parts- 3D print: 6 parts- decals: no- photo-etched details: no- painting mask: yesINFO Eduard104September 2024Page 105
ON APPROACHOCTOBER 2024672360P-51D wheel bays PRINT1/72 Eduard672380B-24H wheels1/72 Airfix672382F-4E parachute PRINT1/72 Fine MoldsBrassin set - wheel bays for P-51D in 1/72 scale.Set consists of a main wheel bay. Made by direct 3Dprinting. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for B-24Hin 1/72 scale. The set consists of the main wheelsand a nose wheel. Easy to assemble, replaces plasticparts. Recommended kit: AirfixSet contains:- resin: 4 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - a deployed parachute for F-4Ein 1/72 scale. Made by direct 3D printing.Recommended kit: Fine MoldsSet contains:- 3D print: 5 parts- decals: no- photo-etched details: yes- painting mask: noINFO Eduard105September 2024Page 106
ON APPROACH672384P-51D undercarriage legs PRINT1/72 EduardBrassin set - undercarriage legs for P-51Din 1/72 scale. Set consists of main legs andwheel well doors. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 6 parts- decals: no- photo-etched details: no- painting mask: no672387Tornado ejection seats1/72 RevellBrassin set - ejection seats for Tornado in 1/72 scale.Set consists of 2 seats. Easy to assemble, replaces plasticparts. Recommended kit: RevellSet contains:- resin: 8 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: no672386B-24H engines PRINT1/72 AirfixBrassin set - engines for B-24H in 1/72 scale. The setconsists of 4 engines. Made by direct 3D printing. Easy toassemble, replaces plastic parts. Recommended kit: AirfixSet contains:- 3D print: 16 parts,- decals: no,- photo-etched details:yes- painting mask: noOCTOBER 2024INFO Eduard106September 2024Page 107
ON APPROACHCollection of 4 sets for B-24J in 1/48 scale.Recommended kit: Hobby Boss- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels- superchargers644285B-24J LööKplus1/48 Hobby BossCollection of 4 sets for A-10C in 1/48 scale.Recommended kit: Great Wall Hobby- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels- rotary gun flash supressor644286A-10C LööKplus1/48 Great Wall HobbyOCTOBER 2024INFO Eduard107September 2024Page 108
SIN648131P-51B/C ADVANCED1/48 EduardCollection of 3 sets for P-51B or P-51C in 1/48 scale.Recommended kit: Eduard- gun bays- wheel bays- engineAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.ON APPROACHOCTOBER 2024INFO Eduard108September 2024Page 109
SIN648133A-10C armament1/48 Great Wall HobbyCollection of 9 sets for A-10C in 1/48 scale.Recommended kit: Great Wall Hobby- AGM-65 Maverick- TER- LAU-3/A- GBU-10 Paveway II- AIM-9M/L Sidewinder- Mk.82 bombs w/airbrake early- GBU-12 bomb- Sniper ATP- AN/ALQ-131 (deep) ECM podAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHOCTOBER 2024INFO Eduard109September 2024Page 110
pe-sets53315 USS Midway CV-41 part 2 1/350 Trumpeter36522 Humvee M1097A2 1/35 ICM36523 Sd.Kfz.234/2 1/35 MiniArt36524 Leopard 2 A7V 1/35 Tamiya481150 P-39Q landing flaps 1/48 Arma Hobby491477 P-39Q 1/48 Arma Hobby491479 A-4M mod. 1970 1/48 Magic Factory491480 A-4M mod. 1975 1/48 Magic Factory72741 F-35B exhaust nozzle 1/72 Tamiya73831 Chinook HC.1 1/72 Airfix73832 F-35B 1/72 Tamiya73833 Chinook HC.1 cargo seatbelts STEEL 1/72 Airfix73834 Chinook HC.1 cargo seats STEEL 1/72 AirfixZOOMSFE1477 P-39Q 1/48 Arma HobbyFE1478 P-39Q seatbelts STEEL 1/48 Arma HobbyFE1479 A-4M mod. 1970 1/48 Magic FactoryFE1480 A-4M mod. 1975 1/48 Magic FactoryFE1481 A-4M seatbelts STEEL 1/48 Magic FactorySS831 Chinook HC.1 1/72 AirfixSS832 F-35B 1/72 TamiyaMASKSEX1067 P-39Q 1/48 Arma HobbyEX1068 P-39Q TFace 1/48 Arma HobbyEX1069 B-17F (alternate nose, frame X) TFace 1/48 EduardEX1070 A-4M TFace 1/48 Magic FactoryCX670 Chinook HC.1 1/72 AirfixCX671 F-35B 1/72 TamiyaCX672 F-35B RAM coating 1/72 TamiyaCX673 P-51D 1/72 EduardSPACE3DL48196 P-39Q SPACE 1/48 Arma Hobby3DL48197 A-4M mod. 1970 SPACE 1/48 Magic Factory3DL48198 A-4M mod. 1975 SPACE 1/48 Magic Factory3DL72043 Chinook HC.1 SPACE 1/72 Airfix3DL72044 F-35B SPACE 1/72 Tamiya3DL72045 L-410UVP SPACE 1/72 Eduard3DL72046 L-39ZA SPACE 1/72 EduardDECALD32023 Bf 109G stencils 1/32 Revell/HasegawaON APPROACHOCTOBER 2024INFO Eduard110September 2024Page 111
pe-sets53315 USS Midway CV-41 part 2 1/350 Trumpeter36522 Humvee M1097A2 1/35 ICM36523 Sd.Kfz.234/2 1/35 MiniArt36524 Leopard 2 A7V 1/35 Tamiya481150 P-39Q landing flaps 1/48 Arma Hobby491477 P-39Q 1/48 Arma Hobby491479 A-4M mod. 1970 1/48 Magic Factory491480 A-4M mod. 1975 1/48 Magic Factory72741 F-35B exhaust nozzle 1/72 Tamiya73831 Chinook HC.1 1/72 Airfix73832 F-35B 1/72 Tamiya73833 Chinook HC.1 cargo seatbelts STEEL 1/72 Airfix73834 Chinook HC.1 cargo seats STEEL 1/72 AirfixZOOMSFE1477 P-39Q 1/48 Arma HobbyFE1478 P-39Q seatbelts STEEL 1/48 Arma HobbyFE1479 A-4M mod. 1970 1/48 Magic FactoryFE1480 A-4M mod. 1975 1/48 Magic FactoryFE1481 A-4M seatbelts STEEL 1/48 Magic FactorySS831 Chinook HC.1 1/72 AirfixSS832 F-35B 1/72 TamiyaMASKSEX1067 P-39Q 1/48 Arma HobbyEX1068 P-39Q TFace 1/48 Arma HobbyEX1069 B-17F (alternate nose, frame X) TFace 1/48 EduardEX1070 A-4M TFace 1/48 Magic FactoryCX670 Chinook HC.1 1/72 AirfixCX671 F-35B 1/72 TamiyaCX672 F-35B RAM coating 1/72 TamiyaCX673 P-51D 1/72 EduardSPACE3DL48196 P-39Q SPACE 1/48 Arma Hobby3DL48197 A-4M mod. 1970 SPACE 1/48 Magic Factory3DL48198 A-4M mod. 1975 SPACE 1/48 Magic Factory3DL72043 Chinook HC.1 SPACE 1/72 Airfix3DL72044 F-35B SPACE 1/72 Tamiya3DL72045 L-410UVP SPACE 1/72 Eduard3DL72046 L-39ZA SPACE 1/72 EduardDECALD32023 Bf 109G stencils 1/32 Revell/HasegawaON APPROACHTHEY FOUGHT FOR REBUILD#111801/48BM592, W/Cdr Alois Vašátko, CO of Exeter(Czechoslovak) Wing, RAF Exeter, Devon,United Kingdom, June 1942EP461, W/Cdr František Doležal, CO of Exeter(Czechoslovak) Wing, RAF Exeter, Devon,United Kingdom, April-July 1943EN765, W/Cdr Karel Mrázek, CO of Exeter(Czechoslovak) Wing, RAF Exeter, Devon,United Kingdom, June -July 1942AD325, F/Lt Emil Foit, No. 310 Squadron,RAF Perranporth, Cornwall, United Kingdom,December 1941-February 1942OCTOBER 2024INFO Eduard111September 2024Page 112
ON APPROACHAR423, F/Lt František Trejtnar, No. 310 Squadron,RAF Ibsley, Hampshire, United Kingdom,September 1943-February 1944EP110, F/Lt Otmar Kučera, No. 313 Squadron,RAF Hawkinge, Kent, United Kingdom,August-September 1943EP785, P/O Ladislav Světlík, No. 312 Squadron,RAF Churchstanton, Somerset, United Kingdom,January-April 1943R7192, P/O Josef Příhoda, No. 111 Squadron,RAF Debden, Essex, United Kingdom,February 1942AD572, F/O František Peřina, No. 312 Squadron,RAF Harrowbeer, Devon, United Kingdom,February-June 1942AD380, F/O Alois Hochmal, No. 313 Squadron,RAF Hornchurch, Devon, United Kingdom,October 1941-April 1942BM210, S/Ldr František Fajtl, CO of No. 122 Squadron,RAF Hornchurch, Devon, United Kingdom, May 1942AR435, Sgt. František Loucký, No. 65 Squadron,RAF Gravesend, Kent, United Kingdom, July 1942OCTOBER 2024INFO Eduard112September 2024Page 113
ON APPROACHL-410UVP Turbolet 1/72#2148CN 810731, LOM Praha, Flight Training Center,Pardubice, Czech Republic, 2019CN 810731, Special operations squadron,3 Air Transport Regiment, Praha-Kbely,Czechoslovakia, 1990CN 800525, 5. Luftwaffen-Feld-Division, Luftwaffe,Germany, 1996CN 851527, Slov-Air, Czechoslovakia, 1990CN 831138, Pyrlandia-Boogie, Ostróv Wielkopolski,Poland, 2006CN 8100731, 24. základna dopravního letectva, Praha-Kbely,Česká republika, 2010OCTOBER 2024INFO Eduard113September 2024Page 114
ON APPROACHP-51B/C Mustang w/ dorsal fin1/48P-51B-1-NA, s/n 43-12375, Capt. Don M. Beerbower,353rd FS, 354th FG, 9th AF, A-2 Cricqueville, France,June 1944Mustang Mk.III, s/n FZ111, F/L Mieczysław Gorzula,No. 309 (Polish) Squadron, RAF Andrews Field,United Kingdom, April-May 1945P-51C-10 NT, s/n 44-11096, 26th FS, 51st FG,14th AF, Kunming, China, 1944P-51C-10-NT, s/n 43-25054, Lt. Robert M. Scott,79th FS, 20th FG, 8th AF, Kings Cliffe, Northamptonshire,United Kingdom, November 1944P-51B-15-NA, s/n 43-24877, Lt. Harold P. Kick,325th FS, 318th FG, 15th AF, Lesina, Italy,November 1944P-51C, Lt. G. J. Kaplanek and L. D. Monaghan, 118th TRS,23rd FG, 14th AF, Chengkung, China, May 1945#82108OCTOBER 2024INFO Eduard114September 2024Page 115
L-39ZA, s/n 915254, 222 Training Squadron,Náměšť nad Oslavou AFB, Czech Republic, 2008-2010L-39ZA, No. s/n 232436, 2436, 11 Fighter Squadron,Žatec AFB, Czechoslovakia, 1991-1993L-39ZA, s/n 035147, No. 147, 299 brTA,Graf Ignatievo AB, Bulgaria, 2015L-39ZA/ART, s/n 533218, 411 Sqn, 3 Air Division, 41 Wing,Chiang Mai AB, Thailand, 2014L-39ZA, s/n 035019, 213 Training Squadron,Čáslav AFB, Czech Republic, 2008-2010L-39ZA, s/n 533218, No. 145, Military Flight Academy,Grupul 20, Borcea-Fetesti AB, Romania, 2012ON APPROACHL-39ZA Albatros1/72#7047OCTOBER 2024INFO Eduard115September 2024EAA Oshkosh 2024
When an American tells you that something is ‘huge’, as European, your curiosity will be aroused. Foe the European used to European standards, there are many things in America that can be considered huge. They have, for example, big cars, big roads, huge houses and skyscrapers in every big city, and even pretty massive portions of food, which after our annual trip to America, we are reminded of when we try to button up our pants. But when our American friend Ed Mautner told us that the Oshkosh Air Show was going to be huge, my colleagues and I knew right away that we definitely had something to look forward to. And it certainly was!
When an American tells you that somethingis ‘huge’, as European, your curiosity will bearoused. Foe the European used to Europeanstandards, there are many things in Americathat can be considered huge. They have, forexample, big cars, big roads, huge housesand skyscrapers in every big city, and evenpretty massive portions of food, which afterour annual trip to America, we are reminded ofwhen we try to button up our pants. But whenour American friend Ed Mautner told us thatthe Oshkosh Air Show was going to be huge,my colleagues and I knew right away that wedefinitely had something to look forward to.And it certainly was!We stayed about a fifteen minute drivefrom the Wittman Regional Airport, wherethis Monday-Saturday air show is held, inthe picturesque town of Fond du Lac on LakeWinnebago, and attended the show two days,Tuesday and Wednesday. According to officialstatistics, 686,000 visitors (which is a recordnumber) visited the event over the entire sixdays, and more than 10,000 aircraft were ondisplay. Organizers reported that during thehours the airport was open for arrivals anddepartures, there was an average of 113 ofthem per hour.But Oshkosh is not just an ordinary airshow. In the huge area around the airport, inaddition to several dozen stands with variousrefreshments, there were also open hangarswith historic and civilian aircraft, whichvisitors could view up close, as well as severalcommercial stands set up by small and largecompanies alike that promoted their products.Worth mentioning, for example, is the largeBoeing stand, the beautiful Beechcraft stand,where visitors were served coffee, or thelarge Honda tent with a HondaJet in the middle.Among the smaller stands, I was interested inthe Dimor Group display, which also includesthe Junkers aircraft brand, and in front of thestand stood a Junkers A50.Wittman Airport is also home to the EAAAviation Museum, which is filled primarily withexperimental aircraft. The abbreviation EAAstands for Experimental Aircraft Association.Thanks to the air show, this association nowhas about 300,000 members. It was founded in1953 by Paul Poberezny, who devoted his wholelife mainly to the construction of home-madeaircraft. In the museum, I admired the BugattiModel 100 Racer and a lot of other exhibits thatyou simply cannot see anywhere else.Of course, I was most interested in theplanes that flew into Oshkosh. Next to theairport, several parking zones were createdfor both visitors’ cars and civil aircraft. Thisis because visitors from all over the worldtraditionally fly in to this event and then spenda whole week even with their pets along for theride, they camp, barbecue, and just basicallyenjoy the festive atmosphere. I was surprisedto walk among the parked planes with noone watching me, no one was reminding mewhere I could or couldn't go, or gave me theevil eye when I took a picture. In short, it waslike paradise for a plane lover. And when theaerial demonstrations started after lunch,my colleagues and I sat on the grass andthoroughly enjoyed them. I was absolutelyfascinated by the part of the show called theHeritage Flight, where A-10s, F-35As, F-22sand P-51D Mustangs flew together on the firstday and F-16s on the second. The demo alwaysincluded a short display of each of the planes,and especially the F-22 was really cool! Sadly,we may have just had our last chance to seethe A-10, as the USAF is claiming it is done withthe type. There is some hope, though, to befound in the fact that this is not the first timethis has been stated. Evening flying is also partof the program on Wednesday and Saturday,and anyone who has ever been to Oshkosh willtell you that the evening program is definitelyworth attending. And so it was, it was actuallya typical American show full of airplanes firingoff flares, fires, explosions, ending with 600drones creating different shapes, finishing offwith the American flag at the end. And I have toadmit that even though I'm not American, thewhole atmosphere around me filled me witha sense of awe.EAA OSHKOSH 2024Text: Jakub NademlejnskýThe Eduard contingent in the United States –Stan Archman, Vladimir Sulc, Jakub Nademlejnskyand Martin Ferkl in at the front gate to EAA Oshkosh.INFO Eduard116September 2024Page 117
TAIL AND CHARLIEThe entire event was flawlessly organized. Since thevenue is so large, school buses were used to shuttlevisitors around.Bell helicopter display at their stand.Display stands set up by Pilatus and Piper.Boeing had the largest display at the show.Aircraft displayed at Boeing Plaza – F-15EX Junkers stand with their A50 Junior.INFO Eduard117September 2024Page 118
TAIL AND CHARLIEF-35ALancaster T-38 TalonB-52, which also acted as a nifty umbrella againsta passing shower.The airport’s grass sections also provided space for the museum’s exhibits.The airport’s grass sections also provided space for the museum’s exhibits.C-47INFO Eduard118September 2024Page 119
TAIL AND CHARLIEWhen flying displays were paused, walks could be taken among the parked aircraft.INFO Eduard119September 2024Page 120
TAIL AND CHARLIEThe airport’s grass sections also provided space for the museum’s exhibits.One of the hangars housed spectacular examples of the Mosquito and P-38.Some of the EAA Museum’s exhibits.A view of the EAA Aviation Museum.INFO Eduard120September 2024Page 121
TAIL AND CHARLIEPlastic models were available for purchase at the airport,including those from Eduard, which was nice to see.Flying displays during the show, among others, included a Spitfire Mk.IX , a P-51D and a Hurricane.The C-47 flight display included parachute jumps.P-51D in the non-traditional markings of the California Aeronautical University. A flypast was conducted by a KC-135 tanker.INFO Eduard121September 2024Page 122
TAIL AND CHARLIESeveral display teams strutted their stuff, and while we were there, the Italian team Frecce Tricolori were up….….as were Canada’s Snowbirds.Tuesday’s Heritage Flight was made up of the F-35A, F-22, A-10C and P-51D…….and, for a change, on Wednesday the F-35A, F-22 ,A-10C andF-16C.INFO Eduard122September 2024Page 123
TAIL AND CHARLIEOne of the two B-29s that flew at the show, the world-famous FIFI.F-22The Wednesday program finale was conducted by 600 drones….….and a lot of fireworks.F-22INFO Eduard123September 2024Page 124
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Editorial
Good evening, dear Friends!
Over the summer period, I was asked on a discussion forum to write in today's editorial what new kits we have in store for the last quarter of this year. After careful consideration, I decided not to do it, and that's because E-day is coming up, as well as the Czech Republic Plastic Modeling Championship. At both events, I will present news not only for the rest of this year, but also for the first half of the next. The problem is that revealing these plans here and now would rob me of what I have already planned for E-day and the way I want to present them, including any surprises we might have up our sleeves!
So today I will limit myself to September releases, and also to October’s, as they will be available at E-day at the end of this month.
NEW RELEASES FOR SEPTEMBER
New releases for September are no secret, since they have already been available for a week now. The centrepiece of the list is the Royal Class Bf 109 G-10 in 1:72. If you want to know my opinion about this kit, you can find it in a column I wrote about it for today's newsletter. It's written in a bit of an American style, inspired by my being in the States for three weeks on holiday and I always soak up the attitude to life there. In the Czech Republic, for about two centuries now, American attitudes have been considered to smack of a certain level of self admiration. According to the widely held cultural belief by the Czechs (and not just), a good creator should sit nicely in a corner somewhere and wait for praise. Typically, that takes a decade or two after the person’s death. This is the tale that Antonín Dvořák could tell. But we Czechs, the proud nation of F.X. Šalda, know our stuff. It’s an attitude with a stifling quality to it alien to Americans, and it's one of the reasons why I always feel freer in America. Much more free. I enjoy it there, because there, I can say that I did something well, even extremely well, and no one will accuse me of being an arrogant bragger if the results are there to see. In fact, I would urge Czech modellers to adopt a bit of the American perspective. What if we included a national self-confidence and a healthy pride in one's own work among those American innovations we have already managed to adopt. If we could adopt things like a food processor, air conditioning, big cars, hot dogs, McDonalds, hockey (Canadian, I know, but hey!), good rock and even F-35s, why not add that sense of self worth and make it our own? God bless America!
In addition to the aforementioned Royal Class kit, we are also releasing an FM-2 Wildcat in 1:48th scale as a Profipack boxing. It comes out of the older Limited Edition releases we dubbed ‘Wilder Cat’, and we have two other older pieces in the form of a reissued Bf 109 G-2 in 1:48th, also in the Profipack line, and a P-39Q Airacobra, also in 1:48th, but as a Weekend kit. It may surprise you that we are re-releasing the Airacobra that is over twenty years old at a time when a new kit from Poland is coming to the market. Well, releasing it we are. Ours is not a bad kit, has its own qualities and has survived Japanese competition, so I think it can and will do the same here. Otherwise, however, we wish our colleagues from Poland good luck and will be watching with interest how they fare with their effort. This is in no way an act of us going after someone else’s product. In fact, we are wishing them success, because their success is our success. After all, we make accessories for their kits, and we don't make them to not sell!
NEW RELEASES FOR OCTOBER
October's new releases will be here lickity split, and I don’t much believe you don’t now about them by now. One of these are raising some eyebrows. Yes, I mean the old 1:72nd scale Turbolet, originally released by Gavia and in October in the new-ish Eduard Heavy Retro line. The kit is very original and an unadulterated retro, and the era from which it hails is clearly visible on it. It has its flaws, and they are not few in number. But even with them it's good old-fashioned, honest work. That model didn't come about because some geek bought a kit, cut it up to look different, bathed it in epoxy and released it as a super 3D new tool kit of the year. Its creators honestly worked on the creation of this model with determination, from the drawing to the wooden masters, through the design of decals, instructions and the box, all the way to releasing it. That kit contains a large portion of the work and a piece of life of its designers, Michal Vláčilík and Petr Podvala, and the same portion of honest work, artistic finesse and care of the creator of the molds, Pavel Vandělík, who kept them in good functioning condition throughout their existence. Now, after almost a quarter of a century since the creation of the original kit, we are offering it once again with the addition of a few modern details, mainly a printed landing gear, new transparencies, some photoetched, quality decals and contemporary box art. Among other things, we did this to make everyone who bought a copy of the Gavia kit from the people at AZ/KP Models realize that buying rip-offs is not cool nor necessarily the only way to get a specific kit. We actually own those molds and have for some twenty years now. Patience is a virtue and it is always good to support good, honest work. Ultimately, when you purchase pirated kits from the people who shamelessly and blissfully rip off other peoples’ efforts, you support and reward that behavior. It’s a lot better to lay in the tall green grass than drown in scum….
This L-410 is specifically the UVP version. If these do well in terms of sales, we’ll do others as well. At the moment, we are ready for the L-410 UVP-E.
You may have noticed the distinctly Czech flavor of the new releases coming up. That can’t be a surprise to anyone, with E-day just around the corner. In addition to the Turbolet, we also have an L-39ZA Albatros in 1:72, and a 48th scale Spitfire Mk.Vb in a Limited Edition format dedicated to the legacy built by members of the Czechoslovak Air Force who served in the RAF during World War II. The kit, named THEY FOUGHT TO REBUILD, conceptually belongs to The Spitfire Story series, even if it is not strictly portrayed as such. We are releasing it in a Dual Combo format and I believe that it will interest not only Czechs and Slovaks.
So that the lineup of October new releases is not exclusively Czech or Czechoslovak, we have another classic, the P-51B/C Mustang in a 48th scale Profipack rendition. It differs from the previous P-51B, released in August, by the fin fillet. This is not such a small change, and precipitated a new sprue frame with a fuselage on it. It's a classic Profipack with six marking options, and you can see what these are below.
E-DAY 2024
E-day is taking place again this year and for the third time at the Milovice Tankodrom museum. The main exhibition day is on September 28th, 2024. As usual, the hall will be open on Friday, September 27th for competing modelers and for everyone who wants to chat and watch the presentation of Eduard’s new releases for the next year in peace. But you won't miss them even if you don't arrive until Saturday, since on that day, this part of the program will be repeated. Otherwise, the program schedule is standard; there are discussions with interesting guests planned, two ‘the Pot’ Q & A sessions, one with me about Eduard and the other with Fredy Riedel about Special Hobby. The space allocated for these discussions and announcements will again be different this year than last, and will be on the ground floor. We have been looking for a suitable location and hope that it will finally work out this year. A better sound system has been ordered; I think that is also important information. Catering will be largely in the gallery, where the Pot Q & As were last year. The cafe, which was under construction last year, is finished and functional, and the elevator from the ground floor to the gallery is also working. There will also be a flight demonstration, with the L-410 Turbolet in the works, but I will admit frankly that at the moment we do not have any of the expected aircraft 100% confirmed, with everyone having something to sort out one way or another.
There is a significant change in the structure of the competition categories. We implemented a reform, the essence of which is the reduction of the number of the competition categories. This means that we have incorporated some categories into other, related ones. Incorporated categories are those in which there were few entries last year, in the order of single digit or very low double digit competitors. This typically happened with ships where there were, for example, six sailboats that had their own separate category. Similar is the case with helicopters, where last year there was only one competitor in 32nd scale. But you don't have to worry about contestants in these canceled categories losing their awards. We have introduced several award levels. One level will be the classic first, second and third. The next level will number around forty this year, intended for models that deserve an award for their quality, even if they do not reach the podium by gaining the necessary points due to one handicap or another. Another important part of the award structure will be the special theme awards, for twelve models with precisely defined characteristics, such as the Best Bust or the Best Submarine. The next level of award will be those of companies, clubs and individuals. For example, the Aero Vodochody award for the best aircraft model of a Czechoslovak produced aircraft or the Iron Bunny award. In addition to the championship cup, the overall winner will also receive an interesting and valuable award. It will be an ultrasonic knife, donated by Annetra.
The awards presentation system will also change. Only first place category awards, theme awards, some corporate and club awards, and the overall winner award will be presented on stage during the medal ceremony. The rest of the hardware will be handed over at the counter where the models will be accepted at the beginning of the exhibition. You don't have to worry that this method of delivery being somehow impersonal, informal or undignified. Trust me, it will have its own quality and level! We will describe the awards presentation system in more detail on our Facebook page, our E-day page and other places as well. I will be explaining all the changes and new elements in both the judging system and presentation at the National Championship in Prague this Saturday, September 14th. And lest I forget, each contestant will receive a model for the exhibiting modelers this year. Not a standard ticket item, but a model specially prepared for exhibiting modelers only.
You can also find a list of the competition categories and special prizes in today's newsletter issue. The author is Luboš Kuna. This is the man without whom and his ingenious management and evaluation system there would be no model competition in the Czech Republic today.
A small flame has already broken out on Model Forum around the upcoming changes. I understand that the modeling community is quite conservative and doesn't like change. We, on the other hand, like changes and often implement them. While it is important to recognize how and when to evolve for the better, this also creates friction, tension and unrest. I would therefore like to ask you for patience and foresight, and above all for the decency to not jump the gun and start criticizing what has yet to be, until it becomes a past event that can be discussed rationally backed up by actual real information.
ARTICLES AND OTHER PUBLISHED ITEMS
As usual, and it must be stated again that, unfortunately, we have the next installment of the Air War over Ukraine series by Mira Baric. Something tells me that a twist is coming, but we won't see it in Mira's articles until at least a month after the fact.
From me, we have ‘Unordnung’ an article on the development of the late versions of the Bf 109 G with DB 605AS and DB 605D engines...the Bf 109 G-6/AS, G-14/AS and G-10, as well as a feature on the qualities of the Bf 109 G-10 Royal Class kit. Next, we have the second part of the article about Bernie Lay by Jan Zdiarsky. I also recommend the report from this year's aviation day in Oshkosh by Jakub Nademlejnsky. You won't be bored here, I've been there and I know what it’s about!
We have two Boxart stories, both by Jan Bobek. The first, dedicated to the Bf 109 G-2, is about the opening battles of I./JG77 in Africa in the autumn of 1942. The second deals with the escort aircraft carrier USS Petrof Bay and the combat deployment of its onboard fighters against the Japanese Kamikaze pilots on April 6, 1945.
While I was writing this editorial, Most and its surroundings, specifically the chemical factory located between Most and Litvínov, once again made it to the front pages of the news. That doesn't happen often here, and in our circumstances, such media interest signals some kind of trouble. We are a bit of a strange, somewhat wild region here. Although in July, during the Paris Olympics, we were also on TV every day, and it was entirely positive thanks to the Olympic Park at the Most lake. This is a lake that was formed by the flooding of a former mine that displaced the beautiful historic town at its original spot. That was a big mess and a crime, really. That's common here. And now, compared to the destruction of the old Most, we currently have a rather small but interesting problem. A bomb has been discovered unexploded, a 100 kilogram British aerial bomb from the Second World War. It's not just any bomb. It's unique because it's timed. This type has not been found in Bohemia since the war, and only explosives experts in Germany have experience with this type. The timer should have detonated the bomb after 144 hours at the latest, but it didn’t, and it is eighty years late. The bomb had been in the ground a short distance from the wall of the old power station since February, 1944, when the largest raid took place on the synthetic gasoline plant in Záluží near Most, then known as STW Brüx. The raid was carried out by the RAF, about 600 Lancasters destroyed not only the factory, but also several villages in the vicinity of the factory and seriously damaged the towns of Most and Litvínov. It was the air raid with the greatest loss of civilian life out of all eighteen air raids against Most, the chemical facility in Záluží. Of these, sixteen were American and two were British. The first British attempt failed due to bad weather, the second succeeded by stopping the production of fuel at STW Brüx until the end of the war. It was only restored in 1947, when the factory was already named after Stalin, popularly known as Stalinák. That was another chapter in the dramatic history of our region. We will write more about that sometime in the future.
Happy Modelling
Vladimir Sulc.
PS. The bomb was successfully detonated without loss of life on August 30th 2024, at 1213h.
God save the King!
Bf 109 G-10 1/72
What the new kit offers
When I submitted an article about the 72nd scale Mustang kit and its benefits to modelers, I was not reprimanded for it, and on the back of it I promised that if the opportunity arose and I was asked, I would write something else similar. Little did I know that the opportunity would arise the very next month and that I would be asked almost immediately. I understood right from the get go that it would not be so easy and that it would be better to stick to the spirit of a famous quote from an equally famous play. How can I write something that will differ from the previous article in more than just the name of the kit? I thought about it for three weeks, put together two Bf 109 G-10s in the meantime and one other Messerschmitt from a competitor to have some comparison and benchmark of quality, value and the like. The third in the party was the Japanese Bf 109 G-6, but that's okay. While building two G-10 kits, I found two minor errors, one on the molding and one in the instructions. The result of my efforts and thinking is the following writeup.
There really isn't much to add to the kit and its construction either compared to the Mustang or compared to the previous ‘109s. In terms of every aspect, it is very much an Eduard kit. The plastic sprues are cleanly molded and the parts fit together perfectly. The first kits from the series of Bf 109 F/G/K in 1:72nd, the Bf 109 F and G-2/G-4 had one questionable part from this point of view in the gun troughs for the fuselage machine guns, which were glued separately into openings in the engine cowl on each fuselage half. The designers stuck to this solution, already used on the 1:48th scale kits. They had a pretty good reason for that, keeping the engine cover compact. But the problem is that this created a complex parting line on the mold along the contour line of the openings for the troughs in the engine cover, which is also the contact plane for gluing the parts together. Any imperfection in the molding here causes a problem with the parts fitting together. And, unfortunately, that’s what happened, even though we played with the fine tuning of the mold for a really long time, we even redid the inserts for the Bf 109 F and adjusted the technological process of mold production for the G-2 and G-4. This helped, but many modelers and reviewers continue to report a problem with this aspect of the kit. For the Bf 109 G-6 and G-10, the approach has been altered, with the upper part of the nose with the gun troughs is glued as a separate part into the hole in the upper part of the fuselage.
The problem with the alignment of the gun troughs is solved by using this method, but on the other hand, it results in a visible joint between the fuselage halves and panel that contains the troughs. It was not a feature on the real plane, so on the model the line needs to be lightly puttied and sanded. It's no Grand Canyon, it's a line in the order of a fraction of a millimeter that looks just like an engraved line on the assembly. If you don't cut into the plastic somewhere or damage the part, you won't be able to putty much, unless you really want to be absolutely historically and technically accurate. In that case, on the Erla and Messerschmitt models, you can putty the access cover to the compressed air cylinder for the MK 108 fuselage gun in front of the fifth fuselage bulkhead on the right side of the fuselage, which was only present on the Bf 109 G-10/U4, the WNF machines. There is no need to putty the joint between the fuselage and the vertical fin, which is glued in the same way as the Bf 109 F and G, as well as the Mustang...just inserting it inbetween the fuselage halves before they are glued together. In fact, this part does not even need to be glued in place at all, just inserted between the fuselage halves just before they are cemented together. The fin pulls itself into the correct position and locks in place. Similarly, the undercarriage legs settle into their correct position. These are again glued into a tunnel in the wheel wells that creates a housing for the pins located on the landing gear leg that seats them in the correct position.
There is even no need to putty the joint between the wing assembly and the fuselage. At its trailing edge, the joint connects to the engraving of the fuselage bulkhead and, after installing the wing in the fuselage, creates a line of width identical to the width of the panel line. This is actually one of the innovations employed since the 48th scale kit, where the joint between the wing and fuselage was a constant target of criticism. The same can be said of the older solid position lights. In the 72nd scale kit, these are transparent and separate items. By the way, this is an element that we included in the kits at the request of modelers and reviewers. We didn't really want to get into the separate position lights. I myself was against it for a long time, because I considered it, and still do, a difficult element that complicates the construction of the model, and offers no major advantage when considering the additional construction complexity. Even separating the part from the frame and cleaning the sprue gate is a demanding operation for me, requiring strong nerves and a steady hand. I'm nervous doing that, and at least one of those slippery little buggers are guaranteed to escape the grip of my tweezers and disappear into the oblivion of the cosmos. Irreversible. I've never found one of these after the fact. However, I'm not lamenting and you shouldn't be lamenting either, you got what you wanted. Most of you, anyway. To make things a little easier for you, you have spare lights on the clear sprue. Who else will do that for you?
I consider the wing solution to be the highlight of this kit, especially when it comes to its design. It is completely separate, and allows the control surfaces to be positioned. For the Bf 109 G, this means separate slats on the leading edge, and on the trailing edge, the ailerons, flaps and radiator flaps. I understand that this element may appear to some as controversial and a complication of assembly, but I can assure you that this is not the case. All these parts fit absolutely perfectly, they have few sprue gates, and gluing this whole assembly in place is easy even for beginners. I understand that due to our release schedule surrounding the Royal Class and Limited Edition kits, the former in a Dual Combo boxing, with two sets of molds and covering a number of subtypes with different combinations of details, these kits seem complex. The instructions are complex and require a thorough familiarization. But if you also take into consideration the later editions, namely the Profipack and especially Weekend releases, then there is nothing dramatically complicated about these kits, which can be considered pretty typical for 72nd scale. Yes, unlike the competition, the kit has a unique wing dynamic, which means some six extra parts. However, I do not consider it unreasonable, and certainly not impossible, to make a kit today, even in this scale, with not offering the option of lowered flaps. I am quite sure that we would then record the same frequency of complaints about the outdated concept of the kit, as we now record about its perceived and constantly justified complexity.
One of the essential attributes of our kits is the large number of alternative parts. It is in them because we create complete lines of subtypes of selected aircraft, and that simply cannot be done without alternative part options. This is the essence of the technical development of every type of machine used over a longer span of service career, not only aircraft. It is no longer well possible to complete this development with one or two versions out of many. After all, we have worked for many years to ensure that our kits map the development of individual types of aircraft in this way. In theory, we could divide the alternative parts into several smaller frames and put only the one correct frame in the kit of a specific subtype and thus save on plastic that would otherwise be thrown away later. But if you take the time to study the technical development of a historically significant aircraft, which you have a great opportunity to do in this issue of our newsletter, you will find that thanks to the interweaving of the characteristics of many development and production versions, it would actually be one helluva road map. So, in the interest of preserving the sanity of all kit designers, to say nothing of those who package the kits, we just do it the way we do it. I believe it's called logistics. In the case of the Bf 109 G-10, this means that I used 68 parts from the kit to build one Bf 109 G-10 WNF and had 104 left over. This includes small parts that are duplicated or tripled in the kit to account for parts that going flying off in some direction from tweezers that had just that much more pressure applied to them than they should have. Now that I've written it like that, I'm wondering if I counted the unused parts correctly. But that’ll be a right ballpark figure. In short, don't worry about it. Just keep the rest of the parts in your spares box, which is a lot better than being an environmental terrorist and throwing them in a river for the fish to wonder what the hell’s going on. They can be used, ultimately, to spruce up older kits that are not quite up to the same standard, such as the aforementioned Bf 109 G-6. So, despite all the ecologists, I still believe that no carp or whale has yet died as a result of eating the rest of the plastic from a kit, and I simply believe that model makers will never voluntarily throw any plastic part out. The fact that something falls under the table and is instantly pounced upon by the carpet bastard is another story, as we all know.
In recent years, the assessment of construction kits in the media has visibly shifted to a focus on the plastic. As if there was nothing else interesting about the kit, as if its value and quality were determined solely by the quality of the plastic parts. But when I watch the behavior of modelers working their way through the racks of kits at shows and take note of what they are interested in first when looking at the box, it is almost never the plastic. The first thing most modelers are interested in is color schemes. They look at them, study them, and then only briefly examine the plastic. That's how it's always been, and that's how it always will be. Camouflage, markings, pilots, preferably some aces and the action depicted on the box art, are the things that interest, entertain and attract modelers. That's what always comes first! Not every manufacturer understands this; that's why most kits have an average of three marking options, and often only two and not very imaginative ones at that. They are often many times repeated markings and very often simple schemes. One is sometimes more colorful, with some kind of emblem or nose art, and the rest is something simpler. It’s sort of like dangling that proverbial carrot before the donkey without getting him too excited. This style stagnated the nineties with heavy boredom, exactly what we do not intend to do. As I wrote last time in the article about the Mustang, the world is evolving, and even the modeler is looking for some enjoyment. Anyone who regularly follows Eduard knows where to find it.
There are ten marking options in the initial Royal Class Bf 109 G-10 kit. These cover not just German versions….four of them are for foreign users. They are aircraft of the Hungarian, Italian and Croatian air forces, and the fourth non-German machine is a post-war Czechoslovak Avia S-99. Probably the most striking is the Croatian bird, which also has an interesting history behind it. Not that the other options are worse off, but the Croatian one is a bit of a breath of fresh air. Decals are ours, the so-called ‘peelable’ ones. I will remind you for the one hundred and sixtieth time that peeling is optional, strictly voluntary, decals provide the same quality performance without peeling off the carrier film. If there is anyone reading this who still has an aversion to our decals, please give them a chance. For example, here in the Royal Class kit, there is such a large sheet of decals that it would be a shame not to learn how to work with them using spares. It just takes training, practice and want. After all, you can't even peel an egg without it, so what are you waiting for??
In this series of late Bf 109s, we have a set of molds for five subtypes: the Bf 109 G-6/AS, the Bf 109 G-14/AS, the Bf 109 G-10/R6 (Erla), Bf 109 G-10 (Messerschmitt), and the Bf 109 G-10/U4 (WNF). We will release them gradually in different editions over the next two years or so. The entire series of 72nd Bf 109 F/G/Ks will be completed next year with the Bf 109 K-4. I believe that you will not be intimidated by their perceived complexity and that you will have royal fun building them, because, if I say so myself, Royal Class equals Royal Fun!
Happy Modelling!
Convoy off Okinawa
Text: Jan Bobek
Illustration: Piotr Forkasiewicz
Cat. No. 82205
In mid-1944, the escort carrier USS Petrof Bay (CVE-80) embarked its combat unit, VC-76. A typical Composite Squadron (VC) could deploy up to thirty FM-2 Wildcat and Avenger aircraft. The USS Petrof Bay's combat history exemplifies the crucial role of escort carriers in the final year of the war. In September 1944, the carrier supported the landings on Peleliu Island, and during the Battle of Leyte in October 1944, it was among the first vessels to encounter Japanese Kamikaze tactics. During this historic battle, aviators from the USS Petrof Bay attacked a fleet that included the battleship Yamato, contributing to the sinking of several enemy warships in later phase of the battle.
By the spring of 1945, VC-76 had achieved a total of four confirmed victories. In March 1945, VC-93 replaced VC-76 as the combat unit aboard the USS Petrof Bay. Later that month, its airmen began participating in operations covering the landings on various islands around Okinawa. By mid-April, they played a key role in neutralizing airfields in the Sakishima Islands, from which Kamikaze attacks were also launched.
On April 1, 1945, as part of Operation Iceberg, American forces landed on Okinawa. In response, the Japanese command ordered large Kamikaze attacks on American vessels from April 6 to June 22, as part of IJN Operation Kikusui.
On the first day of Operation Kikusui I, which took place from April 6 to 11, the Japanese deployed approximately 300 Kamikaze aircraft in the target area. The U.S. Navy lost three destroyers and three other vessels, with ten additional ships sustaining damage. U.S. Navy airmen claimed 257 victories, while their U.S. Marine Corps counterparts claimed 18 more. However, quite a few Japanese aircraft managed to penetrate the fighter defenses and were subsequently shot down by anti-aircraft gunners.
For the four Wildcat pilots of VC-93, who took off at 1330 from the deck of the USS Petrof Bay, this was their first opportunity to engage the enemy. They were ordered to patrol over Ie Shima Island, west of Okinawa. The first victory was achieved by Lt. (jg) Foster, who shot down a D3A Val bomber attempting to attack an escort destroyer. Both the gunner and the pilot bailed out of the burning aircraft but did not survive. Lt. Myers then shot down a Zeke whose pilot was attempting to crash into a transport vessel. The following Zeke was credited to Lt. (jg) Tuttle. Another Val came under fire from Lt. (jg) Sherlock and crashed on Ie Shima Island. A few minutes later, Lt. Myers engaged another Zeke, flying head-on. Myers struck the enemy's engine and, utilizing the FM-2's characteristics, quickly positioned himself at the enemy's six o'clock, shooting it down. The last victory by this VC-93 division was highly dramatic and became the model for Piotr Forkasiewicz's box art. The unit diary describes it as follows:
“The division reformed and at 2500 feet altitude Lieut. Myers saw a Val leave the clouds at 5500 feet altitude, 12 o'clock, 500 feet distant, 180 knots, in a 45 degree glide onto a DD (Note: US Navy destroyer). At 2000 feet he was 500 feet to the rear of the Val, following in the glide, regardless of the intense anti-aircraft fire from the DD, and fired a three second burst which started smoke from the Val's engine. At 1000 feet and again at 500 feet altitude he fired from 100 feet behind the Val, at the port wing root. The wing exploded from the plane and the Val splashed about 50 feet from the DD”.
There were only three formations of Val bombers deployed on 6 April. The first belonged to Hachiman Gokō-tai No. 1, which was formed from part of the Usa Kōkūtai, the next formation was from Seitō-tai No. 1 (Hyakurihara Kōkūtai), and the last was called Kusanagi-tai No. 1 (Nagoya Kōkūtai). All three formations took off in succession from Kokubu Base No. 2 on Kyūshū Island. In the target area, where their mission was to attack supply convoys, 65 airmen from these units sacrificed their lives.
The most senior commander among the three above formations was Lieutenant Satoshi Kuwabara (NA 71, 1942) of Seitō-tai No. 1. He had served aboard the warships Nagato and Maya, and had been a member of the Hyakurihara Kōkūtai aviation cadre since mid-1943. He was posthumously promoted two steps to Lieutenant Commander.
A number of farewell letters from the airmen of these three units are available on the Kamikaze Images website. https://www.kamikazeimages.net/writings/ Hundreds of letters that have been published as part of this project show, in a careful analysis, that their main themes include impending death, farewell to family, filial devotion to parents or accomplishment of a mission. Hatred of the enemy, perhaps surprisingly to many readers, is found only in 25th place.
Beginning in Africa
Text: Jan Bobek
Illustration: Adam Tooby
Cat. No. 82165
At the end of October 1942, I. and III./JG 77 "Herz As," equipped with Messerschmitt Bf 109 G-2s, relocated from Sicily to the North African battlefield. The I. Gruppe was commanded by the well-known Maj. Heinz Bär, while Maj. Kurt Ubben led the III. Gruppe. Their mission was to engage in the ongoing battles at El Alamein as soon as possible. Bär's unit commenced combat flights on October 28 from the Bir-el-Abd base. Aircraft maintenance for I./JG 77 was initially managed by personnel from the legendary I./JG 27, the unit where the renowned Hans-Joachim Marseille had tragically died two months earlier. Meanwhile, I./JG 77’s own ground crew was still en route from Sicily. However, the first I./JG 77 planes to be damaged or destroyed were not due to enemy action but rather the treacherous desert surface of the airfield. The two Jagdgruppen initially operated together, and in the following days, engagements with enemy fighter groups, often consisting of several dozen aircraft, became common.
One of I./JG 77's first victories in Africa was achieved on November 1, 1942, by Uffz. Horst Schlick, who had seven kills at the time. That morning, thirty Stuka dive-bombers from StG 3 were heading toward the front, escorted by ten MC.202s from 23° Gruppo Caccia, nineteen Bf 109s from I./JG 27 and II./JG 27, and seven Bf 109s from I./JG 77. Among the latter group were Horst Schlick and Maj. Bär's adjutant, Lt. "Mac" Berres.
Over the front, at 8:15 German time and at an altitude of 3,500 meters, a dogfight ensued with twenty Curtiss P-40s from No. 112 Sq RAF and the 66th FS, 57th FG. The Allied pilots reported successfully forcing the Stukas to drop their bombs prematurely, claiming 7-6-2 bomber victories. The Germans lost five Stukas, and the bombs appear to have landed in the Axis troop area.
The Italian pilots did not claim any victories, but their German colleagues reported shooting down one Spitfire and three P-40s. Berres claimed one Curtiss, marking his 19th victory, while Schlick scored his eighth kill. According to Schlick, both P-40s force-landed in Axis-held territory, trailing thick smoke for quite some time.
It was likely two aircraft from No. 112 Sq RAF that did not return from combat. Sgt. R. De Bourke, injured during the battle, made an emergency landing with a Kittyhawk III (FR 264), designated "W." He had managed to shoot down two Stukas during the engagement. His plane was later salvaged and repaired. The other aircraft lost was a Kittyhawk III (FR 289), designated "Z." Its pilot, WO J. B. Agnew, landed on the battlefield but successfully made his way back to Allied lines. Before being shot down, Agnew had confirmed one Stuka kill, claimed another as probable, and damaged two others. The conclusion of these battles is depicted in Adam Tooby's box art, which features De Bourke's aircraft alongside Schlick's, though Agnew also could have been his victim.
For Schlick, however, the following days took an unexpected turn. On November 2, near his own base, he collided with an enemy aircraft during a dogfight. Although he managed to bail out, upon his return to the unit the next day, he was severely reprimanded by Heinz Bär. Schlick's Gruppenkommandeur had observed the aerial encounter through binoculars and was displeased with the twenty-one-year-old NCO's reckless attack maneuver. Since the enemy aircraft crashed over German territory, this P-40 was confirmed as Schlick's ninth victory.
Schlick's plane, "White 3," which he used on November 1 to achieve his first aerial victory in Africa, remained at the Bir-el-Abd base until it was captured by the Allies three days later. Allied airmen took souvenir photographs with the brightly colored Messerschmitt, which displayed eight victory markings on its rudder.
Gruppenkommandeur Heinz Bär was among the last members of I./JG 77 to leave African soil, evacuating with his unit to Sicily on May 8, 1943. Between October 25, 1942, and May 13, 1943, JG 77 suffered significant losses, with 55% of its flying personnel lost. III. Gruppe was hit hardest, losing 30 pilots. During the same period, 218 JG 77 aircraft were either completely destroyed or sustained over 60% damage. Despite these losses, the Geschwader shot down 497 enemy aircraft, achieving a kill ratio better than 2:1. Bär's I. Gruppe led in kills, scoring 192 victories under extremely challenging battlefield conditions, a testament not only to Bär's personal skill but also to his charismatic leadership and the experienced airmen he had assembled and trained in his Gruppe.
Markings for Bf 109G-10 1/72
Bf 109G-10/U4, WNr. 613165, 101. Puma vadászrepülö osztály, Neubiberg, Germany, May 1945
In the end of May 1945, the remaining Hungarian air units were concentrated on the Tulln airport in Austria from where they flew the missions over Wien and Brno areas. On April 5, when the frontline approached Tulln, these units transferred to the Raffelding airfield from where they continued to fly sorties to support the ground units around Wien. At the end of war the Hungarian aviators, same as their German colleagues, preferred to surrender to the US Army, therefore, on May 8, 1945, 101. osztály pilots flew the remaining aircraft over to the Bavarian Neubiberg. The aircraft manufactured in the Diana factory were camouflaged with the same colors as the aircraft manufactured in Wiener Neustadt. The photographs of black 16 show that the Hungarian national insignias were spray-painted directly on the camouflage, the German markings were not applied at all.
Bf 109G-10/U4, II./JG 52, Brno, Protectorate of Bohemia and Moravia, April 1945
In the final weeks of fighting in Austria and Moravia in the spring of 1945, Luftwaffe fighter units were also being disbanded in this part of the European battlefield. First, II./JG 51 was disbanded on April 12, and five days later, the same fate afflicted I./JG 53. The aircraft marked White 11 (produced in the Wiener Neustädter Werke factory) was transferred to 7./JG 52, commanded by Heinz Ewald. The Messerschmitt had the inscription Rosemarie under the cockpit and sported repainted insignia of JG 53 and II./JG 51. Ofw. Richter flew White 11 into American captivity at Neubiberg on May 8, 1945, although he was not member of II./JG 52. Heinz Ewald was released from American captivity in Fürstenfeldbruck on June 22, 1945.
Avia S-99, Police Air Patrol Unit, Czechoslovak Police Air Force, Prague-Kbely, 1947
This aircraft, allocated to the air detachment of SNB (Sbor národní bezpečnosti - National Security Corps) got to the air for the first time in summer 1946. The upper and side surfaces were camouflaged in steel gray paint, the lower surfaces were sprayed in darker grey color. The engine cowlings, wings leading edges and elevators of the SNB Air Patrol aircraft were painted in scarlet red. The code letters were painted in the same color outlined in white. The national insignia was in the form of white outlined spherical triangle. The vertical tail stabilizer carried a small black numeral 4.
Bf 109G-10, 1./KG(J) 6, Prague-Kbely, Protectorate of Bohemia and Moravia, March/April 1945
The huge losses suffered by Luftwaffe fighter units were one of the reasons that led in October 1944 to the decision to reduce the number of bomber assets and to distribute their personnel among fighter squadrons following the necessary conversion training. One of the Geschwader units affected by this change was KG 6. The unit was redesignated as KG(J) 6 and was re-equipped with the Bf 109G-10s and K-4s. Training was undertaken at Prague-Kbely, Prague-Ruzyně and also at Klecany airfields. On March 31, KG(J) 6 aircraft fought against 309th FS/31st FG Mustangs over Prague. The resulting heavy losses led to the disbandment of the unit a few days later, on April 9. This aircraft, manufactured at the Messerschmitt factory in Regensburg, was abandoned at Kbely, probably due to irreparable damage, where it was photographed after the war. The KG(J) 6 ownership was indicated by the red and black chessboard band on the rear part of the fuselage.
Bf 109G-10, 13./JG 27, Schleswig-Holstein, Germany, March 1945
After the Allied landings in Normandy in early June 1944, IV. Gruppe JG 27 moved from Hungary to the French airfield of Champfleury-la-Perthe and began their participation in combat on the Western Front. After suffering heavy losses, the unit went to Lower Saxony for rest and replenishment. The unit was assigned to the Defense of the Reich system and was disbanded on March 31, 1945. Pilots and personnel were distributed among the other units of JG 27. The white wave marking on the rear fuselage identified this aircraft, manufactured at the Messerschmitt factory in Regensburg, as being assigned to the IV. Gruppe, and the green band was recognition marking of the Defense of the Reich unit JG 27.
Bf 109G-10, Hptm. Erich Hartmann, CO of I./JG 52, Görlitz, Germany, April 1945
Erich Hartmann, the most successful fighter pilot of all times, first joined the 7. Staffel of JG 52 on October 10, 1942. He stayed with Jagdgeschwader 52 till the end of the World War Two; in fact, he became the commander of its I. Gruppe. The total count of his victories was 352. For his exceptional success he was awarded the Knight’s Cross of the Iron Cross with Oak Leaves, Swords and Diamonds. After WWII he was transferred to the POW camp in the Ural Mountains in Soviet Union and was not released until 1955. The following year he joined the ranks of Western German Luftwaffe. He became commander of JG 71, the first Luftwaffe squadron equipped with jet-powered fighter aircraft. He retired in 1970 and died on September 20, 1993. Hartmann’s aircraft, manufactured at the Erla factory in Leipzig, carried a black tulip marking outlined in white on the nose. Below the cockpit on the left side there was a heart painted with the name of Hartmann’s wife. The Gruppe leader marking took the shape of a double wedge, but only as a white outline.
Bf 109G-10, WNr. 491407, Capt. Cesare Marchesi, 3a Squadriglia, 1o Gruppo Caccia, ANR, Lonate Pozzolo, Italy, March 1945
After declaration of the Italian Social Republic on September 18, 1943, a puppet state on the German armed forces occupied territory, and under the leadership of Benito Mussolini, Germany allowed this state to form the army in the strength of four divisions. Its aviation component, named Aeronautica Nazionale Repubblicana, consisted of two fighter groups (Gruppo Caccia), a group of torpedo bombers (Gruppo Aerosiluranti Buscaglia) and several transport flights. Io Gruppo Caccia (Asso di Bastoni) initially flew Macchi C.205 but from November 1944 till February 1945 went through the transition training on Messerschmitt 109 in Holzkirchen, Germany. In February the unit received Messerschmitts 109 of the versions G-10 (manufactured by Erla factory in Leipzig), G-14 and G-14/AS and several K-4s. The original German markings were oversprayed in Italian colors and the aircraft received the Italian markings. The German iron crosses were left on the wing underside surfaces. There was the Io Gruppo insignia painted on the fuselage nose’s port side.
Bf 109G-10, WNr. 152xx6, 11./JG 300, Prague-Kbely, Czechoslovakia, May 1945
The aircraft found in front of the hangar at Prague-Kbely airport in the end of war comes from the production series 152xxx produced in Erla factory in Leipzig. The aircraft from this manufacturing batch had wings featuring larger bulges on the upper sides enabling the installation of the larger wheels i.e., the same type used on Bf 109G-10 planes manufactured at WNF factory and it’s Diana branch. The fuselage and wings were probably spray painted in RLM 81/82 colors even though some researchers incline towards a single color camouflage variation sprayed in RLM 81. The wing lower surfaces were not painted at all with the exemption of parts coming from subcontractors which were painted in RLM 76. The engine cowling, coming from a different airframe, is camouflaged in RLM 74/75/76 colors. Of the serial number painted on the vertical tail surface only first three digits (152) and the last one (6) are legible.
Bf 109G-14/AS, WNr. 784938, III./JG 6, Bissel, Germany, January 1945
One of the last established Luftwaffe units was Jagdgeschwader 6 established in July 1944. Its Stab plus I. and II. Gruppe were activated in Königsberg (nowadays Kaliningrad) and equipped with Fw 190A fighters. Its III. Gruppe was established in October 1944 by re-naming I./JG 5 and equipped with Messerschmitts Bf 109G. On January 1, 1945, the entire unit took part in the operation Bodenplatte, an attack of the fighter units on the Allied airports located on the liberated territories of the Western Europe. Bf 109G-14/AS marked Green 1 was photographed in May 1945 at the airport in Twente. It was reported that it had probably landed here due to the engine failure on its return from the operation Bodenplatte. JG 6 aircraft typically carried red-white-red markings on the rear fuselage, this particular aircraft sported only 2 bands.
Bf 109G-14/AS, WNr. 782xxx, str. Vladimir Sandtner, 2.ZLJ, Lučko, Croatia, April 1945
Croatian pilot of Slovak origin, Vladimir Sandtner, was trained as a member of the Croatian Air Force in 1943 by Luftwaffe units JG 104 and II./EJG 1. In April 1944, he was provisionally assigned to 3./JG 52 on the Eastern Front, as the unit with Croatian pilots, 15.(Kroat.)/JG 52, was withdrawn from the front at that time. During the fighting over Romania in June 1944, he achieved a confirmed Il-2 kill, while another victory over a Yak-9 was not confirmed. In the spring of 1945, Sandtner served with the rank of stražnik (Feldwebel) in the 2. zrakoplovno lovačko jato (fighter squadron), which was involved in anti-partisan operations and occasionally clashed with RAF fighters. During a reconnaissance flight on April 16 near Senj, he deserted to Italy together with stražnik Josip Ceković, landing at Falconara (Sandtner) and Iesi (Ceković) airfield. Sandtner’s aircraft had register number 2104 in Croatian Air Force inventory. An ibex was painted on both sides of the fuselage.
Markings for FM-2 Wildcat 1/48
Lt. Robert I. Myers, VC-93, USS Petrof Bay (CVE-80), April 1945
USS Petrof Bay (CVE-80), after being commissioned into the Navy in February 1944, was first engaged in shipping aircraft, material, and military personnel. In May VC-76 boarded and participated in the Peleliu landings, the Philippine Campaign, and the Battle of Iwo Jima. After the latter operation, VC-76 was replaced by a fresh unit, VC-93, with which USS Petrof Bay intervened in the Okinawa landings and subsequently supported ground forces and provided protection to vessels off that island. During this activity, the pilots of VC-93 had to face primarily kamikaze raids, and on this Wildcat, on April 6, 1945, Lt. Robert Ira Myers managed to shoot down Kamikaze Zero attacking a transport ship, shortly after another Zero, and finally a D3A Val dive bomber attempting to engage a destroyer. For these achievements he was subsequently awarded the Navy Cross.
VC-88, USS Saginaw Bay (CVE-82), 1945
The escort carrier Saginaw Bay (CVE-82), one of fifty Casablanca-class vessels, was commissioned on March 2, 1944, after a construction period of 123 days. Like her sister ships, she first participated in the transport of personnel, aircraft, and material, then combined squadron boarded to participate in combat operations, specifically the landings in Palau, the liberation of the Philippines, and the invasions of Iwo Jima and Okinawa. The Okinawa landings were supported from aboard the USS Saginaw Bay by VC-88 equipped with FM-2 Wildcats and TBM-3 Avengers.
VC-9, USS Solomons (CVE-67), spring/summer 1944
Combined VC-9 squadron consisting of nine FM-2 Wildcats and twelve Avengers was assigned aboard USS Solomons (CVE-67), docked in Recife, Brazil. The primary mission of the ship and her unit was anti-submarine patrols in the South Atlantic. The VC-9 spent five months aboard from March to August 1944 and participated in four cruises during this period. The most successful cruise was the third one, which involved the detection and subsequent sinking of the German Type IXD2 submarine U-860 on June 15, 1944. The submarine was on her first patrol under the command of Fregatenkapitän Paul Büchel and 42 crew members followed her into the depths. Wildcats flying over the Atlantic wore the so-called Atlantic camouflage scheme, consisting of white paint on the lower and side surfaces, while the upper surfaces were camouflaged with Dark Gull Gray.
VC-99, USS Hogatt Bay (CVE-75), 1945
USS Hoggatt Bay (CVE-75), a Casablanca-class escort carrier, joined the fleet operating off Okinawa on May 8, 1945. Aboard was combined squadron VC-99 that had embarked shortly before at Saipan to support ground troops at Okinawa and to participate in fleet protection against Kamikaze raids by Japanese pilots. On June 24, the ship was released from operations off Okinawa and sent to Leyte, where she parted ways with the VC-99 awaiting rest and replenishment of losses. An all-blue camouflage scheme in Gloss Sea Blue was introduced in June 1944, replacing the three-color camouflage scheme used since January 1943.
Lt. Martin Ferko, VC-4, USS White Plains (CVE-67), June – September 1944
Leopold Martin Ferko was born to Slovak parents on January 29, 1915, in Great Falls, Montana. He earned his bachelor’s degree from Stanford University, where he was also a star of the American football team there. He then taught math and English at San Francisco High School and also coached the local football team before signing up with the Navy and beginning flight training on February 3. He then continued as an instructor at Corpus Christi, Texas, before being transferred to Pearl Harbor in June 1943, where he embarked with the VC-4 on the USS White Plains. The unit consisted of 16 FM-2s and 12 TBM Avengers. During the three days of the Battle of Leyte Gulf, he scored all five of his kills, although the first two may have been his last. After shooting down two Oscars he was in fact attacked himself and his FM-2 took one hit after another before the attacking enemy was shot down by the Ens. Pool. Ferko then had to make an emergency landing at Tacloban due to a damaged elevator. There, the aircraft was repaired, and he was able to return in time to score three more kills. Leopold Ferko retired from the Navy with the rank of Lieutenant Commander and died on May 16, 1992, in San Francisco.
JV836, No. 882 Naval Air Squadron, HMS Searcher, August 1945
No. 882 NAS embarked aboard HMS Searcher in September 1943 after previous service on the carriers Illustrious and Victorious. Already on these motherships she used Martlets, as the British called Wildcats until January 1944. Aboard HMS Searcher the unit took part in major operations of the Royal Navy. These included Operation Tungsten (the attack on Tirpitz, anchored in Kaafjord) in April 1944, Operation Dragoon (the Allied landings in southern France) in August 1944, and Operation Outing (attacks on German-occupied islands in the Aegean Sea) in September of that year. This was followed by a return to the home islands, where the unit took delivery of new Wildcats VI (FM-2 Wildcat) and in February 1945 headed again aboard Searcher to the Norwegian coast, where it conducted raids on German-occupied territory. After the end of the war in Europe, it was decided that No. 882 NAS aboard Searcher would move to the Pacific to reinforce the British Pacific Fleet, but the end of the war found her enroute during a stop in Ceylon (now Sri Lanka). The all-blue Wildcats VI serving with the British Pacific Fleet had cockades painted in blue and white only. The red center was omitted because of possible confusion with the Japanese Hinomaru. At the same time, white stripes were painted on the wings and tail surfaces for easier identification of friendly aircraft.
Markings Bf 109G-2 1/48
Bf 109G-2/trop, WNr. 10533, Uffz. Horst Schlick, 1./JG 77, Bir-el-Abd, Egypt, November 1942
As a fighter pilot in the JG 77 ranks, Horst Schlick served with the unit from 1942 to 1945. He achieved two aerial victories on the Eastern Front and added some thirty more on the Western Front. For most of his time with JG 77, Schlick was a member of the 1. Staffel, but he was transferred to the 4. Staffel in the autumn of 1944, where he shot down his last victim. In the spring of 1945, Schlick received orders to move to the EJG 2 training unit and later to JG 7 equipped with Me 262 jet fighters. However, he did not achieve any more victories there. He conducted 480 operational flights and shot down 32 enemy aircraft (some sources state 34). Horst Schlick’s aircraft arrived on the African battlefield in the colors of RLM 70/71/76. It was complemented on the upper surfaces with irregular lines of RLM 79 paint. The undersides were painted with RLM 78. An essential part of the marking of the aircraft of the southern region, i.e., wingtips, a band on the fuselage, and a propeller spinner in white color, were also applied.
Bf 109G-2/R-6/trop, WNr. 13916, Fw. Hans Döbrich, 6./JG 5, Alakurtti, Finland, February 1943
Hans Döbrich scored 65 kills over his combat career and was awarded the Knight’s Cross of the Iron Cross for his achievements. On the other hand, he was shot down himself three times, with the final one resulting in serious injuries, preventing him to return to operational flying. Döbrich began using this aircraft on February 9, 1943. At that time he was already ace with 43 kills and also one of the most successful pilots of II./JG 5. Flying this aircraft Döbrich involuntarily took to his parachute due to engine failure on March 14, 1943, shortly after a scramble take-off from Salmijärvi. The original camouflage scheme composed of RLM 74/75/76 colors and was overpainted with white squiggles to make the aircraft less visible in winter conditions. The yellow identifying markings were typical for aircraft of the Eastern Front. Döbrich’s personal marking was painted under the cockpit. It was a rendition of Mickey Mouse standing over the II./JG 5’s emblem and ripping apart a Soviet I-16. The green four-leaf clover on the nose was carried by aircraft of II. Gruppe of Jagdgeschwader 5.
Bf 109G-2/R6, Lt. Walter Krupinski, 6./JG 52, Maykop, the Soviet Union, October 1942
Walter Krupinski entered the Luftwaffe shortly after the beginning of the war in 1939 and underwent fighter pilot training. After completing his training, he was assigned to JG 52 and at the time took part in combat against the RAF. He did not achieve first kill until he moved to the Eastern Front. The number of his kills rose quickly, and by April 18, 1944, when he left the Eastern Front, there were 177 aerial victories on his account. Knight’s Cross with Oak Leaves was a result of his success, and he continued operational flying on the Western Front. Firstly as the CO of 1./JG 5, but he was appointed the CO of II./JG 11 in May 1944. Later he moved on to command III./JG 26 on September 27, 1944, where he stayed until unit’s disbandment on March 26, 1945. Krupinski’s last stand was JV 44 where he was flying Me 262 and gained twenty more victories, so his final tally stopped at 197. In the fifties, he joined the new Luftwaffe, led JaBoG 33, and later the entire 3 Division of the Luftwaffe. Krupinski was forced into early retirement in 1976 and died in Neunkirchen-Seelsheid in 2000. The illustrated aircraft was used by “Graf Punski”, as he was nicknamed, in combats over the Kuban area during second half of 1942. It was camouflaged with RLM 74/75/76 colors and carried the usual yellow Eastern Front identifiers. Below the windscreen is the JG 52 unit marking.
Bf 109G-2/R6, WNr. 13633, Hptm. Wolf-Dieter Huy, 7./JG 77, Tanyet Harun, Egypt, October1942
Wolf-Dieter Huy joined the Kriegsmarine in 1935, and was transferred over to the Luftwaffe on October 1, 1937, where he underwent fighter training. His assignment was to (J)/TrGr. 186, the fighter unit of the Graf Zeppelin aircraft carrier. This ship was never completed, and the unit was redesignated III./JG 77. Huy took part in combat over France, as well as over Britain, and over the Balkans. The unit gained notable success in the battle for Crete and Huy, who accumulated 22 victories, was awarded the Knight’s Cross on June 5, 1941. The Oak Leaves were added in March 1942. After early combats on Eastern Front the unit moved to Egypt. There, on October 29, 1942, was Wolf-Dieter Huy captured after he had been shot down by future ace J. H. Nichols who was flying a Spitfire Mk.Vc of No. 601 Squadron. Huy’s Bf 109G-2 from the time the unit moved to North Africa bore the non-typical camouflage made up of RLM 70 and 71 (some sources suggest a Soviet AMT-4 Green). The yellow band behind the fuselage cross, common on aircraft serving on the Eastern Front, was hastily overpainted with a fresh color RLM 71 (or Russian AMT-4 Green), and partially replaced by white paint used on aircraft that fought on the Southern Front. The wingtips were also painted white. The rudder was decorated with the pilot’s score and awards.
Bf 109G-2/R6 WNr. 13949, Maj. Hans Hahn, II./JG 54, Rjelbitzy, the Soviet Union, January 1943
Hans Hahn, a fighter ace and a holder of the Knight’s Cross with Oak Leaves, held a list of command positions throughout his career. From December 1939 he commanded 4./JG 2, and from October 29, 1940, he led III./JG 2. Starting on November 1, 1942, he took over command of II./JG 54, and was commanding this Gruppe up to February 21, 1943, when he was shot down and taken prisoner by the Soviets. He wasn’t freed until 1950. At the time of his capture, he had attained 108 kills, 66 of them were achieved on the Western Front. According to Russian sources, “Assi” Hahn was shot down by Soviet ace Lt. P. Grazhdaninov. Hahn himself noted that after shooting down a La-5, he was hit in the port wing and with overheated engine he was forced to land behind Soviet lines, where he was captured. The aircraft was oversprayed in white on the upper and side surfaces to better suit the winter conditions. Double chevron and the horizontal bar on the rear fuselage were the CO marking of II. Gruppe, and this Group’s unit emblem appeared below the windscreen. The JG 54’s Green Heart (Grünherz) marking was also present. The spinner and the lower sides of the engine cowl were lightly sprayed over in white.
Markings P-39Q Airacobra 1/48
P-39Q-5, 42-20351, Lt. William A. Shomo, 82nd TRS, 71st TRG, 5th AF, Dobodura, New Guinea, March 1944
William Arthur Shomo was born on May 30, 1918, in Jeanette, Pennsylvania and joined USAAC (US Army Air Corps) in August 1941. Having completed the training, he was assigned to 82nd TRS belonging to 71st TRG. In the fall of 1943, the unit equipped with Airacobras was deployed to Port Moresby airbase in New Guinea. Crew chief of all Shomo’s aircraft at his unit was S/Sgt. Ralph Winkel who named all airplanes assigned to him Snooks according to his future wife. William Shomo became famous thanks to the mission flown on January 11, 1945, when at the controls of his reconnaissance Mustang he single-handedly shot down seven enemy aircraft, a feat for which he was awarded Medal of Honor. Shomo’s total score was eight enemy aircraft shot down within 24 hours. In addition to a number of ground targets Shomo also claimed ten airplanes destroyed on the ground. At least three of them while flying Airacobras. On January 31, 1944, together with Lt. Weber they destroyed Ki-61 Tony fighter and a Betty bomber. On March 13, 1944, during the raid on Madang airbase he destroyed an A6M fighter. Airacobra 42-20531 was lost during the ground attack mission in the Hansa Bay area and pilot, Lt. Harrison perished.
P-39Q-1, 42-19467, 46th FS, 15th FG, 7th AF, Kanton atoll, Phoenix archipelago, August 1943
The 46th FS (originally 46th PS) was formed on Hawaiian Islands on December 1, 1940, as a part of 15th Pursuit Group equipped with Curtiss P-36 Hawk fighters at that time. It opened its combat score right on the first day of the War in Pacific, December 7th, 1941, defending the Pearl Harbor naval base against the Japanese attack. In 1942 the squadron was re-equipped with Airacobras and in the spring of 1943 deployed to Kanton atoll in the Phoenix archipelago. Due to the conditions on the island, almost completely lacking the vegetation, new Airacobras were repainted in the combination of the sand color on the upper and side surfaces while the lower surfaces of the fighters were sprayed in light blue colors. Camouflage change was an idea of Lt. Benjamin C. Warren, a pilot and unit’s technical officer, who also supervised its application. In December 1943, 46th FS left Kanton and after the overflight to atoll Makin carried on with the operations until mid-December 1944. At that time Airacobras of the unit carried the Olive Drab coat on the upper surfaces again.
P-39Q-5, 42-19896, Lt. William W. Gambill, 363rd FS, 357th FG, 8th AF, Oroville CA, USA, autumn 1943
The 363rd FS was established in December 1942 at Hamilton Field, California. The aircraft on which the unit’s pilots trained were factory-fresh P-39Q Airacobras. In the fall of 1943, the 357th Fighter Group, of which the 363rd Fighter Squadron was a part, moved to the United Kingdom, where it was the first Fighter Group to be armed with P-51 Mustangs, versions B and C. These were used by the 8th AF to fly escort flights for the Bomber Command over occupied Europe. In a raid on Berlin on March 8, 1944, Gambill’s Mustang was shot down by Messerschmitts Bf 109 near Mehringen. Lt. Gambill was killed during the British night raid on Frankfurt on the night of March 22 to 23, 1944, when the Dulag Luft (Durchgangslager der Luftwaffe; Luftwaffe transit camp) was also hit. The standard Airacobra camouflage in the Olive Drab / Neutral Grey color combination was supplemented with red tail surfaces and a red stripe on the nose during training for the 363rd FS. The unit emblem was painted on the cockpit door.
P-39Q-5, 42-20043, 70th FS, 347th FG, 13th AF, Torokina airfield, Bougainville, Solomon Islands, autumn 1943
The 70th FS was formed on December 14, 1940, and was ordered to Philippines on December 5, 1941. Due to the fall of Philippines the unit deployment did not take place and the unit got shortly stuck in Hawaii. Another stopover before the combat deployment was Fiji where the unit transferred in the end of January 1942 equipped with Bells P-39 Airacobra. Since November 1942 until the spring of 1944 when the combat activities ceased, the 70th FS operated in Solomon Islands area within 347th FG and was credited with over 50 enemy aircraft destroyed in the air-to-air combat. The unit’s equipment changed from the most popular P-38 Lightnings in the first half of 1943 to P-39s and P-40s for the rest of the deployment period. Since the end of 1943, the 70th FS operated from Torokina airfield and kept Bell P-39 in its inventory until April 1944. The missions flown were bomber escorts, defense of the home base and most frequently the ground attacks. Airacobra “SNAFU” was delivered to the combat zone in the end of summer 1943. The original marking was in the form of the large numeral 6 on both fuselage sides in front of the cockpit door. Later the marking was relocated to the aircraft nose and changed to numeral 106.
Tail End Charlie
EAA Oshkosh 2024
Text: Jakub Nademlejnský
When an American tells you that something is ‘huge’, as European, your curiosity will be aroused. Foe the European used to European standards, there are many things in America that can be considered huge. They have, for example, big cars, big roads, huge houses and skyscrapers in every big city, and even pretty massive portions of food, which after our annual trip to America, we are reminded of when we try to button up our pants. But when our American friend Ed Mautner told us that the Oshkosh Air Show was going to be huge, my colleagues and I knew right away that we definitely had something to look forward to. And it certainly was!
We stayed about a fifteen minute drive from the Wittman Regional Airport, where this Monday-Saturday air show is held, in the picturesque town of Fond du Lac on Lake Winnebago, and attended the show two days, Tuesday and Wednesday. According to official statistics, 686,000 visitors (which is a record number) visited the event over the entire six days, and more than 10,000 aircraft were on display. Organizers reported that during the hours the airport was open for arrivals and departures, there was an average of 113 of them per hour.
But Oshkosh is not just an ordinary air show. In the huge area around the airport, in addition to several dozen stands with various refreshments, there were also open hangars with historic and civilian aircraft, which visitors could view up close, as well as several commercial stands set up by small and large companies alike that promoted their products. Worth mentioning, for example, is the large Boeing stand, the beautiful Beechcraft stand, where visitors were served coffee, or the large Honda tent with a HondaJet in the middle. Among the smaller stands, I was interested in the Dimor Group display, which also includes the Junkers aircraft brand, and in front of the stand stood a Junkers A50.
Wittman Airport is also home to the EAA Aviation Museum, which is filled primarily with experimental aircraft. The abbreviation EAA stands for Experimental Aircraft Association. Thanks to the air show, this association now has about 300,000 members. It was founded in 1953 by Paul Poberezny, who devoted his whole life mainly to the construction of home-made aircraft. In the museum, I admired the Bugatti Model 100 Racer and a lot of other exhibits that you simply cannot see anywhere else.
Of course, I was most interested in the planes that flew into Oshkosh. Next to the airport, several parking zones were created for both visitors’ cars and civil aircraft. This is because visitors from all over the world traditionally fly in to this event and then spend a whole week even with their pets along for the ride, they camp, barbecue, and just basically enjoy the festive atmosphere. I was surprised to walk among the parked planes with no one watching me, no one was reminding me where I could or couldn't go, or gave me the evil eye when I took a picture. In short, it was like paradise for a plane lover. And when the aerial demonstrations started after lunch, my colleagues and I sat on the grass and thoroughly enjoyed them. I was absolutely fascinated by the part of the show called the Heritage Flight, where A-10s, F-35As, F-22s and P-51D Mustangs flew together on the first day and F-16s on the second. The demo always included a short display of each of the planes, and especially the F-22 was really cool! Sadly, we may have just had our last chance to see the A-10, as the USAF is claiming it is done with the type. There is some hope, though, to be found in the fact that this is not the first time this has been stated. Evening flying is also part of the program on Wednesday and Saturday, and anyone who has ever been to Oshkosh will tell you that the evening program is definitely worth attending. And so it was, it was actually a typical American show full of airplanes firing off flares, fires, explosions, ending with 600 drones creating different shapes, finishing off with the American flag at the end. And I have to admit that even though I'm not American, the whole atmosphere around me filled me with a sense of awe.
The Eduard contingent in the United States – Stan Archman, Vladimir Sulc, Jakub Nademlejnsky and Martin Ferkl in at the front gate to EAA Oshkosh.
The entire event was flawlessly organized. Since the venue is so large, school buses were used to shuttle visitors around.
Bell helicopter display at their stand.
Display stands set up by Pilatus and Piper.
Junkers stand with their A50 Junior.
Boeing had the largest display at the show.
Aircraft displayed at Boeing Plaza – F-15EX, F-35A, C-47, Lancaster, T-38 Talon and B-52, which also acted as a nifty umbrella against a passing shower.
The airport’s grass sections also provided space for the museum’s exhibits.
When flying displays were paused, walks could be taken among the parked aircraft.
One of the hangars housed spectacular examples of the Mosquito and P-38.
A view of the EAA Aviation Museum.
Some of the EAA Museum’s exhibits.
Plastic models were available for purchase at the airport, including those from Eduard, which was nice to see.
Flying displays during the show, among others, included a Spitfire Mk.IX , a P-51D and a Hurricane .
The C-47 flight display included parachute jumps.
P-51D in the non-traditional markings of the California Aeronautical University.
One of the two B-29s that flew at the show, the world-famous FIFI.
A flypast was conducted by a KC-135 tanker.
Several display teams strutted their stuff, and while we were there, the Italian team Frecce Tricolori were up….
….as were Canada’s Snowbirds.
Tuesday’s Heritage Flight was made up of the F-35A, F-22, A-10C and P-51D…
….and, for a change, on Wednesday the F-35A , F-22 , A-10C and F-16C.
The Wednesday program finale was conducted by 600 drones….
….and a lot of fireworks.
Air War in Ukraine
Ukrainian F-16AM MLU with numbers 3599 and 3596.
F-16s with Yellow-Blue Roundels
Text: Miro Barič
In our series on the aerial war in Ukraine, we usually map the events of each month chronologically. However, we will make an exception for this period (from July 1 to July 31). A significant event took place at the very end of July, and it deserves attention at the beginning of this article. Ukraine has taken an important step to strengthen its air force by starting to use F-16 fighter jets over its territory.
Initially, videos surfaced showing F-16s in the Ukrainian sky. However, the footage wasn't entirely clear. A few days later, it was officially confirmed, and the fighters were welcomed by Ukrainian President Volodymyr Zelensky in the acceptance ceremony. According to his statements, Ukraine currently has 10 of these jets (out of the 79 promised), and by the end of this year, they will have 20.
During the ceremony with Zelensky, two F-16s were seen on the ground behind him. Later, a few of these jets appeared in the air. The Ukrainian Armed Forces released more footage. In most of these, only the insignia were visible, while other markings were either retouched or not painted on the aircraft at all. This is especially true for the pair of aircraft on the ground behind the Ukrainian president. They show some external features of the F-16ADF version of the U.S. Air Force, particularly the APX-13 IFF system antennas. However, they lack other typical features. It is also known that the U.S. has decided not to provide Ukraine with any fighter jets. Austrian military expert Tom Cooper believes that these are decommissioned aircraft serving only as a source of spare parts or as decoys in the event of a Russian attack on the airfield. This is supported by the incomplete camouflage, as these aircraft are missing the darker shade of gray on the upper surfaces.
The two aircraft that appeared in the air are a completely different case. In one shot, the tail numbers were not retouched. This allowed us to identify them as aircraft 80-3596 and 80-3599, which were ordered by Denmark in 1980. Another distinguishing feature of Danish aircraft is the position of the spotlight on the front left side of the fuselage and the absence of a brake parachute housing under the rudder. The Danish Royal Air Force upgraded these aircraft to the F-16AM MLU version in the 1990s. The last three letters stand for Mid-Life Update, which refers to a mid-life upgrade. This upgrade included improvements to the radar, IFF system, and software, bringing these aircraft closer to the F-16C/D Block 50/52 standard.
Further Interesting Information about Ukrainian F-16s
Additional interesting details about the Ukrainian F-16s were revealed through footage from an official video. It shows that the aircraft are equipped with the Terma PIDS+ system, integrated into the middle pylons under the wings. This means that the pylon can carry a weapon while also housing three sensors of the Hensoldt AAR-60(V)2 missile warning system. Each F-16 is thus equipped with six sensors that scan the surroundings in a 360-degree radius, detecting threats such as incoming missiles. If the system identifies such a threat, it visually and acoustically alerts the pilot, who can then execute evasive maneuvers. If the missile is too close, the second part of the PIDS+ system automatically activates, deploying countermeasures. Depending on the type of threat, the system selects the appropriate countermeasures and determines the optimal time, angle, and sequence to release them for maximum effectiveness.
The PIDS+ system integrated into the pylons of the Ukrainian F-16s offers their pilots greater capabilities than the older Soviet-made aircraft they previously flew. However, the armament seen on these pylons is less promising. The primary armament consists of AIM-120B AMRAAM missiles with active radar guidance. These are quality missiles that can be very effective with the latest software updates. However, they have a maximum range of 50 km, significantly less than the newer AIM-120C and D versions. This gives the Russian fighters armed with R-37M missiles the advantage of greater range. Also seen under the wing were AIM-9M Sidewinder missiles, dating back to the 1980s. These infrared-guided missiles have a maximum range of 18 km. Air combat at such a distance does not occur in Ukraine, and the effectiveness of the AIM-9M against modern aircraft is questionable. On the other hand, they are fully sufficient for combat against Iranian Shahed drones, which Russia uses extensively.
Perhaps even more important is what Ukraine has not disclosed. Kyiv is well aware that the Russians meticulously study every piece of information. Thus, there remains the possibility that Ukraine has received newer weaponry for its F-16s that they simply haven’t revealed. Ukrainian F-16s are capable of carrying AGM-88 HARM missiles or guided bombs, which the Ukrainian air force has used for quite some time. Yet these were not shown in the footage. The two ex-American F-16s behind President Zelensky likely caused considerable confusion among Russian analysts. If the U.S. provided any F-16s to Ukraine despite claims to the contrary (even if only for spare parts), Kremlin analysts might be asking themselves what else the United States has supplied without public disclosure.
This F-16, shown on the ground, is likely non-operational.
Footage from a video showing preparations and the takeoff of a Ukrainian F-16AM MLU.
Armament of the Ukrainian F-16 – on the innermost pylon under the wing there is a fuel drop tank, followed by a pylon with the integrated PIDS+ system, and finally an AIM-9M missile. There is an AIM-120B missile at the wingtip.
Attack on a Children's Hospital
The true capabilities of Ukrainian F-16s, the armament they carry, and how the Ukrainian Air Force uses them will become clearer in the coming months. For now, let's focus on what occurred during the observed period. Russia has been persistently advancing in the Donetsk region, employing waves of assaulting infantry despite suffering significant losses. They attempt to clear their path using glide bombs, against which Ukrainian defenses still lack an effective countermeasure. Ukrainian attacks on airfields and ammunition depots, which we described in the previous section, managed only to reduce the intensity of these attacks. Instead of dropping an average of 150 glide bombs per day, Russian aviation recently reduced that number to less than 100 daily. However, this is still far too many.
In addition to military targets, Russian forces regularly hit civilian targets, and this month was no exception. In this part of the article, we first look at the worst attack during the recent period. It occurred on Monday, July 8, just before the NATO summit in Washington, where Ukraine was also present. On that day, Russia launched more than 40 missiles at the cities of Kyiv, Kryvyi Rih, Dnipro, Pokrovsk, and Kropyvnytskyi. The attacks resulted in 47 deaths and 189 injuries.
Among the targets was the Ochmatdyt Children's Hospital in Kyiv. At the time of the attack, the hospital housed 600 pediatric patients and approximately the same number of medical staff. Two adults lost their lives, including a young doctor. Another 16 people were injured, seven of whom were children. The dialysis department, where children received treatment, was completely destroyed, and several other departments were damaged, including specialized oncology laboratories, the only ones of their kind in Ukraine.
Moscow responded by claiming it only targets military objects, releasing several versions of what might have happened. This is a typical style of Russian propaganda—flooding the information space to dilute and weaken the truth. According to the Kremlin, Ukrainians either intentionally or accidentally struck the hospital themselves, mentioning several types of Western-made missiles. However, considering that missiles like those from the IRIS-T system cannot cause such extensive damage, one fact has worked against Russia from the start. The attack was captured on video, clearly showing the distinctive shape of a Russian Kh-101 cruise missile, complete with the TRDD-50A jet engine mounted under the rear section. The missile showed no signs of damage and was heading toward the hospital on a typical trajectory. All these indicators rule out an accidental strike; the hospital was a deliberate target. The attack was carried out by members of the 22nd Heavy Bomber Aviation Division from the Engels-2 base near Saratov.
Struck children's hospital Ochmatdyt in Kyiv.
The impact of the Russian Kh-101 missile on the hospital was captured on video. Note the jet engine under its rear part.
Airfields Under Fire
From the beginning of the observed period, Russia targeted Ukrainian airfields near the front line. On Monday, July 1, multiple missiles struck the Myrhorod base in the Poltava region. Two Ukrainian Su-27 fighters were destroyed, and four others were damaged. It is unclear whether these were decommissioned and grounded aircraft or operational ones. However, at least some of them were likely in operational condition.
The following day, Tuesday, July 2, a Russian attack targeted a Mi-24 helicopter at a base in Poltava. The helicopter was likely seriously damaged by the explosion of cluster munitions. On Wednesday, July 3, an Iskander-M ballistic missile destroyed a MiG-29 at the Kryvyi Rih base in the Dnipropetrovsk region. On the same day, at the same airfield, Russians also recorded a decoy in the form of a Su-25 mock-up using a drone.
The next similar attack occurred on Monday, July 29, when a Su-25 at the Kryvyi Rih base was hit by a Lancet drone. This time, it likely wasn’t a decoy.
In the air, Ukraine suffered three losses during the observed period. On Tuesday, July 9, a Mi-8 helicopter from the 12th Army Aviation Brigade crashed between the villages of Dyachkove and Mizhhirya in the Poltava region. Russia claims to have shot down the aircraft. All four crew members were killed: Captain Yaroslav Lyubychenko, Captain Vitaliy Nekrasov, First Lieutenant Oleksandr Shemchuk, and Staff Sergeant Serhiy Potashenkov.
On Friday, July 19, another Ukrainian Mi-8MSB-V helicopter with the tail number "Black 160" was seriously damaged. The helicopter overturned during an emergency landing attempt in the Novoukrainka district of the Kirovohrad region.
The third tragedy was unrelated to combat operations. During a training flight on Saturday, July 27, a Skyeton K-10 Swift with the registration UR-KAI crashed. Yuriy Kapustenskyi, a first-year cadet at the National Air Force University in Kharkiv, died in the crash.
Su-27 destroyed at the Myrhorod base on July 1st.
MiG-29 fighter struck by an Iskander-M missile at the Kryvyi Rih base on July 3rd.
On July 3rd, this decoy Su-25 was found at the Kryvyi Rih base.
Ukrainian Su-27 in an illustrative image.
Ex-Czech Mi-24 helicopter in Ukrainian service.
Captain Yaroslav Lyubichenko and Lieutenant Oleksandr Shemchuk, who died in a Ukrainian Mi-8 helicopter on July 9th.
Russian Losses
During the observed period, the Russian Air Force experienced another disastrous week. However, before that, on Friday, July 5, a Russian Mi-28 helicopter was forced to make an emergency landing in a field in the Azov district of Russia's Rostov region. This occurred during a massive Ukrainian drone attack. According to various Russian sources, the crew either wanted to avoid the drones (and possibly avoid being hit by their own air defenses) or the helicopter was directly hit by a drone. The helicopter was likely damaged, as the field caught fire after the emergency landing, although the extent of the damage remains unknown.
On Friday, July 19, a Su-34 fighter-bomber had to make an emergency landing after being hit by a surface-to-air missile. Despite severe damage, the crew managed to bring the aircraft to the nearest airfield. The incident occurred during a night combat mission at an altitude of 9 km, and fuel began leaking from the aircraft after it was hit.
Then came the aforementioned disastrous week. On Sunday, July 21, Ukrainian saboteurs struck the Tomilino base near Moscow. According to Ukrainian military intelligence (GUR), they burned two helicopters, a Kamov and a Mi-28. Satellite imagery later revealed a burn site where Ka-27 helicopters usually stood.
On Tuesday, July 23, a Russian Su-25 attack aircraft was shot down by a surface-to-air missile from the 110th Mechanized Brigade of the Ukrainian Armed Forces. The incident occurred near the village of Troitske in the Pokrovsk district of the Donetsk region. The event was also recorded on video, and the Russian pilot successfully ejected.
On Wednesday, July 24, Ukrainian saboteurs struck again, this time destroying a Mi-8 helicopter at the Kryazh base in Samara, Russia.
On Thursday, July 25, a Russian Mi-28 helicopter from the 332nd Independent Helicopter Regiment crashed. Although the crash occurred near the village of Klenki in the Kaluga region, deep inside Russia, it was related to the war in Ukraine. The helicopter was returning from a mission to hunt down attacking Ukrainian drones in the Bryansk region near the Ukrainian border. It is speculated that the aircraft fell victim to friendly fire from its own air defense. Both crew members died in the crash.
On Friday, July 26, early in the morning, Ukrainian forces launched a missile attack on the Saki base in Crimea. One Su-30SM fighter jet from the 43rd Independent Naval Assault Aviation Regiment was destroyed, and two others were damaged.
On Saturday, July 27, a Su-34 fighter-bomber crashed in the Volgograd region of Russia. Both crew members ejected safely. The aircraft likely took off from the Marinovka base and was heavily used in attacks against Ukraine. Such intensive operations have led to significant wear and tear of the equipment and high stress on the pilots.
The last, and the most significant loss occurred on the final day of the observed period. On Wednesday, July 31, a Mi-8MTV-2 helicopter with the registration RF-34255 and tail number "Yellow 59" was hit on the ground in the Donetsk region by a Ukrainian missile (ATACMS or HIMARS). The helicopter belonged to the 6th Independent Special-Purpose Squadron of the Russian National Guard (Rosgvardiya). It was loaded with wounded soldiers, and 20 people, including at least one crew member, died in the attack.
Skyeton K-10 Swift with registration UR-KAI, which crashed on July 27.
Yuriy Kapustenskyi in front of the UR-KAI, in which he died.
On July 21, two Russian helicopters burnt at the Tomilino base near Moscow.
Another Ukrainian sabotage attack took place on July 24 at the Kryazh base. A Mi-8 was set on fire.
The crash of a Su-34, which occurred on July 27.
On July 31, 20 soldiers died in the Russian Mi-8 helicopter that was destroyed on the ground.
Unordnung – Late Versions of the Bf 109 G
Original color photograph of a Bf 109 G-14/AS from the Messerschmitt Regensburg factory at the Salzburg-Maxglan base in June, 1945. (Photo: National Archives)
Bf 109 G-6/AS, Bf 109 G-14/AS, Bf 109 G-10
Text: Vladimír Šulc
The development of these late versions of the Bf 109G, manufactured in a series of related and therefore similar versions, was the German aviation industry’s response to a requirement to quickly supply Luftwaffe units with high performance fighters to combat the Allied bombing offensive of the spring of 1944. The appearance of the P-51B and D Mustang with the 8th and 15th American Air Forces showed that the need to offset the increasing obsolescence of German fighters was becoming critical. The anticipated replacement of the then standard Messerschmitt Bf 109G-6/G-14 with the Bf 109K, powered by the DB 605D, was not yet possible in the spring of 1944 due to the protracted development of the airframe and engine alike. The design element of Messerschmitt in Regensburg found an interim solution by installing the DB 605AS into the Bf 109G-6, and this modification made use of items that were already designed and were construction ready, intended to be used in the engine installation in the Bf 109K.
Simply put, the DB 605AS and DB 605D were created by installing the larger supercharger from the DB 603 in the DB 605A. The performance of these superchargers was around 25% greater than the ones installed in the DB 605A. The first developmental version of the DB 605 outfitted with the larger supercharger was the DB 605AS, originally designated as the DB 605A (Sonder). The intended fuel for these engines was the B4 with an octane rating of 87. The first DB 605AS engines were available at the beginning of 1944. As spring became summer that year, the DB 605ASM appeared, which burned C3 fuel with a 96 octane rating. Other versions of the AS engine were developed (ASCM, ASMO, ASB, ASC) utilizing various combinations of B4 and C3 fuels, and different GM-1 nitrous oxide boost systems and variations of the MW50 injection system for short term power output of the engine. These included the GM-1 (injection of nitrous oxide into the engine cylinders), MW-50 (injection of a 50:50 mixture of methanol + water into the compressor intake), MW-30 (methanol + water at 70:30), EW-50 (ethanol + water 50:50) and EW-30 (ethanol + water 70:30). The GM-1 and MW-50 systems could in some cases be installed together in the same airframe, but their simultaneous use was prohibited and practically impossible. Depending on the different sub versions of the engines used, the aircraft were equipped with different versions of radiator, oil tank and air intake to the supercharger compressor, too. DB 605AS engines powered the Bf 109 G-6/AS and Bf 109 G-14/AS produced at Messerschmitt's Regensburg and Erla plants in Leipzig.
The first version of the Bf 109 G powered by the DB 605AS engine was the Bf 109 G-6/AS. Its production began in April, 1944 at the Messerschmitt factory in Regensburg, where 349 units were produced as new builds in the following production blocks:
• Block 163,000 - 163,994, 226 units were produced from April to June 1944.
• Block 164,380 – 164,999, 37 were produced from August to December 1944
• Block 165001 - 165999, 47 units were produced from August to December 1944.
• Block 166001 - 166644, 39 units were produced from August to December 1944.
Added to these numbers were 104 Bf 109 G-5 and 472 Bf 109G-6 airframes rebuilt to AS standard between February and August, 1944 atErla, Mimetall and Blohm & Voss
Besides a modified engine cowling with large oval fairings over the supercharger compressor and fuselage guns, known informally to Luftwaffe personnel as the ‘Horse’s Ass’, an updated and lightened canopy (Erlahaube), a larger diameter VDM 9-12159 propeller (same as the later G-10 and K-4) and a tall fin and rudder, the original design of the Bf 109G-6 was left intact. They were equipped with a standard Fo 870 radiator used in the G-6, the bottom section of the cowling was smooth without the two small fairings covering the oil pump, and the oil tank was also the same as on the G-6. The difference from the later G-10 came in the oil filler cap on the left side of the nose immediately above the small air intake which was in the same location as on the Bf 109G-6. In the G-10, the cover over the cap was placed higher due to the increase in size of the oil tank. The supercharger intake also remained the same as compared to the G-6, which was smaller than the later G-10. So that things weren’t all that simple, some airframes of later production, or during refurbishment, received the larger diameter supercharger intakes and larger Fo 987 oil cooler that appeared on the Bf 109G-10. The oil coolers of these aircraft, produced by Erla, had the Erla specific Fo 987 cover developed for the later Bf 109G-10. It wasn’t as deep as the same oil cooler mounted in the G-10 at Mtt. Regensburg and WNF. The cockpit canopy with a simplified Erlahaube frame was of the older type with sharp rear corners of the opening portion, new-build versions being equipped with a short antenna mast behind the cockpit. Some of the G-6 conversions had the mast mounted on the canopy frame. There were also versions without a mast altogether. The tailwheel strut was short and was with or without a dust cover, and the fairings above the wheel wells were as they were on the G-6. All aircraft were equipped with a FuG 25 IFF system with a small blade antenna on the bottom of the second fuselage section.
The part of these aircraft that were designated Bf 109G-6/AS/y were equipped with a FuG 16ZY DF homing system, the whip antenna for which was located under the wing below the fuselage.
Most aircraft had fuselage mounted MG 151/20 cannon, but a number of converted Bf 109 G-6/U4s were armed with a MK 108 30mm weapon firing through the propeller hub. These were designated Bf 109 G-6/U4/AS and according to H.H. Vogt, 153 were produced.
In the Bf 109G-6/AS, the MW50 methanol water injection system installation was not yet a standardized feature, and would have been recognizable by a box shaped opening located in the rear cockpit wall. Of course, that doesn’t mean that the MW50 system was not installed in the Bf 109G-6/AS. Some aircraft were so equipped. Bf 109G-6/AS aircraft equipped with MW50 were designated Bf 109G-6/MW50/AS or Bf 109G-6/U3/AS, and later redesignated as Bf 109G-14/AS.
Bf 109 G-10/U4 WNr. 611943, equipped with a DB 605 D engine, is currently part of the Planes of Fame Air Museum collection in Arizona. This aircraft displays the distinctive features of the WNF production series. It was captured in May 1945 following the group flyover and surrender of II/JG 52 from Austria to Neubiberg, Bavaria. This Bf 109 probably bore the designation "Yellow 13" and, based on its serial number, is documented to have belonged to the Hungarian 101. Vadászezred unit. Photo: Vladimír Šulc
Aircraft designated Bf 109 G-6/U2/AS, on the other hand, were equipped with the GM-1 injecting nitrous oxide into the engine cylinders, which increased engine power above 10,000m (32,800 feet), in contrast to the MW-50 system, which increased engine power at lower altitudes of up to 6,000m (19,700 feet). The Bf 109 G-6/U2/AS was to be built to the tune of 273 units. In addition to them, 23 photo reconnaissance Bf 109 G-6/U2/R2/AS were produced, and probably some Bf 109 G-8/AS airframes as well, but their production number is unknown.
As already mentioned in the introduction, high-altitude Bf 109 G-5s were also converted to the Bf 109 G-5/AS standard. They were essentially the same as the G-6/U2/AS, but there was a larger air intake on the left side of the fuselage below the cockpit windcsreen for cockpit ventilation. H.H.Vogt states that the rear of the engine cowling bulges were shallower than on the Messerschmitt-built G-6/AS and G-14/AS. The Bf 109 G-5/AS equipped with the Erlahaube cockpit canopy was no longer pressurized, however, it cannot be ruled out that the functionality of the cockpit pressurization system was also maintained with this type of canopy. In any case, silica gel capsules were still installed in the glass of the canopy to help prevent fogging of the glass. Also documented on the Bf 109 G-5/AS is a special cylindrical tank located on a hanger beneath the fuselage, which was probably part of the GM-1 system.
One Bf 109 G-6/AS was converted into a two-seat Bf 109 G-12/AS trainer. The fuselage code was DF+CC.
The first aircraft were delivered to units in April and May, 1944 (III./JG1, I./JG3, I./JG5, II./JG11), and these were followed by I./NJGr.10, II./JG27, I./JG1 and III./JG300 in June and July, 1944.
The following is a breakdown of the general features of the Bf 109G-6/AS:
1. Wide engine cowl side panels with riveted semielliptical aerodynamic fairings to fuselage.
2. Radiator under the engine as on standard G-6, Type Fo 870.
3. The use of the larger Fo 987 radiator is also recorded, with an Erla cover as on the G-10 Erla built in the 15xxxx and 49xxxx blocks.
4. Lower engine cowling minus bulge below the oil tank.
5. Older aircraft with VDM 9-12087 propeller (as on standard G-6), later versions with larger VDM 9-12159 propeller with wider paddle blades (as on the G-10).
6. Smaller supercharger intake on the left side of the cowling, as on standard G-6, although some aircraft (later production or overhauled/repaired aircraft) were given the larger intake (as on the G-10).
7. Access cover to supercharger clutch oil pump on the right side of the engine cowl was in a lower position.
8. Oil filler cap cover on the left side of the nose in lower position.
9. Tall tail, Type 1.
10. Short tailwheel (usually).
11. Cockpit canopy with sharp inside corners at the rear and with a small antenna mast on the fuselage behind the cockpit. Aircraft converted from standard G-6s had the mast on the canopy frame and a number of these were without a mast altogether.
12. The G-6/AS/y had a whip antenna associated with the FuG 16zy system below the fuselage(below the wing)
13. Small blade antenna for the FuG 25a IFF system below the fuselage behind the wing trailing edge.
14. Wing fairings over the wheel wells were of the small type, as on the G-6, with corresponding wheels.
15. Some Bf 109G-5s were converted to the G-5/AS, serial numbers 110xxx. They were the same as the G-6/AS, but carried a special tank below the fuselage (associated with the GM-1?)
16. Most aircraft carried fuselage MG 151/20 cannons.
17. The cover on the 5th fuselage segment were a feature of the Bf 109 G-6/AS/U4 with a MK 108 30 mm fuselage cannon. A total of 151 of them were converted from the Bf 109 G-6/U4 built at WNF, of which one was built by Erla, 130 were made by Mimetall and twenty by Blohm & Voss
18. The GM-1 system pressure cylinder filling neck cover, present on the Bf 109 G-6/U2/AS. A total of 265 Bf 109 G-6/U2 conversions were produced, of which 104 were performed by Erla, 98 by Mimetall and 63 by Blohm & Voss. In addition, 45 photo-reconnaissance Bf 109 G-6/U2/R2/AS were also produced at Erla through conversion of Bf 109 G-6/U2s.
Bf 109 G-14/AS
The production of the Bf 109 G-6/AS was followed by the production of the Bf 109 G-14/AS version, powered by the DB 605ASM engine and equipped, as standard, with a system for injecting a mixture of methanol and water into the intake of the MW 50 compressor. The installation of this system can be recognized by the box-shaped bulge on the rear wall cockpit, covering the battery, moved forward from its original position between the 1st and 2nd fuselage bulkheads for the installation of the MW 50 system tank. The DB 605 ASM engine used 96 octane C3 gasoline as fuel. Another distinctive feature of the Bf 109 G-14/AS was the standard installation of the FuG 16ZY direction finding system and its associated Morane-type whip antenna (Moranmast), still installed under the leading edge of the left wing. The FuG 25a IFF system was also standard. The Bf 109 G-14/AS were produced as new at Messerschmitt and Erla. There is no evidence that they were purposely created by conversion from older Bf 109 G-6 and G-14, but it is likely that parts of the airframes of older machines were used in their production.
Airframes produced in production block 460 300 to 460 670 (50 units) by Erla had the smaller supercharger air intake and a smaller Fo 870 oil cooler as on the Bf 109G-6, and had an identicle lower engine cowl, meaning they did not have fairings around the oil pumps on the bottom of the nose. Most machines from production block 461 100 to 461 999 (73 pieces) then had the larger Fo 987 radiator, but with a specific fairing exclusive to Erla, which optically does not appear as deep as the fairing of the same Bf 109 G-10 radiator produced by Messerschmitt and WNF. The lower engine cowl of these aircraft thus corresponds to that of the later G-10 airframes coming out of Erla.
The aircraft from Messerschmitt in Regensburg had, in addition to a few airframes from August 1944 production blocks 165 xxx and 166 xxx, a larger intake to the supercharger and a larger Fo 987 radiator (as the later G-10). Under the nose, two characteristic bulged fairings covering the oil pumps appeared for the first time. However, the nose oil tank remained of the small variety with the filler neck in a lower position just above the port suction pocket. The fin and rudder was of the tall variety. Later Messerschmitt production machines received rudders with a straight lower edge and three trims. The canopy was of the newer Erlahaube type with a rounded rear corner of the canopy frame and low antenna mast on the. The propeller was a VDM 9-12159 with wide blades. Some later aircraft received larger 660 x 190mm wheels, and with them large, elongated fairings on the upper surface of the wing. The tailwheel on the Erla aircraft (46xxxx) was short, and long on the Mtt. Regensburg version. The fill access cover to the supercharger clutch oil pump on the right side of the engine cowl was in a lower position, above the cowl fastener. Most, if not all, aircraft had fuselage mounted MG 151/20 cannons.. From the summer (July Erla, August Mtt) 1944 to the end of the year, around 1400 Bf 109G-14/AS were produced, 123 of them at Erla and the rest at Messerschmitt. The date of the end of production of the Bf 109 G-14/AS at Messerschmitt is unclear. H.H. Vogt states that production ran until March, 1945. However, as early as October, 1944, Bf 109 G-10s from production block 130 xxx were on the assembly line, with which G-10 production at Regensburg ended, again according to H.H. Vogt, in December 1944, and which produced only 123 units. At the same time, from the end of August 1944, serial production of the Bf 109 K-4 began. Of course, the completion of some Bf 109 G-14/AS still early in 1945 cannot be completely ruled out. It should also be taken into account that the airframes of the Bf 109 G-14/AS and the Bf 109 G-10 from Regensburg were practically identical, the production of G- 14/AS and G-10 followed each other immediately. Some of the few G-10s produced are said to have been fitted with DB 605 ASM engines and designated Bf 109 G-10/AS. There is some logic to be found in these largely conflicting timings, but it is probably wisest to close the matter with the understanding that it is very complicated at best.
Bf 109 G-14/AS ERLA, Production Block 460 300 – 460 670 (50 Units)
1. Wide engine cowl side panels with riveted semielliptical aerodynamic fairings to fuselage.
2. Radiator under the engine as on standard G-6, Type Fo 870, though some aircraft received the larger Fo 987 unit with the same covering, as on the Erla G-10.
3. Lower engine cowling minus bulge below the oil tank.
4. VDM 9-12159 propeller with wider paddle blades.
5. Supercharger air intake on the left side of the cowling as on standard G-6, although some aircraft were given the larger intake as on the G-10.
6. Access cover to supercharger clutch oil pump on the right side of the engine cowl was in a lower position.
7. Oil filler cap cover on the left side of the nose in lower position.
8. Tall tail, Type 1.
9. Short tailwheel (usually).
10. Cockpit canopy with rounded inside corners at the rear and with an antenna mast on the canopy frame.
11. A whip antenna associated with the FuG 16zy system was located under the left wing (protruding from a glass panel), as with the G-10.
12. Small blade antenna for the FuG 25a IFF system below the fuselage behind the wing trailing edge.
13. MW50 water-methanol injection system and its associated equipment – a box fairing on the rear wall of the cockpit behind the headrest, and an access panel on the right side of the spine behind the cockpit.
14. Wing fairings over the wheel wells were of the small type, as on the G-6, with corresponding wheels.
15. Most aircraft were armed with fuselage mounted MG 151/20 cannons. The cover located in the fifth fuselage segment only appeared on aircraft with MK 108 30mm cannons mounted in the fuselage
Bf 109 G-14/AS Mtt. Regensburg (Production Block 780 xxx to 787 xxx)
1. Wide engine cowl side panels with riveted semielliptical aerodynamic fairings to fuselage.
2. Radiator under the engine was the larger Fo 987 as on the G-10.
3. Lower cowling with bulges below oil tank.
4. VDM 9-12159 propeller with wider paddle blades as on the G-10.
5. Supercharger air intake on the left side of the cowling was of the larger type, as on the G-10.
6. Access cover to supercharger clutch oil pump on the right side of the engine cowl was in a lower position.
7. Oil filler cap cover on the left side of the nose in lower position.
8. Small wheel well fairing on the upper wing as on the G-6, with corresponding wheels, with corresponding 660 x0 160 wheels.
9. Taller tail Type 6 or Type 9 (later aircraft).
10. Usually, a long tailwheel. Short tailwheel has been documented in later production blocks.
11. Cockpit canopy with rounded inside corners at the rear and with an antenna mast on the fuselage behind the cockpit (usually).
12. A whip antenna associated with the FuG 16zy system was located under the left wing (protruding from a glass panel), as with the G-10.
13. Small blade antenna for the FuG 25a IFF system below the fuselage behind the wing trailing edge.
14. MW50 water-methanol injection system and its associated equipment – a box fairing on the rear wall of the cockpit behind the headrest, and an access panel on the right side of the spine behind the cockpit.
15. A number of later aircraft, manufactured at the end of 1944 received a DB 605D engine.
16. Most aircraft were armed with fuselage mounted MG 151/20 cannons. The cover located in the fifth fuselage segment only appeared on aircraft with MK 108 30mm cannons mounted in the fuselage
Bf 109 G-14/AS from the Messerschmitt Regensburg factory, with which Croatian pilot Vladimir Sandtner from the 2nd Fighter Squadron "Zrakoplovno lovačko jato" defected to Italy on April 16, 1945, landing at the Falconara base. (Photo: Fold 3)
Bf 109G-10
In the summer of 1944, deliveries began of the DB 605D, in development since 1942, with an automatic barometric supercharger rpm control system, dictated by altitude. After the initial DB 605DM and DMO were produced, these engines were delivered in two main versions. The DB 605DB was used with B4 fuel in conjunction with the MW50 methanol water injection system, and the DB 605DC, burning 96 octane C3 fuel, without the MW50 system installed. Nevertheless, the DB 605DC had the MW50 vents installed, enabling the conversion of the DB 605DC to the DB 605DB and vice versa. The DB 605D were installed exclusively with the larger Fo 987 oil cooler, a larger, 54 litre oil tank, and larger supercharger air intake.
Production of the Bf 109G-10 powered by various models of the DB 605D, replaced the Bf 109G-6/AS and G-14/AS in the fall of 1944. A common feature of all Bf 109G-10s, besides the aforementioned installation of some version of the DB 605D and the associated wider engine cowl (‘Horse’s Ass’), was the installation of the larger Fo 987 oil cooler instead of the original Fo 870 in the G-6/G-14, larger ALF 907C wing radiators instead of the original ALF 750Bs, larger supercharger air intakes and VDM 9-12159 propeller. Also common features were the simplified Erlahaube canopy and tall fin. The Bf 109G-10 was manufactured at three facilities: Erla Leipzig, Messerschmitt Regensburg and Wiener neustadter Flugzeugwerke. The G-10 was to be an interim aircraft, pending the production of the modernized Bf 109K, also powered by the DB 605D. In reality, the first G-10s did not begin to arrive from Erla Leipzig at their intended units until October, 1944, essentially at the same time as the first Bf 109K-4s. But it should be noted that Bf 109K-4 production remained limited up to the end of the war, and essentially was not initiated at Erla or WNF.
The genesis of the G-10 can be said to be different for each of its three manufacturers, and each of these three manufacturers tackled production of the Bf 109 G-10 in a way that corresponded to their abilities and prevailing conditions. In this context, the shape of the engine cowl is typical for each of the three manufacturers. Both Messerschmitt and WNF had similar units, yet the two factories differed slightly in the shape of the large side fairings above the supercharger and the fuselage machine gun lugs. In contrast, the Erla solution was significantly different, and it can be said that it was aerodynamically more refined and sophisticated, but with the exception of the fairing on the right side of the engine cowl. Typical of the Erla machines was the left part of the upper engine cowl without a visible, retrofitted riveted bulge, the absence of fairings on the front bottom of the cowling, and the traditionally longer gun troughs of the fuselage machine guns.
The first to go into production was the Erla G-10, which was entrusted the responsibility of producing the Bf 109G-10 as a quick, temporary replacement for the delayed Bf 109K-4 project. Production at Erla began in September, 1944, and 1709 aircraft were delivered in two production blocks.
Messerscmitt produced 129 DB 605D installations for the Bf 109G-14/AS reportedly some in November and possibly even in December. This was to catch up to the production of Bf 109G-14/AS aircraft with the DB 605D, and were basically the same airframes with the 605D. Messerschmitt then turned its attention to Bf 109 K-4 aircraft solely.
Messerschmitt Bf 109 G-10 WNr. 491407, produced at the Erla factory, photographed in early 1945. This aircraft belonged to 3a Squadriglia, 1o Gruppo Caccia. On March 17th, 1945, Capt. Cesare Marchesi crashed the plane at the Ghedi base. (Photo: JaPo)
In December, 1944, production began of the Bf 109G-10/U4 at WNF Diana. Production of these aircraft came out of the mating of the DB 605D with the Bf 109G-14/U4 airframe then mounting the DB 605A, and became somewhat of a peculiarity, differing from the approach taken by Erla. The likely reason for initiating production of their own version of the Bf 1009G-10 instead of the Regensburg K-4s, at the time already in production, was the anticipated problems with startup of Bf 109K-4 manufacture under conditions brought about by Allied bombings of the WNF facility. There were issues with implementing all the necessary changes required for the startup of the new version, and with the co-ordination of the supply chain from the various suppliers that would be involved. To understand this decision, it needs to be taken into account that, of all the firms involved in Bf 109 manufacture, the WNF plant was under the greatest pressure from Allied bombings and was the closest to the front. Production of the Bf 109 G-10 at WNF was probably just shy of a thousand units, and of that total, 650 Bf 109 G-10/U4 and 300 photo reconnaissance Bf 109 G-10/R2s were built.
In all, 2600 Bf 109 G-10s were manufactured.
Bf 109 G-10/R6 Erla Production Blocks 150 xxx, 151 xxx, 490 xxx and 491 xxx
Erla Leipzig was entrusted with making preparations for the change of manufacture from the Bf 109G-6 to the G-10 as an interim solution to the delay in Bf 109K-4 production at Mtt. Regensburg. This was likely influenced by the fact that Messerschmitt was fully immersed in not only the design of the Bf 109 K, but especially on the completion of the development of the Me 262 fighter and getting into production. The new Bf 109G-10 from Erla differed from the G-6/AS and G-14/AS visually in the aerodynamic bulging of the engine cowl on the left side, where the standard (for the other versions of the G-10, G-14/As and G-6/AS) characteristic large riveted bulge was absent. The bulge on the right side of the cowl also differed in form from the other two manufacturers. It wasn’t as large, ended closer to the longitudinal axis od the aircraft, and was as smooth. In fact, the skin looked a bit ruffled, lacked a certain elegance, and was in direct contradiction of the aerodynamic finesse of the rest of the cowl. Perhaps, it was one of the items labeled as Bastardflugzeug, which appeared in connection to the Bf 109 G-10 in the document Flugzeug-Baureihen Blatt Bf 109, issued in August, 1944 by the offices of TLT (Chef der Technischen Luftrustung).
The oil cooler was of the Fo 987 larger type, with the specific Erla cover which was not as deep as the other variations with this radiator. Visually, the size of this unit lay between the standard G-6 with an Fo 870 cooler and the G-10 with the Fo 987 produced at WNF/Diana. Aerodynamically, the entire bottom of the engine cowl was clean, with no bulges under the oil pumps in the nose, characteristic for the G-10s produced at Mtt. Regensburg and WNF. Typical for Erla was also the upper engine cowl with longer gun troughs. Production began with Production Block 490 130 to 490 399 (270 units of the Bf 109 G-10) in September, 1944, and was followed by Block 490 400 to 490 799 in October. All remaining airframes built up to the end of the war in blocks 491 xxx, 150 xxx and 151 xxx were to Bf 109 G-10/R6 standard. The R6 suffix indicated the presence of an PKS 12 autopilot. The first planes reached Luftwaffe units in the second half of October. In all, Erla buiilt 1,520 Bf 109 G-10s.
The identifying features of this version are:
1. Engine cowl – left side wide cowl without the elliptical bulged structure; right side with elliptical aerodynamic feathering to the fuselage.
2. Bottom of engine cowl without bulges below the oil tank, but with a wider front section than seen on the standard G-6 and G-10 from Mtt. Regensburg and WNF.
3. Radiator under the engine was the larger Fo 987 with a specific covering.
4. Large supercharger intake on the left side of the cowl.
5. Oil tank filler cap access placed higher up on the left side of the nose.
6. Access cover to supercharger clutch oil pump on the right side of the engine cowl was in a higher position (extending to the gun trough panel).
7. VDM 9-12159 propeller with wide blades.
8. Small wheel well fairing on the upper wing as on the G-6, with corresponding wheels. Could also have larger wheels with larger fairings. At least a part of the 150 xxx and 151 xxx Production Blocks had the larger wheels (660 x 190) and the corresponding larger upper wing fairings, as were seen on G-10s produced by WNF.
9. Cockpit canopy with rounded inside corners at the rear.
10. Antenna mast on the canopy frame on 49xxxx aircraft, without a mast on 15xxxx aircraft.
11. Longer gun troughs for the fuselage guns and typical form of skinning around them.
12. Long tailwheel.
13. Type 1 tail (could have had an additional trim tab on the upper trailing edge) or Type 6 (later machines) in the 490 xxx and 491 xxx range.
14. Type 6 or 9 tail in the 150 xxx and 151 xxx range.
15. A whip antenna associated with the FuG 16zy system was located under the left wing (glass cover).
16. Small blade antenna for the FuG 25a IFF system below the fuselage behind the wing trailing edge.
17. MW50 water-methanol injection system and its associated equipment – a box fairing on the rear wall of the cockpit behind the headrest (with, in this case, the PKS 12 Autopilot unit below it), and an access panel on the right side of the spine behind the cockpit.
18. The cover located in the fifth fuselage segment only appeared on aircraft with MK 108 30mm cannons mounted in the fuselage. Erla produced Bf 109 G-10s had a fuselage mounted MG 151/20 cannon, and typically lacked the access cover. There could be cases where the production of the fighter used the fuselage of an older airframe that had the access cover in place, though.
Bf 109 G-10 Messerschmitt Regensburg, Production Block 130 100 to 130 700
The Messerschmitt mother plant in Regensburg produced 123 Bf 109G-10s through November and December, 1944, switching over from the Bf 109G-14/AS by replacing the DB 605AS with the DB 605D. the last three pieces were evidently delivered in January, 1945. This aircraft were externally virtually identical to later G-14/AS aircraft coming out of Mtt. Regensburg (780 xxx to 787 xxx Production Block), and differed only in small details.
General identifying features of this version were:
1. Wide engine cowl side panels with riveted semielliptical aerodynamic fairings to fuselage.
2. Bottom cowl panel with small bumps under the oil tank.
3. Radiator under the engine was the larger Fo 987.
4. Larger supercharger intake on the left side of the cowling.
5. Oil filler cap cover on the left side of the nose in higher position.
6. Access cover to supercharger clutch oil pump on the right side of the engine cowl was in a higher position. The original lower position was patched over.
7. Wide blade propeller as on the G-10 (VDM 9-12159)
8. Tall tail Type 6.
9. Cockpit canopy with rounded inside corners at the rear and without an antenna mast on the fuselage behind the cockpit, with the antenna lead going directly into the fuselage (or could also be attached to a mast on the canopy frame on some aircraft).
10. Long tailwheel.
11. A whip antenna associated with the FuG 16zy system was located under the left wing (glass panel).
12. Small blade antenna for the FuG 25a IFF system below the fuselage behind the wing trailing edge.
13. ]MW50 water-methanol injection system and its associated equipment – a box fairing on the rear wall of the cockpit behind the headrest, and an access panel on the right side of the spine behind the cockpit.
14. Small fairing covering the wheel wells on the upper surface of the wings, as on the G-6, with corresponding wheels.
15. Fuselage mounted MG 151/20 cannons. The cover located in the fifth fuselage segment only appeared on aircraft with MK 108 30mm cannons mounted in the fuselage, and Messerschmitt did not install that weapon on their G-10s, only the MG 151/20. There may have been instances where the cover was present as a result of using older airframes, such those of the Bf 109G-4.
Bf 109 G-10/U4 WNF/Diana
Production Blocks 610 xxx to 612 xxx and Bf 109 G-10/R2 Production Block 770 xxx
Bf 109G-10/U4 coming out of the production facility at Wiener Neustadter Flugzeugwerke came about as a modification to the Bf 109G-14/U4 made by WNF, powered by a DB 605A and armed with fuselage mounted MK 108 30mm cannon. For this modification, experience gained by Messerschmitt in the production of the Bf 109G-14/AS was used, from which the G-10/U4 differed only in some minor details: standard installation of the MK 108s and their associated access to the compressed air bottles in the fifth fuselage segment on the right side and the shorter tailwheel. The installation of the fuselage mounted cannon allowed for the alternate mounting of MG 151/20 weapons. The Bf 109G-10/U4 received, likely due to the higher weight of the aircraft, larger wheels measuring 660 x 190mm and the long, elongated (rectangular) upper wing fairings over the wheel wells. The shorter tailwheel was probably due to an effort to simplify the supply chain from sub-contractors. Because the production plant in Vienna was essentially destroyed along with the city proper by Allied bombings begun in the summer of 1943, Bf 109G-10/U4 production was limited to dispersed sub-contractor facilities and isolated plants. One of the isolated plants was Diana, constructed in three railroad tunnels that were a part of the line between Brno and Havlickub Brod in Moravia. Final assembly and verification flights were made at Prague-Letnany and in Olomouc. Production continued from December, 1944 to March, 1945. This variant also formed the basis of the postwar Czechoslovak Avia S-99/C-10. In total, up to the termination of production in March, 1945, 650 Bf 109 G-10/U4s were made. Besides these, WNF also produced some three hundred reconnaissance Bf 109 G-10/R2s equipped with Rb 75/30 or Rb 50/30 cameras, located behind the cockpit between bulheads 1 and 2. That was the space occupied by the tank for the Mw 50 system in the standard Bf 109 G-10, which in this version was moved to between the 2nd and 3rd fuselage bulkheads. The fuselage armament remained the same as in the standard fighter, but it is not clear if this was the MK 108 or the MG 151/20.
The general identification features of this version are:
1. Wide engine cowl side panels with riveted semielliptical aerodynamic fairings to fuselage.
2. Lower cowling with bulges below oil tank.
3. Radiator below the nose was the larger Fo 987 type.
4. Larger supercharger intake on the left side of the cowling.
5. Oil filler cap cover on the left side of the nose in higher position.
6. Access cover to supercharger clutch oil pump on the right side of the engine cowl was in a higher position. The original lower position was patched over (on some aircraft).
7. Wide blade propeller as on the G-10 (VDM 9-12159)
8. all tail Type 9.
9. Cockpit canopy with rounded inside corners at the rear and without an antenna mast on the fuselage behind the cockpit, with the antenna lead going directly into the fuselage (or could also be attached to a small mast on the canopy frame as was the case with the postwar Czechoslovak C-10/S-99).
10. Short tailwheel.
11. A whip antenna associated with the FuG 16zy system was located under the left wing (glass panel).
12. Small blade antenna for the FuG 25a IFF system below the fuselage behind the wing trailing edge.
13. MW50 water-methanol injection system and its associated equipment – a box fairing on the rear wall of the cockpit behind the headrest, and an access panel on the right side of the spine behind the cockpit.
14. Fairings covering the wheel wells were of the large variety and had the corresponding 660 x 190mm wheels.
15. All aircraft were built as U4 mods, with 30mm MK 108 cannons and associated equipment: a large cannon cover below the instrument panel in the cockpit and an access hatch to compressed air bottles in the fifth fuselage segment on the right side. The installation of the engine mounted weapon allowed for the use of the MG 121/20. This was because there were issues with the MK 108 cannon that arose during production.
A photo taken at the Neubiberg base in Bavaria after the end of the war in Europe, May 1945, shows a Messerschmitt Bf 109 G-10 WNr. 610783, "Black 21" from 7./JG 52, produced by WNF. (Photo: JaPo)
CONCLUSIONS:
It’s all pretty complex, isn’t it? It appears to all be a mixed bag of almost ‘non-German’ chaos. It’s one thing to get a handle on the features differentiating individual versions, but it’s another thing altogether grasping where they came from and why there were simultaneously so many versions of essentially one type. Where was that German attempt at type unification? Add to that that the Bf 109K-4 was only mentioned in a peripheral way and the fact that other simultaneously produced fighters for the Luftwaffe was ignored altogether. Even the grasping of the specifications of individual versions is no simple matter. The entire situation only begins to gain some clarity only when all of this chaos is considered with an understanding of the historical context that defined the conditions under which development of the aircraft took place.
The aforementioned Allied bombing campaign had a dramatic impact on the overall situation that Germany found itself in. The German war effort was increasingly crippled as the bombings intensified. Despite a marked decrease in the intensity of the attacks in June and July, when the Allied air forces operating from the British Isles focused their efforts on supporting the Normandy landings and the push into southern France, German industry was succumbing to increasing pressure. As mentioned earlier, the Vienna and WNF firms were virtually wiped off the face of the earth by the American 15th Air Force in mid 1944. As time went on, Luftwaffe fighter units were pulling on an ever decreasing length of rope. The Allied air superiority manifested itself in every aspect of life over German occupied Europe through 1944. Added to the overall devastation, there were supply and logistical problems, thanks to which the situation worsened from month to month, even week to week, and in some cases, literally day to day. In the second half of the year, there was a dramatic decline in the situation on all fronts, leading to rapid Allied advances on the Western Front and in Italy, and even more so in terms of both military and civilian losses following Red Army offenses on the Eastern Front. Germany lost vast areas with significant industrial and economic potential. After the Red Army attack on Eastern Prussia, and the subsequent push into Poland, there was a massive exodus of migrants into Silesia in the winter of 1945. This was the quite literally apocalyptic scenario that accompanied the development and production of the above mentioned aircraft.
The progress, weather under conditions of perceived or actual chaos, of the designating of the later versions of the Bf 1090G, is, in my opinion, as follows: It began with the delays in the development of the Bf 109K, and, by extension, the DB 605D powerplant. When it became clear that there would be serious delays in the supply of the Bf 109K, interim solutions were sought. These were entrusted to Erla , which was responsible for the mating of the DB 605D with the Bf 109G-14 airframe, and was making preparations for production. But, because the DB 605D was not yet in production by the spring of 1944, Messerschmitt in Regensburg prepared an interim solution involving the installation of the available DB 605/AS into the Bf 109G-6, which was put into practice at Messerschmitt in the production of new aircraft, while at Erla and other manufacturing and repair facilities, the installation of the DB 605/AS was installed in Bf 109G-6 and G-14 airframes during overhauls and repairs. This is why the majority of G-6/AS aircraft built by Erla in Antverp, which was not a manufacturing plant, but rather one that performed overhauls and major repairs of Bf 109s. After the supply of Db 605Ds began to flow, production of the Bf 109G-10 at Erla was started up on the basis of the planned modifications. During the production of these machines, modifications were continuously made as dictated by the experience of their use. That's why there were on some G-14/AS aircraft larger radiators or larger supercharger intakes, which then makes these planes difficult to distinguish from the Bf 109 G-10. The demand for mass production was the law, and the pace of introducing changes was unimaginable by today's standards. To the contrary, the threat of severe punishment for non-compliance of the delivery of set quantities of new aircraft was very imaginable. Whether the subject of these deliveries was one type or another was more or less irrelevant. After all, the differences between the individual versions were not big even in terms of performance. Therefore, the simultaneous production of different versions did not matter. At the same time that Mtt. Regensburg was already producing the Bf 109 K-4, G-10 production continued at Erla, where K-4 production had not yet been established. It was not ready until the spring of 1945, and only a few Bf 109 K-4s of production block 57 were eventually produced at Erla.
A similar situation existed at WNF. This heavily bombing affected plant made do by maintaining production in a number of dispersed areas and facilities, one of which was Diana, constructed in railway tunnels, as mentioned earlier. Other local facilities were also utilized. Given the situation that the plant found itself in in the winter of 1944/1945, it was logical that it would not complicate things further by implementing production of the Bf 109K-4, and took the path of least resistance by installing the new engines into existing but lightly modified airframes. Production of the Bf 109G-10/U4 then smoothly transitioned out of the established manufacture of the Bf 109G-14/U4, which ran virtually to the end of the war in March, 1945. In April, the Red Army occupied Vienna and pushed into southern Moravia, and approached Olomouc from the north. The shifting front eliminated the bases that were needed to complete and perform verification flights on delivered aircraft. The last of these bases was Prague-Letnany, as yet untouched by the shifting front, but was eliminated by a blockade of Prague airfields by fighters of the 8thAF.
Implementing the situation-dictated solutions was not, without any doubt, a simple affair, and it wasn’t perfect, as the case generally is when it comes down to improvisation. But the solutions were functional, and they provided combat units of the Luftwaffe with high performance aircraft that were capable of competing. It also provided the Luftwaffe with dependable, almost immediate attrition replacements. Despite the fact that Bf 109G-10 performance had fallen behind that of the Mustang, they represented an availability of equipment that ensured the functionality of Defense of the Reich and frontal units alike, such as JG 52. Against Soviet aircraft, the Bf 109G-10 was still quite good. This comparison could be made in the immediate postwar years by Czechoslovak pilots, who had at their disposal 21 Bf 109G-10/U4s under the designation Avia S-99/C-10 for several years.
I am hopeful that this article will serve modelers well while deciding on which Eduard kit is best for the Bf 109G versions described herein. And should they already have said kit, they can confirm the various design and production features of each version and compare it to what they actually have in their possession.
And with that, I wish you, dear Modellers, an interesting build with some understanding of the subject matter!
Vladimir Sulc
APPENDIX: THE RUDDERS
In the descriptions of the individual versions, there is often mention made of the various types of tails. These numbers are Eduard interim designations, and in the article, they describe the following types of rudders:
Type 1: the first type of production rudder. It was made of a metal framework, covered with fabric. There was also a wooden version, often with an additional trim tab in the upper section (Type 2)
Type 6: A deeper rudder of wooden construction, covered in fabric, with three trim tabs and a straight bottom edge.
Type 9: Similar to Type 6, with a deeper middle trim tab and a more pronounced position light fairing.
APPENDIX : THE BOOST SYSTEMS
The above texts widely mention the GM-1 and MW50 systems. Of course, I assume that all of you will know what these items were, what each system was used for and how they worked. Despite that, I would like to return to these features and give a brief description of their function and use. Without this mention, I feel that this article would lack a little something.
The GM-1 (for which Goering Mischung 1 and Ha-ha Geraet were slang terms) system was one that injected nitrous oxide into the engine pistons. With the DB 605AS engine, its use was permitted at an altitude of 10,000m and climbing, and from 10,500m in level flight. In the DB 605A, use was permitted in a climb from 8,000m. The GM-1 system could be used for between 11 and 22 minutes, depending on the time of year, outside temperature and time since filling the system.
For increasing engine performance at low and medium altitudes up to 6,000m, a methanol-water supercharger intake injection system was used in the form of MW50 (methanol/water 50:50, as the designation suggests mixing equal parts of methanol and water, plus 0.5% Schutzol 39, an anti-corrosion additive). There variations on the MW50 theme, designated by the mixture: MW30 (methanol/water at 70:30), EW50 (ethanol/water 50:50) and EW30 (ethanol/water 70:30). The MW50 system was able to increase engine performance by 20 to 25%, depending on altitude and other relevant conditions. It’s use was permitted to a maximum of twice for ten minutes during a single flight (other sources differ on these values, such as a maximum length of time of use of 5 minutes).At altitudes over 6,000m, the effectiveness of the system fell off dramatically, and is said that it only provided a 4% increase in performance above 6,000m.
The differences in the GM-1 and MW50 systems did not include, as is sometimes claimed, a lower usefulness or obsolescence of the GM-1 compared to the MW50. In practical terms, there was no replacement of one by the other. Each was technically different and was intended for use under different conditions, although both worked on the principle of internal cooling of the engine combustion chambers.
The MW50 worked by lowering the temperature by injecting water into the supercharger, and so also the volume of compressed air on entering it, which allowed an increase in air (oxygen) content of the fuel/air mix that was injected into the cylinders. The system was, of course, dependant on the local air pressure to begin with, and at higher altitudes, the effectiveness dropped off simply because in thin air, there was less oxygen.
With the GM-1 system, nitrous oxide was injected into the cylinders, which, under high temperatures, broke down into nitrogen and oxygen. The nitrogen lowered the temperature of the mix and its volume in the cylinder, which, in turn, allowed a higher amount of the gas, and the oxygen supported combustion. As a result, the GM-1 system was not dependant on the outside air pressure, and that’s why it was intended for use at higher altitudes (the minimum permitted altitude for its use in the DB 605D was 10,000m). The more widespread use of the MW50 system and its basically standard installation in the Bf 109G-14, G-14/AS and G-10 was dictated by the tactical conditions that prevailed over the European battlegrounds, where most air combat took place at low and middle altitudes, below or up to 6,000m. The GM-1 system was utilized for specific tasks at high altitudes, during reconnaissance flights and fighters.
Installation of the GM-1 in the Bf 109 was indicated by the suffix U2, and with the MW50, by U3. That means that the, for example, Bf 109G-6/AS/U2 or Bf 109 G-6/U2/AS was a Bf 109G-6 airframe powered by the DB 605AS and carried the GM-1 system. Both systems were used not only in connection with the DB 605, but with other types of German engines as well, such as the BMW 801.
Sources:
MESSERSCHMITT Bf 109 F, G, & K Series, An Illustrated Study. Jochen Prien & Peter Rodeike, Schiffer Military History, 1995
Bf 109 Late versions Camouflage & markings. Krzysztof W.Wolowski. Mushroom model publications, 2010
Messerschmitt Bf 109G-10/U4 Production & operational service. Aleš Janda, Tomáš Poruba. JaPo.
Die Jagdfliegerverbande der Deutschen Luftwaffe 1934 bis 1945, Teil 13/IV, Einsatz in der Reichsverteidigung und im Westen 1.1. bis 31.12.1944. Jochen Prien, Gerhard Stemmer, Winfried Bock. Buchverlag Rogge GmbH, 2018
MESSERSCHMITT BF 109 JA SAKSAN SOTATALOUS. Keski-Suomen Ilmailumuseonjulkaisuja 8. Hannu Valtonen. Gummerus Kirjapaino Oy, 1999.
ERLAWERK VII ANTWERPEN-MORTSEL 1940-44. Jean Dillen. Uitgeverij De Krijger.
Messerschmitt Bf 109 – EINSATZMASCHINEN – DAS NACHTSCHLAGWERK. Harald Helmut vogt. VDM- Heinz Nickel, 2012.
Das Jagdflugzeug Messerschmitt Bf 109. Michael Baumgartl. 2022
Bernie Lay and Piccadilly Lily
A Story of a man that wanted more than just wings
Text: Jan Zdiarský
Part Two
We ended the first part of Bernie Lay's story with his return from the ill-fated Regensburg mission on August 17th, 1943. Despite the title of this article and its reference to Piccadilly Lily, Lily does not appear again in this continuation. Indeed, Bernie Lay finished his internship with the 100th BG and returned to VIII. Bomber Command HQ. Piccadilly Lily was then shot down less than two months later, killing Bernie's partner on the mission to Regensburg, Frank Murphy, and part of his crew. For journalist, pilot and writer Bernie Lay, his involvement in the battles over Europe was far from over. In fact, more dramatic moments were yet to come.
Before leaving the 100th BG, Bernie Lay wrote a detailed report to the Group’s Commander, Col. Neil B. ‘Chick’ Harding and at the same time forwarded them to the VIII Bomber Command. He also used part of it for his article ‘I Saw Regensburg Destroyed’ which appeared in The Saturday Evening Post on November 6th, 1943. We quoted from the original report and article in the previous volume. However, the report itself contains an appendix of recommendations and observations of a completely military and, one might say, authoritarian nature. The addendum to the report includes recommendations for formation patterns and spacing within the bomber stream, the role of escort fighters, equipment for possible future landings in North Africa, and a recommendation that airmen flying such demanding missions as the one to Regensburg be given a reduced quota of mandatory combat flights. In his report, he wrote:
It takes a rugged constitution to stand up to missions like Regensburg and even the toughest crew members were badly shaken by nearly two hours under persistent attack. The less phlegmatic were already potential candidates for the rest home when we landed in Africa. My four previous missions, in one of with our bombardier was killed, were pieces of cake in comparison to the 11 hour Regensburg show, and I doubt if 20 such normal missions would take the same amount out of a man as one stint to Regensburg.
However, the main part of his appendix is devoted to recommendations for honors. In it, he expressed admiration for the aircrews of the 100th BG and their commanders. He recommended that all men participating in the mission be awarded the Distinguished Flying Cross (DFC), and the commanding pilot of the Group, Maj. John Kidd and the leading pilot of the top squadron, Major William Veal, the Distinguished Service Cross (DSO). He even suggested that Major Gale W. ‘Buck’ Cleven, the leader of the bottom squadron, be awarded the Congressional Medal Of Honor for his extraordinary attitude during the mission. Among other things, he stated about Cleven:
… completion of the mission was solely due to the extraordinary heroism and inspired determination of Major Cleven. … under the circumstances which obtained, Major Cleven’s actions were far above and beyond the call of duty and the skill, courage and strength or will displayed by him as airplane and squadron commander in the face of hopeless odds have seldom, if ever, been surpassed in the annals of the Army Air Forces.
It won't come as much of a surprise that the honors-frugal Air Force High Command ended up being far more stingy with the honors than the recommendations had suggested. However, the entire unit received a Distinguished (Presidential) Unit Citation for this mission, an award that was not given to units just like that. It was the first of two for the Hundred during its history, and from that moment on, all its members who were part of the unit on August 17th, 1943, were allowed to wear the dark blue, gold-framed ribbon of this award on their uniforms.
After gaining combat experience, Lt.Col. Lay returned to the United States where he went through a training program with the 490th BG with B-24s and then took command of the forming of the 487th BG at Alamogordo, NM on February 28th 1944. It also flew B-24s. In April of that year, he moved to England with his unit. Their home base was Lavenham in Suffolk.
Here, too, he continued to personally participate in his unit's missions. However, he was not allowed to complete many of them. On Thursday, May 11th, 1944, he led his unit over Troyes, France. It was supposed to be a Milk Run, but thanks to a navigational error, the Liberator formation found itself in the area of a German airfield near Châteaudun, where it was surprised by very heavy flak. Two aircraft from the front of the formation were shot down. One of these was B-24H s/n 41-29468 ‘Peg-O-My-Heart’, which was hit by flak shrapnel three times in succession. The pilot was 1st Lt. Frank Vratny, and the Commanding Pilot, Bernie Lay, sat in the co-pilot’s seat. The plane took many hits to the wing, and three engines were disabled, as were the hydraulic and electrical systems.
The entire crew managed to bail out of the fatally stricken aircraft and take to their chutes.
The pilot, Capt. Frank Vratny wrote of the last moments on board:
I gave Capt. Wilson specific instructions to go into the waist to notify the other members in that part of the plane to bail out as quickly as possible. All members except Lt.Col. Lay and myself did bail out. The only man injured on board our aircraft was the Bombardier, Capt. Francis Hodge. … Lt. Col. Bernie Lay and myself also bailed out. Lay taking over controls while I bailed out and then in turn followed me out of the plane.
An interesting statement about the last moments of Lay’s or more precisely Vratny’s Liberator, was noted by an intelligence officer from a debriefing with 1st Lt. Riggs Mellen, flying near the stricken plane:
Lt. Vratny's plane, flying lead in the lead squadron, began to falter and stagger. It finally left the formation under control but soon began to stagger even more and give indications that the pilot was losing control. Finally the crew began to bail out. It is understood that a Lt. Fishel of the 486th BG, who was flying in a tail of one of the planes of that group, followed the parachutes to the ground with binoculars. He counted eleven ‘chutes, saw them land, remove the ‘chutes and run for nearby woods. Lt. Mellen states that he is almost certain that he recognized the last to jump as Lt Col. Lay.
The aircraft crashed near Bretoncelles and was completely destroyed by fire. The crew came down by parachute mainly in the area of Le Mage, Verneuil, Longny-au-Perche in southern Normandy. Wounded bombardier, Capt. Hodge was captured the same day. After landing, he managed to stow his parachute and with a wounded leg, two wounds from flak shrapnel and a laceration above his right eye, managed to crawl to a French farm. The farmer, who was not connected to the underground movement, refused to help the American airman escape due to Hodge's injuries and out of concern for his wife and daughter. So he brought him bread and wine and rode his bicycle to a nearby village to fetch the German authorities….
The rest of the crew managed to escape captivity for a long time, but some of them were later tracked down and taken during their stay in Paris. Four of the eleven men of the crew still managed to escape capture. Among them was the unit commander, Lt.Col. Bernie Lay.
In his Escape and Evasion report of August 15th, 1944, he stated:
I was leading 72 B-24s of 92 Combat Wing on a mission to bomb marshalling yards at Chaumont. I had a crew of 11 including Lt. Duer who was riding as observer in the tail turret. I ran into moderate to intense flak, and received considerable damage to my ship. I gave the order to bail out about 5 mi N of Chateaudun and everyone succeeded in jumping except Lt. Duer who had not received the alarm. I took over the controls and a few seconds later the ship went into a spiral dive from 12,000 ft. I bailed out at 10 000 ft, and as I left the cockpit I rang the bell again. I jumped and pulled the rip-cord as I went out the hatch and tore a complete panel out of the chute. In landing I got a crack on the back of my head and wrenched my right knee.
The aforementioned Lt. Duer parachuted near Lay. They decided to try to escape. Col. Lay continued:
Many Frenchmen appeared as soon as we landed and asked us what we wanted to do.
We hid out in a patch of trees. We later crawled through the field and hid in a hayloft where we stayed for two days. The French brought us food and civilian clothes. They advised us to go toward Spain and gave us detailed instructions on the location of German troops.
On the 13th May 1944, we left and started cross-country in a westerly direction. After walking all night our feet started going bad. I advise anyone to take shoes and socks off in crossing a stream. We contacted a Cure in a small town but he would not assist us. We were stopped by a German soldier but after brief questioning we were released. Shortly thereafter a French farmer approached us and took us to his house and fed us. A few minutes later Germans approached the house and while we hid under a bed, the farmer was questioned by the Germans. The Germans left and the next day we left this place. We again entered a church and kneeled down to pray. The Cure appeared and we told him we were Americans. He took us in, fed us and gave us a bed. We stayed here two days and the Cure brought a farmer to us who went to the village to contact the Resistance Groups, but with no results. The next day we left and travelled for ten days. We were aided and fed by various French farmers.
We then contacted another Cure in a village where we were helped by a French woman, formerly an employee of Lord Fitzireland in England. She took us to another house and put us in contact with the local Resistance Group, where we stayed 12 days. We were taken in a car to a farmhouse 15 mi NW of Vendome. For two months we were part of the farmer’s family. He advised us toward the lines. On 13 August, the Germans started leaving Vendome. On this day we were picked up in two cars by seven members of the Resistance Group. They were armed with weapons which had been hidden at the house of the farmer where we stayed. We were taken to a town near the American line, and then contacted the advance platoon of the 5th Inf.”
Bernie Lay wrote about his escape experiences in the book ‘I've Had It’, which he published in 1945. A second edition in 1980 was titled ‘Presumed Dead: The Survival of A Bomb Group Commander’.
After returning to England and the necessary recoup time, Lt.Col. Lay was no longer authorized to take part in combat missions. It was a security rule that excluded from flying over enemy territory those who had come into contact with the underground resistance movement after having been previously shot down over the continent.
He again held staff positions and retired from the Army with the rank of Colonel in 1946. He moved with his family to Hollywood, where he became involved in the film industry, but mainly devoted himself to writing.
Although Bernie Lay flew fewer than ten combat missions during the war, the horrors of those missions never left him. For writers, the way out was, among other things, writing. It provided the inspiration for the book ‘Twelve O'Clock High’, published in 1948. Shortly after that, the offer of a lifetime came - to create a screenplay from the book in cooperation with Sy Bartlett and Henry King for a film about the fate of the crews of American four-engine bombers during the Second World War. Bernie Lay thus not only applied his own experiences in the book and the subsequent film, but above all he immortalized the memory of the people he met and respected during his fighting career. Among them was Thomas Murphy and even his B-17F ‘Piccadilly Lily’. It became the central plane of the story. The film premiered in 1949 and starred Gregory Peck.
Other films followed, for which Bernie Lay wrote screenplays. The most famous of these are Strategic Air Command and Above and Beyond. Although his books and film scripts were mainly about the Air Force, Bernie Lay hated war from the bottom of his heart. He loved flying.
When his 487th BG held its first reunion in 1967, Lay refused to attend. When pressed for an explanation, he stated: ‘If I had a choice, would I want to relive my wartime experience? Definitely not. I couldn't stand the excitement.’
He said that as he went through his earlier materials and notes: ‘The trauma of resurrecting these events … released such a freshet of buried memories, an explosion of downright disbelief, that I had to stop writing. My eyes were blinded by tears.’
He retired permanently from the Air Force Reserves in 1963 and devoted himself primarily to creative work.
He passed away on May 26th, 1982 in Los Angeles, but his grave will not be found there. In line with his character, Bernie Lay donated his body to medical research at the School of Medicine of the University of California in Los Angeles.
His longtime friend Brinckerhoff W. Kendall wrote after Lay’s death: ‘Beirne Lay was my oldest and my lifelong friend. He did not find it easy to relate to many of the St. Paul's boys, but he lived his dreams and he made it to the stars….'
When you look at the box of the B-17F ‘The Bloody Hundredth 1943’ kit from Eduard, look inside the cockpit of Piccadilly Lily for the figure behind the controls on the right. There sits the dreamer and romantic Bernie Lay, in whose eyes the horrors of the battle of Regensburg are reflected. The horrors of the story, which was not forgotten in large part thanks to him.
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Editorial
Úvodník
Flying Knights in Australia
Flying Knights v Austrálii
GALERIE DB 605 D / Messerschmitt Bf 109 G-10
Bf 109 G-10/U4 WNr. 611943 s motorem DB 605 D, který se v současné době nachází ve sbírce Planes of Fame Air Museum v Arizoně. Stroj nese charakteristické prvky výrobní série závodu WNF. Letoun byl ukořistěn v květnu 1945 po skupinovém přeletu a kapitulaci II./JG 52 z Rakouska do Neubibergu v Bavorsku. Tento Bf 109 patrně původně nesl označení „žlutá 13“ a díky jeho výrobnímu číslu je doloženo, že patřil maďarské jednotce 101. vadászezred.
Válka na Ukrajině
A je tu ďalší rok. V tomto pokračovaní seriálu sa pozrieme na udalosti, ktoré sa odohrali od 1. 1. 2025 do 31. 1. 2025. Vo vzduchu sa žiadne zásadné veci neodohrali, no na politickej scéne sa schyľovalo k zemetraseniu.
Aerial War in Ukraine
Souboj nad Rennes
Když se v ranních hodinách 6. června Spojenci vylodili v Normandii, Luftwaffe byla na tuto situaci připravena. Měla plán, jak posílit šest stíhacích Gruppe, jež ve Francii operovaly v rámci Luftflotte 3. Přípravy k obraně proběhly pod krycím názvem Dr. Gustav West (Drohende Gefahr West – Hrozba přicházející ze západu) a tak měly být do večera 6. června přesunuty z Německa do Francie dvě Nahaufklärergruppe, pět Kampfgruppe, dvě Schlachtgruppe a jeden Geschwaderstab, osm Nachtjagdgruppe a dva Geschwaderstaby a konečně dvě Jagdstaffel a devatenáct Jagdgruppe s pěti Geschwaderstaby. Z výše uvedených devatenácti bylo osm Jagdgruppe převedeno do podřízenosti II. Fliegerkorpsu jako Jabo Gruppe (Jagdbomber – stíhací bombardovací) a zbylé stíhací útvary podléhaly II. Jagdkorpsu. V Luftflotte Reich nadále operovaly mimo druhořadých jednotek jen čtyři Jagdgruppe a útvary "Wilde Sau".
Ze Středomoří do Německa
Když v dubnu 1943 došlo ke změně na pozici Kommodora Jagdgeschwader 27, žádná část této letecké jednotky se již nenacházela v Africe. Její I. Gruppe, u níž se proslavil stíhací letec Hans-Joachim Marseille, byla v listopadu 1942 stažena do Německa a od ledna 1943 byla bojově nasazena ve Francii. Štáb JG 27 a její II./JG 27 v dubnu 1943 operovala ze Sicílie, zatímco III. a IV. Gruppe měla základny v okupovaném Řecku nebo na jeho ostrovech. Břímě vrcholících leteckých bojů v Tunisku nesly JG 53 a JG 77 a II./JG 51. Všechny výše uvedené jednotky byly vyzbrojeny Messerschmitty Bf 109, převážně verze G-6.
TEC - Nefňukat a tisknout!
TEC - Don't whimper and print!
Editorial
Dear Friends, I just returned from Nuremberg. I left there in a rather gloomy mood, knowing that it was most likely my last time. I have always defended the Nuremberg Fair as a useful and beneficial event. But alas, its significance to our industry has steadily declined over the years, while the costs associated with participation in it have continuously done the opposite. Still, it has always brought us some benefit, despite of the expense involved.
P-40E Warhawk
The Curtiss P-40 line of fighter aircraft stood out among American fighter types for having remained in front-line operations from the summer of 1941, before the U.S. entered World War II, through the end of the conflict four years later. Only Grumman’s versatile F4F Wildcat naval fighter could match that record.
The MW 50 System as an Alternative to the GM-1
This technical discussion supplements the article describing the GM-1 system in the Messerschmitt Bf 109 in the November, 2024 newsletter. Even before World War II, Dr. Otto Lutz (1906-1974) came up with the idea of injecting nitrous oxide into an engine to increase performance. He later published (as late as 1942) a scientific paper on the subject "Über Leistungssteigerung von Flugmotoren durch Zugabe von Sauerstoffträgern", or roughly translated, ‘On increasing the performance of aircraft engines through the addition of oxygen compounds’.
Aerial War in Ukraine - A Russian missile shot down a civilian aircraft. Again...
The battles over Ukraine often involve friendly fire incidents. Russian air defense has already destroyed numerous Russian aircraft and helicopters. Similar incidents have occurred on the Ukrainian side. Several civilian aircraft have also been hit in Russia, though without fatal consequences—until now.
HIGHLIGHTS P-40E 1/48
Here we go! The new P-40 is ON and in the past weeks it has already filled the kit shelves of many modelers. If you didn't manage to buy it in our pre-order promotion and therefore don't own it yet, I recommend you to browse the following pages, where I show different features the kit offers. And if you later decide to own the kit, it will be available for purchase from our worldwide distributors. And for those of you who already own this new kit, please read this article as well. You will discover things in your kit that you may not have noticed before.
Ace in a Single Dogfight
During World War II, legendary Spitfire fighter planes were flown by pilots of many nationalities. Many of them fought and achieved victories, some became flying aces during the war, a few even earned this status in a single day. However, only one pilot flying a Spitfire managed to shoot down five aircraft in a single dogfight. That pilot was Canadian F/Lt Richard Joseph "Dick" Audet.
Esem během jediného souboje
S legendárními stíhacími letouny Spitfire v průběhu 2. světové války bojovali a vítězili letci mnoha národností. Řada z nich se během válečných let stala leteckými esy, někteří z nich tohoto statusu docílilo během jednoho dne. Avšak na letounech Spitfire jen jeden pilot dokázal sestřelit pět letadel během jednoho souboje. Byl jím kanadský pilot F/Lt Richard Joseph „Dick“ Audet.
03/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
03/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
02/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
02/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
01/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
01/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
12/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
12/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
11/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
11/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
10/2024
10/2024
10/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
10/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
09_Special E-Day/2024
Vážení přátelé, modeláři, hosté a návštěvníci E-daye, V dnešním krátkém mimořádném vydání Infa vás seznámíme s plánovaným programem letošního E-daye, který se koná v sobotu 28. září 2024 v hale muzea na Tankodromu Milovice. Výstava je jednodenní, ale jako obvykle bude výstavní hala otevřena, nejen pro vystavující modeláře, již v pátek od 17:00. Na pátek máme připravený malý program pro všechny časné příchozí. Tento podvečerní program má dva body. Prvním bude představení novinek Eduardu na rok 2025, které se bude opakovat i v sobotu. Druhým bodem bude beseda s Jiřím Šilhánkem, zakladatelem a majitelem firmy Special Hobby. Jiří je velká osobnost našeho oboru, který své podnikání rozjížděl dávno před všemi ostatními českými firmami, hluboko v osmdesátých letech. Jeho historky z dějin plastikového modelářství jsou neuvěřitelné a všem doporučuji si je poslechnout. Věřte mi, že to stojí za páteční cestu do Milovic!
09/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
09/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
08/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
08/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
07/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
07/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
06/2024 - Special
Vážení přátelé, dnešní mimořádné číslo Infa je věnováno mimořádné stavebnici, The Bloody Hundredth 1943/ B-17F 1:48. Tato stavebnice vydávaná v řadě LIMITED patří mezi položky, jejichž základem jsou výlisky nakoupené u spolupracujících firem. V tomto případě jde o výlisky firmy Hong Kong Models, HKM. Tentokrát jde ovšem spolupráce mezi našimi firmami dál, než je v podobných případech dodávek výlisků zvykem. Speciálně k této stavebnici jsme zkonstruovali konverzní rámeček s čirými díly, obsahující další verze přídí B-17F, než které obsahuje původní sestava dílů stavebnice HKM. Tento rámeček jsme zkonstruovali v Eduardu, pochopitelně s využitím konstrukce HKM, na kterou nové díly navazují. Forma na něj byla vyrobena firmou HKM v jejich čínské nástrojárně, výlisky byly vyrobeny tamtéž.
06/2024 Special EN
Dear Friends, Today's special issue of the newsletter is dedicated to an extraordinary kit, ‘The Bloody Hundredth 1943 / B-17F’ in 1:48th scale. This kit, released in the LIMITED edition line, falls under the group of items based on moldings purchased from partner companies. In this case, the plastic is supplied by Hong Kong Models, HKM. This time, however, the cooperation between our companies goes further than is customary in similar endeavors. Specifically for this kit, we have designed an additional set of clear parts that cover variations used on the B-17F nose that were not a part of the original HKM release. We designed the new parts to fit the HKM kit specifically. The mold for it was cut at HKM in their Chinese tool shop, and the parts are produced by them.
06/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
06/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
05/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
05/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
04/2024
Dobrý večer, vážení přátelé! Máme za sebou hektický březen. Chápu, že vám to asi tak nepřijde, ale ona každá hospoda vypadá jinak z jídelny a jinak z kuchyně. Aby byl pohled z jídelny, tedy od vás zákazníků, pozitivní, nezbývá personálu v kuchyni, tedy nám, aby se pořádně oháněl.
04/2024
Good evening, dear Friends, We've had a hectic March. I understand that it might not seem that way to you, but every bar looks different from the dining room than it does from the kitchen. In order for the view from the dining room, in other words, from you, the customers, to be positive, the staff in the kitchen (us), has little choice but to be very busy. So, hectic is good.
03/2024
Určitě nejsem sám, komu se pravidelně stává, že se jeho předpoklady a představy o průběhu nějaké události nenaplní a výsledek je zcela opačný, než jaká byla očekávání s onou událostí spojená. Mě se to naposledy stalo před měsícem v Norimberku. Co jsem od veletrhu čekal, si jistě pamatujete z minulého úvodníku. Z mé skeptické předpovědi nevyšlo prakticky nic. Ne že by se už veletrh vrátil tam, kde byl za starých časů před covidovými lockdowny, ale byl výrazně živější, zajímavější a ve svém výsledku zábavnější a užitečnější, než bych si troufl očekávat. Troufnu si dokonce tipnout, že podobný názor má víc vystavovatelů. Mimo jiné se opakovala situace z loňska, že rozhovory a setkání byla daleko vřelejší, přátelštější a otevřenější, než kdykoli v minulosti. Možná je to jen můj pocit, ale přijde mi, že jsme se navzájem zase rádi viděli, v mnoha případech i po několika letech. V takových případech si uvědomíte, jak vám ti lidé, které jste vídal tak nějak samozřejmě a nepřišlo vám na tom nic zvláštního, přirostli k srdci a jak vám chyběli. Pak se tak hovory víc otevřou, a to je fajn.
03/2024
I know I’m not alone, when a concept and its associated assumptions turn out exactly opposite to what the expected outcome was. The last time it happened to me was a month ago in Nuremberg.
Jak na plasty II
Mnoho méně zkušených modelářů má velkou fobii z řezání do plastů nebo z většího ztenčování plastových dílů pro zástavbu doplňkových sad. V tomto díle bych chtěl čtenářům představit, že tyto pokročilejší modelářské činnosti nejsou nic těžkého a s využitím vhodných nástrojů a pomůcek se dá snadno dobrat k potřebným úpravám. Prakticky všechny větší brassinové sady po modeláři vyžadují, aby podobné úpravy při jejich zástavbách provedl. Pokud se někteří modeláři obávají doplňkové sady kupovat právě kvůli zmíněným úpravám, chtěl bych jim ukázat, že to s trochou praxe zvládnou i oni. V článku demonstruji přípravu křídla P-51B/C 1/48 pro zástavbu brassinové sady zbraňových šachet. Představím dvě metody – za pomocí pouze základních modelářských nástrojů a poté s pomocí jemné vrtačky a frézky od firmy Proxxon.
How work with Plastic II
Many less experienced modelers often feel apprehensive about cutting into plastic or thinning parts to accommodate additional detailing or conversion sets. In this section, I want to reassure readers that these more advanced modeling techniques are not difficult and that, with the right tools, achieving the necessary modifications is quite manageable. Most larger Brassin sets require modelers to make similar adjustments to their builds. For those hesitant to purchase aftermarket sets due to this process, I aim to show that, with a bit of practice, anyone can master it. In this article, I will demonstrate how to prepare a 1/48 P-51B/C wing for the Brassin gun bay set. I will present two methods: one using only basic modeling tools, and the other employing a motorized Proxxon tool.
Jak na plasty
V tomto článku o pracovních postupech bych se chtěl věnovat těm nejzákladnějším modelářským postupům a technikám a demonstrovat nářadí, které mi pomáhá při rutinních činnostech, které by měl každý modelář zvládat. K této demonstraci jsem si vybral nový model P-51B/C 1/48, který má spoustu vychytávek pro jednoduché lepení modelu, například spodní vtoky u dílů, což především začátečníkům velmi usnadní práci. Pro zkušené modeláře se bude na první pohled nejspíš jednat o zbytečnou spotřebu digitálního papíru, ovšem přečtení doporučuji i jim. Opakování je totiž matka moudrosti!
How to Work with Plastic?
In this workflow article, I will cover the most basic modeling procedures and techniques, presenting the tools that help with usual activities every modeler should master. For this demonstration, I've chosen the new P-51B/C 1/48 scale kit, which includes several features for easy assembly, such as the parts being connected to the sprues from the bottom, making it especially beginner-friendly.
Step by Step P-51B 1/48
Stavební postup k P-51B 1/48.
Step by Step P-51B 1/48
Step by Step for P-51B 1/48.
Jak na 3D tisky
Poslední roky se v modelářství stále více rozmáhá využití 3D tisku, a to převážně pro výrobu doplňků. I v Eduardu jsme se před několika lety rozhodli pustit do této technologie, která z velké části vytlačila klasickou výrobu Brassinů, tedy metodu odlévání. Dnes přímým tiskem vyrábíme již okolo 80 % produkce Brassinů.
How to Work with 3D Prints in Modeling
In recent years, 3D printing has gained widespread popularity in the modeling industry, particularly for accessory production. A few years ago Eduard, too, embraced this technology, gradually replacing traditional casting methods with direct printing, constituting approximately 80% of our Brassin production.
Jak na obtisky Eduard
How to apply Eduard decals
Jak na Space ?
Exploring Space
Nové masky od Eduard
New masks by Eduard
Práce s Eddie the Riveter
Work with Eddie the Riveter
Práce s fotolepty část I
How to Work with PE-Set part I
Práce s fotolepty část II
How to Work with PE-Set part II
Jak sestavit tištěné klapy
How to build printed landing flaps
Step by Step Kurfürst
Step by Step Kurfürst
Step by Step motor F4F-4
Step by Step engine F4F-4
02/2024
Dobrý den, vážení přátelé! Dnešní úvodník píši zase po roce v Norimberku. Letošní Spielenwarenmesse začal v úterý, dnes jsme přesně v polovině, veletrh končí v sobotu. Pořadatelé se s německou houževnatostí drží pěti dnů trvání akce, čímž jdou většině účastníků pěkně na nervy. Je to sice lepší než šest dnů, které na nás zkoušeli dříve, ale stále je to nejméně o den víc, než tu chceme a potřebujeme být. Z hlediska účasti firem je veletrh letos určitě lepší než loni, ale pokud jde o návštěvníky, obchodníky a žurnalisty, tak je situace víceméně stále bídná. Panuje tu klid. Klid je někdy fajn, ale na veletrhu je klid asi tak to poslední, co na něm chce vystavovatel zažít. Možná se to zítra a pozítří změní a veletrh ožije, ale žádné indicie k tomu nemáme. Tak začínáme uvažovat o odboji. Jak to dopadlo vám napíšu v příštím úvodníku.
02/2024
Good day, Dear Friends After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants.
01/2024
Vítejte v novém roce, vážení přátelé, vítejte u tříkrálového Infa! Lednové novinky jsou již bezmála tři týdny v prodeji, předpokládám tedy, že jste s nimi již zevrubně seznámeni a mnozí je již máte doma. Přesto musím zmínit, že z mého pohledu začínáme letošní rok pěkně zostra. Při prvním pohledu na čtvrtkového Albatrosa D.III to tak možná nevypadá, ale i on byl svého času vrcholovým predátorem válečného nebe a stavebnice přináší vrcholný mix příběhů a osudů jeho pilotů i jejich soupeřů tak, jak je u nás dobrým zvykem. Měli jsme také více než dobrý důvod si toto téma oživit, jak se za chvíli dočtete.
01/2024
Welcome to the New Year! January’s new releases have been on sale for almost three weeks now, so I assume that you are already thoroughly familiar with them and many of you already have them in your posession. Nevertheless, I have to mention that, from my point of view, we are starting this year off with a bit of a bang. A first glance at the 48th scale Albatros D.III may not indicate this, but it too was once the top predator in a sky dominated by war clouds, and this kit offers a superb mix of stories and fates of its pilots and their opponents, as is our custom to uncover over the course of a kit’s development. We also had more than good reason to revive this topic, as you are about to find out.
12/2023
Dobrý den, vážení přátelé! Po tříleté přestávce jsme se letos opět vypravili do Telfordu, a je dobře, že jsme se odhodlali tam jet. Přeci jen je Británie kolébkou našeho byznysu, výstava v Telfordu je největší výstavou v našem oboru a chybět na ní by byla chyba. V příštím roce budeme na výstavy vyrážet dál. Na přelomu ledna a února začneme tradičně v Norimberku. Pevně doufám, že tam letos potkáme víc kolegů z jiných firem i víc obchodníků a novinářů než loni. Přiznám se, že jsem trochu napjatý. Podle účasti firem v Norimberku můžeme posuzovat nakolik se svět vrací do normálu a všichni bychom byli určitě rádi za zjištění, že tomu tak je a svět se do normálu opravdu vrací.
12/2023
Good day, Dear Friends, After a three-year break, we made a return to Telford, and it was a triumphant return at that! After all, Britain is the cradle of our business, and the Telford event is the biggest exhibition in our field and it would be a mistake to miss it. Our plan is to continue attending such events, beginning with Nuremberg in January/February.
11/2023
Dobrý den, vážení přátelé! S listopadovými novinkami jsme na tom stejně jako s říjnovými, také už jsou druhý týden v prodeji, a tak už je přinejmenším velká část čtenářů Infa zná, pokud už je rovnou nemá doma. Někteří už je dokonce lepí, a ano, jsou i tací, kteří už je mají dokonce postavené. To ovšem není v případě Bf 109 G-2 nebo G-4, obsahu té nej nej nej dvaasedmdesátinové novinky, nic složitého.
11/2023
Good Day, Dear Friends We find ourselves in the same situation with November’s new releases as we did with the October ones, in that they also have been available for purchase a couple of weeks ahead of the newsletter announcement, meaning that they will already be known to a large percentage of readers and perhaps even in their possession.
10/2023
Dobrý den, vážení přátelé, vítám vás u zvláštního vydání Infa, věnovaného 21. ročníku E-Daye, konanému 23. září letošního roku na Tankodromu Milovice. Po necelém měsíci ji vy, kdo jste v Milovicích byli, máte ještě v živé paměti, ale věříme, že si ji díky dnešnímu Speciálu Infa znovu rádi připomenete. A ti, kdo tam s námi nebyli, se mohou inspirovat k návštěvě E-Daye příští rok. Bude se konat opět v Milovicích 28. září 2024.
10/2023
Good day, Dear Friends Welcome to our special edition of the newsletter dedicated to the 21st installment of E-Day, held on September 23rd of this year at the Milovice Tankodrom museum. After less than a month, those of you who were in Milovice still remember it vividly, but I believe that thanks to today's newsletter special, you won’t mind being reminded. And those who were not there with us can be inspired to visit E-day next year. It will be held again in Milovice on September 28, 2024.
10/2023
Jak se vám líbilo na E-dayi? Nebojte se, nehodlám dnes důkladně popisovat tamní dění, tomu se bude věnovat Speciál Infa, připravovaný na druhý týden v říjnu. V dnešním čísle ovšem najdete alespoň základní fotogalerii. Letošní druhý ročník E-Daye v Milovicích potvrdil potenciál areálu Tankodromu pro akci tohoto typu. Můžeme tedy ladit a vymýšlet další body programu, hodící se do našeho konceptu modelářské výstavy.
10/2023
How did you like E-Day? Don’t worry, I’m not going to take up precious real estate thoroughly describing the event today, since that will be covered in a Special Edition of our newsletter, slated to come out the second week of October. However, in today’s issue you will find a basic photo gallery of what was there. This year, the second to be held in Milovice, confirmed the potential of the Tankodrom for an event of this type. With that, we can continue to evolve and develop the program to satisfy the concept that goes hand in hand with the venue.
09/2023
Informace o výstavě E-Day 2023 a soutěži Czech Model Masters – program, instrukce pro dopravu, seznam prodejců a mnoho dalšího
09/2023
Vážení přátelé, Jsme zpět z Texasu, v pilné práci na dalších projektech. Jak jsem zmiňoval v minulém úvodníku, jedním z účelů naší cesty, kromě obvyklé reprezentace na dnes již opět pravidelné IPMS USA National Convention, byl i průzkum a dokumentace zachovalých exemplářů P-40 Warhawk.
09/2023
Dear Friends, We’re back from Texas, hard at work on upcoming projects. As I mentioned in the last editorial, one of the purposes of our trip, in addition to our usual participation at the IPMS USA National convention, was to have a good, close up look at several P-40 examples.
08/2023
Vážení přátelé, vítám vás u srpnového Infa a zdravím z texaského Corpus Christi, kudy s kolegy projíždíme na cestě do San Marcos na tradiční letní IPMS USA Nats. Budeme v Texasu dva týdny, po Nats se přesuneme na sever do Dallasu, kde je naším hlavním plánem studium tří exemplářů P-40 Warhawk. Chceme si ověřit nějaké detaily a průběhy křivek a případně si nějaké pasáže naskenovat.
08/2023
Dear Friends Welcome to the August edition of our newsletter and greetings from Corpus Christi, Texas, where my colleagues and I are passing through on our way to San Marcos for the traditional summer IPMS USA Nats. We will be in Texas for two weeks, after the Nats we will move north to Dallas where our main goal is to study three P-40 Warhawks.
07/2023
Dobrý den, vážení přátelé! Ještě před koncem první poloviny letošního roku jsme stihli přestěhovat do nového areálu v Sedleci balení modelů. To nám významně zjednodušilo logistiku, protože dosud jsme výlisky vozili z Obrnic do Mostu, kde jsme stavebnice zabalili a odvezli je do skladu obchodního oddělení v Sedleci. Ta místa od sebe nejsou daleko, je to v řádu jednotek kilometrů, ale i tak jsme se dost najezdili. Teď dělí balení modelů a sklad obchodního oddělení jedna stěna a dvoje dveře, sklad výlisků je přes dvůr.
07/2023
Hello, dear friends! Even before the end of the first half of this year, we managed to move our model packaging operation to our new facility in Sedlec. This significantly simplifies our logistics, because until now, we would typically move the plastic pressings from Obrnice to Most, where they would be packed into kits, and then transported them to our warehouse and sales department in Sedlec.
06/2023
Dobrý den, vážení přátelé, mezi 84 novinkami připravenými pro červen vyčnívá dvaasedmdesátinová limitka s názvem Wunderschöne neue Maschinen. Těmi báječnými novými stroji jsou Messerschmitty Bf 109 F, které při svém zavedení do výzbroje německé Luftwaffe na začátku roku 1941 přinesly nárůst výkonů a kvality německého stíhacího letectva.
06/2023
Good day, Dear Friends Among the 84 new items being released for June, the 72nd Limited Edition kit dubbed “Wunderschöne neue Maschinen” stands out. This “Wonderful New Machines” kit centres around the Messerschmitt Bf 109F, which, when introduced into the arsenal of the Luftwaffe at the beginning of 1941, brought an increase in the performance and quality of German fighters committed to aerial combat.
05/2023
Dobrý den, vážení přátelé! Na začátku května se soutěžní sezóna pěkně rozjíždí. Máme za sebou tradiční Mošoň, v sobotu se koná Kit show v Kopřivnici, a tak je čas říci si také něco o letošním E-dayi. E-day 2023 se koná v sobotu 23. září na Tankodromu v Milovicích. Pojedeme podle stejného schématu jako vloni, tedy se začátkem pro vystavující modeláře v pátek odpoledne, a to včetně podvečerního programu.
05/2023
Good Day, Dear Friends We are at the beginning of May, and so the competition season is revving up nicely. We have just had the traditional Moson event and the Kit Show takes place in Kopřivnice on Saturday, so it´s a good time to talk about this year´s E-day. E-day 2023 takes place on Saturday, September 23 at the Tankodrom in Milovice and we will be following the same scheme as last year, meaning that exhibiting modelers begin on Friday afternoon and will include the early evening program.
04/2023
Dobrý večer, vážení přátelé! Máme přestěhované obchodní oddělení. K včerejšímu dni jsme tak definitivně ukončili naši činnost v areálu Rico, kde obchodní oddělení a také oddělení kompletace stavebnic sídlilo od června roku 2019. A kde také v prosinci 2020 vyhořel sklad výlisků pro stavebnice. Přiznám se, že jsem po požáru doufal v rychlejší přestěhování do nějakých nových prostor. Hned na jaře a v létě 2020 jsme začali připravovat stavbu nové haly, ale turbulentní situace na stavebním trhu v roce 2021 nám tento záměr zhatila. Na podzim 2021 jsme začali jednat o koupi staršího areálu v Sedleci, sousední vesnici vzdálené asi pět kilometrů od Obrnic.
04/2023
Good evening, Dear Friends We have completed our retail department move. As of yesterday, we have vacated the facility in Most that since June, 2019, has served as our main retail headquarters as well as the facility that served as final kit packaging. It’s also the facility in which we lost a lot of the plastic for our kits when a fire broke out in December 2020. I admit to having hoped for an earlier move to a new facility after that fire. Immediately in the spring and summer of 2020, we prepared for a new-build facility, but that was ultimately quelled by the turbulent supply issues in the construction industry.
03/2023
Dobrý den, dámy a pánové! Máme zavřeno. Dnes představované březnové novinky si sice můžete prohlédnout a prostudovat jak na následujících stránkách, tak na našem e-shopu, ale nekoupíte je tam. Chápu, zní to šíleně. Nejde ale o žádný rafinovaný marketingový tah, prostě se stěhujeme. Přesně řečeno, stěhujeme obchodní oddělení. To je také důvod, proč v následujících sedmi dnech nebude možné objednávat na e-shopu. Jak jste ale jistě zaznamenali, bylo na druhou stranu možné tyto novinky nakoupit již od minulého pátku, rovněž tak jsou již k dispozici u našich obchodních partnerů.
03/2023
Good day, Ladies and Gentlemen, We’re closed. Although you are certainly able to view and study our March release listing within these pages or at our e-shop, any purchases will have to be postponed. I understand that this sounds a little nuts, but it is not the result of some underhanded marketing ploy. It is a function of the fact that we are moving our entire retail department. It is also the reason why no sales will be going through our e-shop for the next seven days. As you will have probably already noted, the new items were available for early purchase from last Friday, and they will be available from our retail partners as well.
02/2023
Vážení přátelé, vítejte u únorového Infa! Dnes začíná Norimberský veletrh hraček (Nuremberg Toy Fair). Po dvouleté přestávce se vracíme do Norimberku a, nebudete tomu věřit, vůbec netušíme, co nás tam čeká.
02/2023
Dear Friends, Welcome to the February Newsletter! The Nuremberg Toy Fair started yesterday. After a two year hiatus, we are coming back to Nuremberg, and as hard as it may be to believe, we have no idea of what to expect
01/2023
Vážení přátelé, milí modeláři, vítejte u prvního Infa roku 2023. V lednovém čísle vás tradičně seznamuji s projekty připravenými na aktuální rok. Ani letos tomu nebude jinak, takže se do toho seznamování pustíme rovnou bez zbytečných řečí kolem. Začneme lednem, jehož novinky jsou v prodeji na našem e-shopu již od minulého týdne.
01/2023
Dear Friends and Fellow Modellers, Welcome to the first newsletter of 2023. The January issue traditionally introduces our planned projects for the year. This year will be no different, so we’ll waste no time and get right down to the nitty gritty. We’ll start off with January, new releases for which are already available from our e-shop and have been since last week.
12/2022
Easy reading
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Bf 109 G-14/AS ERLA, Production
Block 460 300 – 460 670 (50 Units)
1. Wide engine cowl side panels with riveted
semielliptical aerodynamic fairings to
fuselage.
2. Radiator under the engine as on standard
G-6, Type Fo 870, though some aircraft
received the larger Fo 987 unit with the
same covering, as on the Erla G-10.
3. Lower engine cowling minus bulge below
the oil tank.
4. VDM 9-12159 propeller with wider paddle
blades.
5. Supercharger air intake on the left side
of the cowling as on standard G-6, although
some aircraft were given the larger intake
as on the G-10.
6. Access cover to supercharger clutch oil
pump on the right side of the engine cowl
was in a lower position.
7. Oil filler cap cover on the left side of the
nose in lower position.
8. Tall tail, Type 1.
9. Short tailwheel (usually).
10. Cockpit canopy with rounded inside
corners at the rear and with an antenna
mast on the canopy frame.
Bf 109 G-14/AS
The production of the Bf 109 G-6/AS was
followed by the production of the Bf 109 G-14/AS
version, powered by the DB 605ASM engine and
equipped, as standard, with a system for injecting
a mixture of methanol and water into the intake
of the MW 50 compressor. The installation of this
system can be recognized by the box-shaped
bulge on the rear wall cockpit, covering the
battery, moved forward from its original position
between the 1st and 2nd fuselage bulkheads for
the installation of the MW 50 system tank. The
DB 605 ASM engine used 96 octane C3 gasoline
as fuel. Another distinctive feature of the Bf 109
G-14/AS was the standard installation of the FuG
16ZY direction finding system and its associated
Morane-type whip antenna (Moranmast), still
installed under the leading edge of the left
wing. The FuG 25a IFF system was also standard.
The Bf 109 G-14/AS were produced as new at
Messerschmitt and Erla. There is no evidence
that they were purposely created by conversion
from older Bf 109 G-6 and G-14, but it is likely that
parts of the airframes of older machines were
used in their production.
Airframes produced in production block 460
300 to 460 670 (50 units) by Erla had the smaller
supercharger air intake and a smaller Fo 870 oil
cooler as on the Bf 109G-6, and had an identicle
lower engine cowl, meaning they did not have
fairings around the oil pumps on the bottom
of the nose. Most machines from production
block 461 100 to 461 999 (73 pieces) then had the
larger Fo 987 radiator, but with a specific fairing
exclusive to Erla, which optically does not appear
as deep as the fairing of the same Bf 109 G-10
radiator produced by Messerschmitt and WNF.
The lower engine cowl of these aircraft thus
corresponds to that of the later G-10 airframes
coming out of Erla.
The aircraft from Messerschmitt in
Regensburg had, in addition to a few airframes
from August 1944 production blocks 165 xxx and
166 xxx, a larger intake to the supercharger and
a larger Fo 987 radiator (as the later G-10). Under
the nose, two characteristic bulged fairings
covering the oil pumps appeared for the first
time. However, the nose oil tank remained of
the small variety with the filler neck in a lower
position just above the port suction pocket. The
fin and rudder was of the tall variety. Later
Messerschmitt production machines received
rudders with a straight lower edge and three
trims. The canopy was of the newer Erlahaube
type with a rounded rear corner of the canopy
frame and low antenna mast on the. The propeller
was a VDM 9-12159 with wide blades. Some later
aircraft received larger 660 x 190mm wheels,
and with them large, elongated fairings on the
upper surface of the wing. The tailwheel on the
Erla aircraft (46xxxx) was short, and long on the
Mtt. Regensburg version. The fill access cover
to the supercharger clutch oil pump on the right
side of the engine cowl was in a lower position,
above the cowl fastener. Most, if not all, aircraft
had fuselage mounted MG 151/20 cannons.. From
the summer (July Erla, August Mtt) 1944 to the
end of the year, around 1400 Bf 109G-14/AS were
produced, 123 of them at Erla and the rest at
Messerschmitt. The date of the end of production
of the Bf 109 G-14/AS at Messerschmitt is unclear.
H.H. Vogt states that production ran until March,
1945. However, as early as October, 1944, Bf 109
G-10s from production block 130 xxx were on
the assembly line, with which G-10 production at
Regensburg ended, again according to H.H. Vogt,
in December 1944, and which produced only 123
units. At the same time, from the end of August
1944, serial production of the Bf 109 K-4 began.
Of course, the completion of some Bf 109 G-14/
AS still early in 1945 cannot be completely ruled
out. It should also be taken into account that the
airframes of the Bf 109 G-14/AS and the Bf 109
G-10 from Regensburg were practically identical,
the production of G- 14/AS and G-10 followed
each other immediately. Some of the few G-10s
produced are said to have been fitted with DB
605 ASM engines and designated Bf 109 G-10/AS.
There is some logic to be found in these largely
conflicting timings, but it is probably wisest to
close the matter with the understanding that it is
very complicated at best.
HISTORY
INFO Eduard12
September 2024
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Bf 109 G-10 1/72 - What the new kit offers
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Unordnung – Late Versions of the Bf 109 G
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Bernie Lay and Piccadilly Lily
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Air War in Ukraine - F-16s with Yellow-Blue Roundels
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Highlights of the Bf 109 F/G family in 1/72 scale
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EAA Oshkosh 2024
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