Info EDUARD
Monthly magazine about history and scale plastic modeling.
09/2025
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/
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INFO Eduarde-magazine FREE Vol 24 September 2025# 187Strana 2
INFO Eduarde-magazine FREE Vol 24 August 2025# 187© Eduard - Model Accessories, 2025FREE 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.Strana 3
eduardeduardSEPTEMBER 2025CONTENTSPublished by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comEDITORIALKITSBRASSINPHOTO-ETCHED SETSSPACEBUILTON APPROACH–October 2025TAIL END CHARLIEARTICLESBOXART STORYKi-115 Tsurugi Heavy Retro 1/48SCHNELLBOMBER Limited 1/48Bf 108 Weekend 1/32P-40E 1/48P-51D-5 Mustang 1/48Lynx HMA.8 1/48Tarrifs!Air War in Ukraine-First Mirage 2000 LossSample from the book EFKAKi-115 TsurugiWithin sight of Malta462224384852647082Editorial
Good day, Dear Friends, Welcome to September's Newsletter. Having Jakub write about what we did in the States in August in the Tail End Charlie portion of this issue and me about how America is standing the world on its ear with all those wonderful customs, duties and tariffs, frees me up to point out some good, solid reasons why you should consider attending this year’s E-day event.
Good day, Dear Friends,Welcome to September's Newsletter. HavingJakub write about what we did in the States inAugust in the Tail End Charlie portion of thisissue and me about how America is standingthe world on its ear with all those wonderfulcustoms, duties and tariffs, frees me up to pointout some good, solid reasons why you shouldconsider attending this year’s E-day event.This year's E-day is being held in Litomericefor the first time. Litomerice has a lot to offera visitor on its own merit. It is a beautiful city,one of the oldest in Bohemia, perhaps the oldestCzech city. The seat of the archbishop is locatedthere, along with many monuments, palaces,churches, a beautiful square, pubs, taverns,bars and cafes. And cafes are important if youwant to have a good chat with friends, pricelessin fact, especially if they also make good coffeeand something good to eat. There are at leasttwo of them in Litomerice. If that seems likea lot to you, believe me, it is not. Many citiescan be happy to have one good cafe, and somedon't even have that. This means that you canspend your free time well in this town, which is,by the way, a good reason to extend E-day intoSunday again and maybe bring back the two dayformat for the event. This year it will not be likethat, this year we end on Saturday evening, butI personally will probably lobby hard for a two-day E-day. You can join me and make yourself beheard if you like what we do in Litomerice.Even though E-day ends on Saturday, thereis still a reason to extend the trip into Sundayand explore the surroundings, which areas breathtaking as the city itself. There arecastles and palaces all around, the region isdominated by the two towers of Hazmburk,which has a beautiful view from nearby Kostalov,and the hidden remains of Kostomlaty Castleunder Milesovka Mountain are breathtaking.Milesovka is also worth the hike, as is Lovos,even though there are no castles there.One castle is hidden in the Oparenske Valley,which is worth a walk, and not far from Litomerice,rises the mighty Kalich hill with the remains ofthe unique castle of perhaps the most famousCzech military leader, Jan Zizka of Trocnov, who,after settling in Kalich to the displeasure of thetownspeople of Litomerice, referred to himselfas Jan Zizka of Kalich. But we also have otherfamous military leaders in Bohemia, one ofthem, General Laudon, who fought in the vicinityof Litomerice during the Seven Years' War andlived at the castle in Budyne nad Ohri anddefeated the Prussians a short distance fromtoday’s Highway D8 exit to Most. At that time,a certain Baron Trenck also fought with himthere, and his mummified remains were laidto rest in a crypt of the Capuchin Monastery inBrno and they named a beer after him. Thereare more battlefields from Czech historyaround Litomerice, but the castles, which areabsolutely stunning structures, are not to beforgotten. There is the aforementioned castle inBudyne nad Ohri, Libochovice, and Ploskoviceis another breathtaking site, where there isalso a good café and lots of peacocks on thecastle grounds, but you have to watch out forthese little pricks, as they like to steal and peckat passing cars. A little further away is the townof Ustek, where there is also good food and goodcoffee, and on the other side towards Prague isTerezin, an infamous Jewish ghetto during WorldWar II and a prison camp run by the PragueGestapo in the Small Fortress, but it is alsoa gem of Baroque architecture and in my opinion,a walk along the walls, or even in the walls, issomething that a modeler who respects hishonor should definitely not miss. Is that enoughfor you? It certainly is not the complete list ofthings to see and do in the area. You can takeit to the bank that Litomerice has much to offer,and once you visit, you will want to come backagain and again, and we’ll have good reason tokeep E-day here.So let's get to the show’s program. We'llstart on Friday in the early evening witha presentation of news outlining our plans anda discussion. I don't know yet who this discussionwill be with, there are more candidates andI can choose only one of them. On Saturday, we'llcontinue more or less traditionally, starting witha discussion with MiG-21F pilots, moderated byHonza Zika. Then there will be the traditional‘Pot’ Q & A, one with Fredy Riedel from SpecialHobby, moderated by Zbynek Skopan and PetrSvihovec, and the other will be moderatedby Jindra Sterbacek together with KaterinaBorecka. Jindra is returning as moderator ofthe Pot after a break of several years, and hehas come up with a new format, which shouldgive this event a new, more modern feel, andhe will share the mike with me, and if I shouldbore you, Jindra will also add bring along hiscolleague Mr. Muzikant, a former archenemy.He probably expects that this will give the debatemore traction and I wish him success. The lastdiscussion will be led by Jarda Hajecek withKaterina Borecka. Jarda will be the moderator,Katerina will be the guest. She is a rising star inour field and our company, and I have a strongsuspicion that this discussion will be completelypacked. These discussions will take place in theHall G next to Hall D, where the Eduard stand willbe located. If these discussions are not enoughfor you, or if you find them too ‘formal’, or if yousimply feel like a beer or coffee, stop by the Caféby the Lake, which is a wooden hut with a pondwith fish in it, and there I, Katka Borecka, andPetr Svihovec will take turns and we will haveshort, informal conversations with interestingpeople from our company and elsewhere.For example, we will talk with Mr. Bures abouthis diorama of the Battle of Chlumec. It tookplace in 1813, the Russians, Austrians andPrussians fought against the French, who theydefeated there, captured General Vandammethere and it was a somewhat neglected battletoday, given its pan-European implications.It was actually the largest victorious battlefought by our army on Czech territory. At thattime, our army was the Austrian army, but youwill learn all this and much more at the Café bythe Lake when you come there.If all this wasn't enough of a reason for youto visit E-day and Litomerice, then I'll try to giveyou another material benefit. In addition to theSeptember and October new releases, which,as you probably suspect, will already be well-known by October 4th, we will also present atleast two November new releases at E-day.The first one will be the MiG-21F-13 Profipack1:48th. We have all the molds ready, we areproducing the plastic, the box, instructionsand decals are at the printers and we are alsoproducing other components. The same is truewith the F-13 Limited Edition release. We willstart packing these kits from the pre-orderevent next week, we will probably ship them toretailers together with October’s new releasesin the second half of September, and to thosewho pre-ordered during the third week ofEDITORIALINFO Eduard4September 2025Strana 5
September. We will put together the Profipacksa week before E-day and I assume that wewill take about 500 of them there. Not thatI expect them all to be sold, but it is better tohave more than be short some. The MiG-21F hasthe potential to surprise, and we already havea pre-order total of some 1850 units.The second new release for November at E-daywill be the S-199 in 1:48 scale. Those of you whohave been to my lectures in Pilsen or Hampton,VA, or who follow modelling forums, alreadyknow that it will not be a kit in the traditionalsense, but that we will release the ‘Mule’ in thenew Eduard Brassin Hybrid series. This is a newseries of composite kits, where the airframe,wings, fuselage, tail, and other parts such as thepropeller and the cockpit canopy will be classicinjection molded plastic, and details such asthe entire cockpit, landing gear including struts,will be 3D printed. This solution will bringvarious advantages for both manufacturersand modelers. These modeler advantages willprimarily lie in the high quality of the details,for which the modeler will not have to pay witha disproportionate amount of effort that hewould have to put into such a detailed modelbefore now. For example, the landing gear legs,which in a classic kit was glued together fromfive parts, will be made from one part in theBrassin Hybrid kits and will have details thatcould not be made from plastic due to injectionmolding limitations. The same will be true of thecockpit, where there will be the greatest savingsin labor. I discussed this series and what we areplanning to do next in Hampton and also in Pilsen,and I will also talk about it at the MR in Liberec.And then of course at E-day, where you willbe able to see the S-199 and possibly buy it.The new S-199 format and the concept’s meritsor its utter nonsense are being discussed onmodeling forums as we speak. As with everythingnew that appears in the Czech Republic, thereare many negative opinions, however, by Czechstandards, the discussion is taking place in analmost un-Czech optimistic spirit. And at E-day,it will all be broken down and everyone will seewhat the new product actually is about.Still not convinced? Let’s talk about food!The road to love goes through the stomach andthis year we have probably the most extensivecatering services ever provided for E-day,if I don't count the food court in Galeria Butovice.But our catering this year has the potential tobeat even that!There’s one more thing I’d like to mention.Before I started the editorial, I wrote a BoxartStory about the Ki-115 Tsurugi. That is currentlythe September release in the Heavy Retro line.The problem with Tsurugi is that there is notmuch to write about the image. I explain whyin the article, and in order to have somethingto write about, I also wrote about the history ofthe kit and its importance in kit developmentat Eduard. This is related to the fact that inthe last issue of the EMD, published last week,we started publishing a new series calledPlastos about the history of plastic modelmaking in Bohemia and the surrounding area.So far, we are at the beginning, somewhere inthe eighties, but in two or three installments,Eduard will make its appearance and alongwith it, this kit, which will be accompanied bya more thorough description of this airplane andwhat the model has brought us, which we arejust touching on today. So if you are interestedin what it was like to develop and produce modelkits at Eduard and elsewhere, who was involvedin it all and how, and what we experienced,then watch the new series Plastos in our EMDmagazine. It is an amazing, dramatic, funny, andsometimes a little distressing story that you willdefinitely enjoy!So, I hope to see you all at one of our upcomingshows, and I wish you a good read with ournewsletter!Happy Modeling!Vladimir SulcEDITORIALINFO Eduard5September 2025Tariffs!
In this article, I would like to explain to you, fellow modelers, our reaction to the introduction of American tariffs. This is a truly historic issue that has been shaking the world since April, when the first wave of various tariffs was imposed on various countries around the world. That this event is not indifferent to customers was also shown by our two posts on Facebook, in which we announced the suspension of sending shipments to the USA due to the cancellation of the duty-free regime for individual shipments (de minimis) and the cessation of accepting shipments to the USA by European postal outlets, and also explained our future course of action. The reaction to them was stormy, the discussion long and tense. Something like this rarely happens on our Facebook.
In this article, I would like to explain to you,fellow modelers, our reaction to the introductionof American tariffs. This is a truly historic issuethat has been shaking the world since April,when the first wave of various tariffs wasimposed on various countries around the world.That this event is not indifferent to customerswas also shown by our two posts on Facebook,in which we announced the suspension of sendingshipments to the USA due to the cancellation ofthe duty-free regime for individual shipments(de minimis) and the cessation of acceptingshipments to the USA by European postaloutlets, and also explained our future courseof action. The reaction to them was stormy,the discussion long and tense. Something likethis rarely happens on our Facebook.So it turns out that imposing customs tariffson all countries in the world creates a hell ofa mess. In August, the situation around customsescalated with the increase in the US customstariff on European goods, and therefore alsoon our products, to 15% from the previous rateof 10%, introduced in April shortly after DonaldTrump took office as US President. At the end ofAugust, the situation escalated after Europeanpost offices stopped accepting small shipmentsfor individual customers in the US as a resultof the abolition of the de minimis system.This system allowed sending small shipmentsworth up to 800 USD to addressees in the USwithout collecting customs duties or any otherform of tax on these shipments. Over the pastfew months, roughly since June, this system hasbeen undergoing somewhat chaotic development,so to tell the truth, in August it was already quitedifficult to figure out what actually applies andwhat will apply as of August 28th. I won't boreyou with the story of how it all unfolded, as it’sreally easy to get lost in it all, but the bottomline, reminiscent of the cutting of the proverbialGordian knot, is actually a deliverance. Therewill be no exceptions, there will be a 15% dutyon everything, end of discussion!However, European post offices respondedto this by the aforementioned suspension ofaccepting shipments to individual customers,which is still ongoing. This was a fairly logicalstep for post offices and other carriers to take,because it can be expected that customers,typically e-shop customers, would refuseto accept shipments for which they wouldsuddenly have to pay an additional 15% of thedeclared value of the shipment. Post officeswere therefore obviously afraid that theywould get stuck in a stalemate when theaddressee would reject the package and sendit back. Such customer behavior would meansignificant losses for post offices, and of coursefor senders as well. The whole thing would beon the verge of a postal apocalypse and a totalcollapse of services. In addition, the post offices'statements indicated that after the restorationof services, the sender would pay customsduties and customs clearance costs. The postoffice would then mediate the payment of dutiesto US Customs and Border Protection (USCBP),payment of fees and subsequent smooth deliveryof the shipment to the customer. At the time ofwriting, it is not clear whether this procedureis an explicit request from the American sideand part of the decree abolishing the de minimissystem, or whether it is an initiative of Europeanpost offices and other carriers, some of whichbegan offering this service as a standard partof the shipment clearance at the same time.This means transferring the obligation of payingcustoms and duties to the exporter, which isa completely offensive matter that concerns notonly individual senders, but also e-shops likeours. At least at first glance, because no onehas the right to pay such high fees for nothing.Neither the exporter nor the importer. Just to beclear, the normal procedure is that the customsduties are paid by the importer, the person whoimports the goods into the country applyingcustoms duties. Of course, the importer thenreflects the customs duties paid in his prices.It is an additional cost that must be takeninto account. The idea that anyone anywherewould pay an additional 15% tax and it wouldn'taffect the final price in the store is completelydelusional.When we introduced the 10% tariff in April,we acted to keep the retail price (MSRP) inthe US at the same level if at all possible andnot increase it. So we took a significant partof the burden on ourselves and reduced theselling price for our distributors. At the sametime, we abandoned the American system ofdetermining the retail price for distributorsand introduced the European method.So that you understand what the difference is,in America, a discount is set for the retailer fromthe manufacturer's recommended retail priceexcluding tax, which is officially called MSRP(Manufacturer's Sugested Retail Price), andthen another discount is given to the distributorfrom the resulting price. Generally, in the olddays, the distributor received a 55% discountfrom the MSRP and that was his purchase price.The old days ended sometime at the beginningof the century with the arrival of the Chinese,who started offering bigger discounts to graba bigger share of the market, and since then,distributors have wanted more. In Europe, it isusually the other way around, the manufacturersets the sales price, from which distributors indifferent countries create their own Retail Priceaccording to the conditions in their market.Another difference is that in the USA the retailprice on store shelves or in e-shops is listedwithout tax, while in Europe the sticker priceincludes the tax, which in our case, is the ValueAdded Tax (VAT).After the imposition of the 10% tariff, weswitched to the European pricing model andbegan invoicing our American distributorsa fixed commercial price. At the same time,we increased their margin, which means wegave them a discount, and thus took on some ofthe burden that our American distributors carry.We left the recommended retail price, the MSRP,the same. This operation allowed us to keepthe price stable on the American market andnot increase the price. So we did at least partlywhat Donald Trump and his supporters imaginedwould happen after the tariffs were imposed.I am not sure what would have happened if thetariffs had remained at 10%. We might have hadto increase the price because we had to giveup part of our margin to maintain the pricelevel from before the tariffs. But we don't haveto speculate about that anymore, because theAmerican administration solved this problemfor us when it raised the tariffs to 15%. Afterthis step, we had no choice but to increase theprice anyway. The price increase is on average11%, so it is still not at the level of the 15% tariff,but unfortunately we had no other choice.Even so, after the introduction of the 15% tariff,one of our four American distributors stoppeddoing business with us, claiming that it was notworth it for him to buy our goods under theseconditions.When we left the US, it seemed that we hadthe basic setup of the new tariff system readyand now we can only wait to see how we,our distributors and our customers will beable to function in it. We did not know what thechanges to the de minimis system would looklike, but we knew that they would come and thatwe would have to deal with them within the newsetup, meaning with a higher MSRP and a fixedcommercial (export) price. The way the newdelivery system setup was announced did notsurprise us much, we still believe that we willbe able to deal with it. However, the latest newsfrom the US says that the federal appeals courtfound most of Trump's tariffs illegal. Honestly,I am starting to get a little skeptical. We candeal with some things, but chaos in which noone really knows what is valid and what is notis the worst thing that can happen to a countryand its trade. God bless America, and if He hasany spare capacity to do so, please let Himremember us as well. Amen!Vladimír ŠulcTariffs!INFO Eduard6September 2025Strana 7
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Get a 10% discount on your purchase in the Eduard - Model Accessorieswebstore when you buy any issue of Eduard Modeller‘s Den!NEW ON-LINE MAGAZINEFOR HISTORY AND SCALEPLASTIC MODELING.COMMERCIAL SUPPLEMENTTO INFO EDUARD MAGAZINEFREE TRIAL OF ZERO ISSUE (12/2024)From the content of EMD 08/2025The Amiens MosquitoModel & Story / Vladimír Šulc, David FormánekThe attack on Amiens Prison—later called Operation Jericho—remains one of the most famous and most mysterious air raids of theSecond World War. The traditional story was that the raid was carried out at the request of the French Resistance, whose members wereimprisoned there and scheduled for mass execution on February 19, 1944. Today, this is largely considered a legend: the Resistance neverformally requested the raid, and no British intelligence files confirm any planned executions. Of the roughly 690 inmates, only about 170were resistance members or political prisoners; the majority were ordinary criminals. Still, someone ordered the raid, though to this dayit is unclear who or why. With 80 years gone, any surviving secret files may soon be declassified.New M-346 Aircraft for NigeriaWorld Armed Forces / Petr UzsákThe current inventory of the Nigerian Air Force includes mainly Chengdu J-7fighter aircraft of Chinese origin, several new Pakistani CAC/PAC JF-17 ThunderBlock 2 jets, and an ageing fleet of Alpha Jet trainer-light attack aircraft. None ofthese types fully meet the increasing demands, which is why the Nigerian gover-nment selected a model capable of fulfilling both combat and training missions ina modular way. The chosen aircraft is the Alenia Aermacchi M-346FA, which cancover a broad range of missions. A total of 24 aircraft are to be delivered, with thehandover already underway. The manufacturer expects to complete the contract infour batches, each consisting of six aircraft.Strana 9
Plastos – Historiy of ScalePlastic ModellingPart One – The Beginning / Vladimír ŠulcFrom Wings of War to the ShinkansenHistorical Reflection / Jan BobekWorld War II left a deep legacy in the field of aeronautical innovation, thanksin part to German and Japanese engineers. After the conflict ended, Germanspecialists such as the Horten brothers, Willy Messerschmitt, AlexanderLippisch, and Wernher von Braun found new opportunities abroad, wherethey continued their work, particularly in the United States and Argentina.To a large extent, these designers and many of their colleagues cooperatedvoluntarily with their former American enemies. The Horten brothers, whocompleted a flying wing powered by two jet engines near the end of thewar, were even actively preparing to surrender to the Americans in the finalmonths. Moreover, a large number of German designers were deported tothe Soviet Union, although some of them were later able to continue theirwork also in West Germany. In contrast, Japanese designers such as JirōHorikoshi, Tadanao Miki, Kiro Honjō, and Takeo Doi remained in postwar Ja-pan, quietly adapting their talents to the conditions of an occupied nation andcontributing to its transformation into a future technological powerhouse.The Very Last Aerial Combat Over CroatiaHistory / Marko JerasOn 8 April 1945, Flight Lieutenant Graham Hulse arrived back to RAFNo. 213 Squadron in Biferno, Italy, for his second tour of duty, where he as-sumed command of "A" flight. He had completed his first tour on operationsfrom Greece and he was to some extent familiar with the set-up and type ofoperations flown over Yugoslavia. From the beginning of April 1945 pilots ofRAF No. 213 Squadron performed bombing and strafing missions on rail androad traffic, as well as fighter escort for bombers to targets in Yugoslavia.On 12 April 1945, the unit used, for the first time, a landing ground at Prkosnear Zadar, as an advanced aerodrome. On 18 April 1945, the Squadron wasat peak activity against retreating columns North and West of Zagreb.To support this effort, six aircraft were sent daily to advanced L/G Prkosnear Zadar and six pilots were permanently detached there for one night ata time. On 22 April 1945, at last, news of the move to Prkos arrived.An advance party of the Squadron was to set out for Zadar on 25 April,with the remaining parties to follow as soon as possible…Strana 10
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Dunstable Business Centre, Office Suite No.2, Blackburn Road, Houghton Regis, Bedfordshire LU5 5BQTel: +44 (0)1582 668411, Email: kim@guidelinepublications.co.ukAll major credit cards accepted.Orders can be placed by mail, telephone, email or through the website.(www.guidelinepublications.co.uk) Plus postage and packing on allorders. Overseas readers pay postage at air mail printed paper rate.Warpaint on the webFor more information and secure ordering please visit:www.guidelinepublications.co.uk1 Bristol Beaufighter £13.002 Blackburn Buccaneer £13.003 Junkers Ju 87 Stuka £13.004 North American F-100 Super Sabre £13.005 Hawker Typhoon £13.006 Avro Shackleton £14.007 Junkers Ju 88 £13.008 Hawker Hunter £17.009 Grumman F4F Wildcat/Martlet £13.0010 Vickers Wellington £13.0011 de Havilland Sea Vixen £13.0012 Fairey Swordfish £15.0013 Focke Wolfe Fw 200 Condor £14.0014 BAC Lightning £18.0015 Short Stirling £14.0016 Hawker Sea Fury £13.0017 Gloster Javelin £14.0018 Douglas Skyraider £14.0019 de Havilland Hornet and Sea Hornet £14.0020 Supermarine Seafire (Griffon engine) £15.0021 Armstrong Whitworth Whitley £14.0022 Gloster Meteor £20.0023 Fairey Gannet £15.0024 Dornier Do 217 £14.0025 Short Sunderland £14.0026 Bristol Blenheim £15.0027 de Havilland Vampire £20.0028 Fairey Firefly £17.0029 Hawker Sea Hawk £15.0030 Avro Vulcan £16.0031 RAF/RN Phantoms £17.0032 Douglas A-20 Boston/Havoc £17.0033 Heinkel He 177 £14.0034 Avro Lincoln £16.0035 Fairey Barracuda £15.0036 Handley Page Victor £16.0037 Gloster Gladiator £17.0038 Republic F-105 Thunderchief £15.0039 Supermarine Walrus £13.0040 Canadair/Commonwealth Sabre £16.0041 Fairey Fulmar £15.0042 Boulton Paul Defiant £13.0043 Lockheed F-104 Starfighter £18.0044 de Havilland Venom £15.0045 Martin B-57 Canberra £16.0046 Handley Page Halifax £17.0047 McDonnell F-101 Voodoo £15.0048 Westland Lysander £15.0049 Fiat G.91 £15.0050 Bristol Beaufort £15.0051 Lockheed Neptune £16.0052 Fairey Albacore £15.0053 Avro Anson £16.0054 Westland Whirlwind F.Mk I £13.0055 Hawker Tempest £14.0056 Blackburn Firebrand £14.0057 Handley Page Hampden £14.0058 Supermarine Swift £14.0059 Lockheed Hudson £14.0060 English Electric Canberra £20.0061 Savoia Marchetti S.79 Sparviero £14.0062 Handley Page Hastings £14.0063 Vickers Valiant £14.0064 Convair F-102 £15.0065 Westland Wessex £17.0066 Bristol Bulldog £13.0067 Folland Gnat and Ajeet £13.0068 Bristol Brigand £13.0069 Martin B-26 Marauder £14.0070 Vought Corsair £18.0071 Armstrong Whitworth 650/660 Argosy £14.0072 Vickers Supermarine Merlin Seafire £14.0073 North American B-25 Mitchell £15.0074 Hawker Siddeley Harrier £17.0075 BAe Sea Harrier £15.0076 Grumman Tracker/Trader/Tracer £17.0077 Curtiss P-40 £15.0078 Aer Macchi C.202-205 Folgore-Veltro £15.0079 Consolidated PBY Catalina £17.0080 Saab Draken £17.0081 Junkers Ju 52 £14.0082 BAC Jet Provost £17.0083 Fairey Battle £17.0084 Grumman F6F Hellcat £18.0085 Supermarine Scimitar £15.0086 Vickers Wellesley £15.0087 Grumman Avenger £18.0088 Lockheed T-33A £15.0089 Avro Lancaster £18.0090 Boeing B-17 £18.0091 Mikoyan-Gurevich MiG-21 'Fishbed' £27.0092 Grumman HU-16 Albatross £17.0093 Messerschmitt Me 262 £15.0094 Supermarine Attacker £15.0095 Westland Sea King £18.0096 Consolidated B-24 Liberator £27.0097 North American RA-5C Vigilante £18.0098 Avro York £17.0099 McDonnell Demon £17.00100 Republic F-84F and RF-84F £20.00101 de Havilland D.H.82 Tiger Moth £16.00102 Convair B-36 £16.00103 Avro Manchester £14.00104 General Dynamics F-111 & EF-111A £20.00105 Sopwith Pup £14.00106 Sikorsky S-55/H-19 & Westland Whirlwind £18.00107 Ilyushin Il-2 ‘Sturmovik’ £15.00108 Martin Mariner and Marlin £17.00109 Douglas C-54/R5D Skymaster & DC-4 £21.00110 Westland Scout & Wasp £16.00111 Vought OS2U Kingfisher £16.00112 Douglas A3D Skywarrior £20.00113 Panavia Tornado ADV £17.00114 McDonnell F-4 Phantom II £25.00115 Armstrong Whitworth Albemarle £14.00116 Hawker Fury and Nimrod £17.00117 Douglas F4D/F-6 Skyray & F5D Skylancer £15.00118 NAA B-45 Tornado £16.00119 Grumman F9F Panther £15.00120 Mikoyan-Gurevich MiG-15 £17.00121 Douglas A-4 Skyhawk £26.00122 Albatros D.I - D.III £16.00123 de Havilland (Canada) Chipmunk £15.00124 Mikoyan-Gurevich MiG-17 £17.00125 Bristol Britannia, Argus and Yukon £17.00126 Grumman F-14 Tomcat £26.00127 Cessna T-37 A/B/C and A-37 A/B £21.00128 Bristol Scout £15.00129 Mikoyan-Gurevich MiG-3 £18.00130 Ilyushin Il-28 £18.00131 Austerin 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 £19.00142 Dassault Mirage F1 £19.00143 Boeing B-29 and B-50 Superfortress £25.00144 Mil Mi-4 Hound £20.00145 H-P Pembroke, Prince and Sea Prince £17.00146 Grumman A-6 Intruder & EA-6B Prowler £19.00147 Nakajima Ki-43 Hayabusa/Oscar £17.00Warpaint 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 £20.00The Curtiss SB2C Helldiver was one of those aircraft that was either loved orhated- there was no middle ground. Forged in a hurry for the forthcoming war theHelldiver was designed in a hurry, built by mostly by under skilled personnel whilebeing bombarded by the customer with their extra changes and demands. Even under thispressure Curtiss managed to produce a prototype that flew, even though it would soon revealstrength and build problems. This is what prototypes are for, however, the first productionmodel, the Dash-1, was beset by many problems that saw one carrier captain demandingthat the Helldivers be removed and the off loaded Douglas Dauntless dive bombers bereinstated. From the SB2C-3 onwards, after undergoing a full modification programme, acompetent combat aircraft would emerge. Used throughout 1944/45 the Helldiversquadrons, now operating from the fast carriers, took the war to the Japanese all the wayto Tokyo. Post 1945 the Helldiver would stay on active service until replaced by theDouglas AD-1 Skyraider. Overseas usage would see later build models being operatedby France, Greece, Italy ,Portugal and Thailand. The Royal Navy also formed a singlesquadron that would never deploy on active service. Undergoing flight testing in Britain, Eric‘Winkle’ Brown would declare that the Helldiver was the worst aircraft he had ever flown. Wriiten byKev Darling with artwork and scale drawings by Sam Pearson.CurtissSSBB22CCHHEELLLLDDIIVVEERRWritten by Kev DarlingArtwork by Sam PearsonWARPAINT SPECIAL No.7qxp_Warpaint Master 07/07/2025 15:11 Page 114The Dassault MD.452 Mystère was a straightforward development of the successful DassaultOuragan with a 30-degree swept wing and modified tail surfaces. The aircraft saw extensiveservice with the French air force, evolving first into the Mystère IVA, and the Super Mystère,which was the first Western European supersonic aircraft to enter mass production. Boththe Mystère IVA, and the Super Mystère saw extensive combat use with the Israeli AirForce, while other operators of Mystère deriviatives included India and Honduras. Whileaimed at both the general aviation enthusiast and the scale modeller, this latest addition tothe Warpaint range follows on the heels of newly-tooled kits from Czech manufacturerSpecial Hobby, and is designed to help add both detail and context to a modelling project.The book includes all the usual Warpaint features, with walkarounds of museum exhibits,and artwork and scale drawings by Sam Pearson.All these titles are available in printed format via our on demand printing service. Please contact our office for further information.£25.00Orders from the world’s bookand hobby trade are invitedPrevious Warpaint titles£15.00Warpaint series No.148CurtissSSBB22CCHHeellllddiivveerrGGUUIIDDEELLIINNEEPPUUBBLLIICCAATTIIOONNSSLLIIMMIITTEEDDDassaultMMyyssttèèrree&&SSuuppeerr MMyyssttèèrreeBy Andy EvansMystère IV in flight. This was an evolutionarydevelopment of the Mystère II, and althoughbearing an external resemblance to the earlieraircraft, the Mystère IV was in fact a newdesign with aerodynamic improvements forsupersonic flight. (Dassault Archives)WARPAINT SERIES No.14848 Warpaint Mystère & Super Mystère.qxp_Warpaint Master 25/05/2025 12:22 Page 42Dassault MMyyssttèèrree&&SSuuppeerrMMyyssttèèrreeWarpaint Special No.7NewWarpaintSpecialWarpaint Sp 7 Helldiver & Mystere.qxp_Warpaint Advert 07/07/2025 15:27 Page 1Air War in Ukraine - First Mirage 2000 Loss
On both the battlefield and the political front, many events took place during the observed period, but the overall situation between July 1 and July 31, 2025 did not change significantly. The Ukrainian Air Force suffered another notable loss when it lost its first Mirage 2000-5F fighter in an accident. France had supplied these aircraft between February and March of this year.
Miro BaričFirst Mirage 2000 LossOn both the battlefield and the political front, many events took place during theobserved period, but the overall situation between July 1 and July 31, 2025 did notchange significantly. The Ukrainian Air Force suffered another notable loss whenit lost its first Mirage 2000-5F fighter in an accident. France had supplied theseaircraft between February and March of this year.Aerial War in UkraineLet‘s begin with a brief description of politicaldevelopments, which are closely linked to thebattlefield situation, as will be demonstratedfurther by several examples. At the beginningof the observed period, American PresidentDonald Trump confirmed that arms deliveriesto Ukraine had indeed been halted in June.This was a decision made by DefenseSecretary Pete Hegseth. The halted deliveriesincluded key equipment such as missilesfor Patriot air defense systems, Stingermissiles, rockets for HIMARS systems, and155 mm artillery ammunition. President Trumpreversed this decision and resumed deliveries,but with one condition. The weapons were tobe purchased by European countries and thendelivered to Ukraine. Germany already agreedto supply Kyiv with two additional Patriotsystems, and later Norway announced it wouldhelp Berlin pay for them.The American President also began losingpatience with his Russian counterpart Putin.After a phone call with him, Trump expresseddisappointment and later gave Russia fiftydays to agree to a ceasefire, otherwise hewould impose tariffs as high as one hundredpercent on states that continued buying oil andgas from Moscow. At the end of the observedperiod Trump further shortened this ultimatumto ten days. The result was a meeting in Alaska,where Putin came to meet Trump. This summittook place the following month, but sinceit followed directly from these events, it ismentioned here. It can be said that it broughtno tangible results, and from the Kremlin’sside it was again only a delaying tactics anda time-stretching game.On the battlefield, the situation did notchange much. Russia continued trying toattack and managed to advance, but onlyslowly and at the cost of heavy losses. Thiswas true in particular in the Pokrovsk direction.In contrast, in the Sumy region of Ukraine theRussian offensive potential was exhausted andUkrainian armed forces slowly advanced backtoward the border.Sad recordsJuly in Ukrainian skies brought another sadrecord. The number of Russian drone attackson Ukrainian cities was the highest since thestart of the invasion, and the figure had beenincreasing for three months in a row. Duringthe observed period Russia launched a total of6,297 drones, which was fifteen percent morethan the previous month. In addition, in JulyRussia fired 198 missiles and cruise missiles,the second highest number this year after June.In the night of Friday July 4, the Russiansbroke a record for the first time in this periodwhen they launched 539 Shahed kamikazedrones and 11 missiles and cruise missilesat Ukraine. The main target was Kyiv, whereeven the building of the Polish consulate wasdamaged. This was also the first of the politicalconnections mentioned earlier – the strikecame only a few hours after the phone callbetween Putin and Trump and was probablymeant as a show of force. The very next night,on Saturday July 5, a Russian strike on Odessaalso damaged the building of the Chineseconsulate.The new record lasted only a few days,and during the night of Wednesday July 9 theRussians broke it again. They sent 728 dronesand 13 missiles and cruise missiles at Ukraine,aiming mainly at Lutsk and Zhytomyr. Ukrainianair defense shot down 303 drones and sevencruise missiles, and jammers disabled another415 drones. Another large attack came on thenight of Saturday July 12 and targeted westernUkraine, especially Lviv, Lutsk and Chernivtsi.Altogether 623 drones and other projectileswere launched. In contrast, during the night ofSunday July 13 everything was quiet. There wasnot a single drone or missile in the air. Ukrainehad last experienced such a night on May 8,but during the day the Russians compensatedfor this and launched 60 Shahed drones.When Trump threatened tariffs on statesthat continued trading with Russia, theresponse came during the night of WednesdayJuly 16 with an attack of 400 drones againstThis photo shows the training of Ukrainian pilots on the Mirage 2000-5F still in France, released by the French armed forces. The author of thearticle is aware of two videos of Mirage fighters already flying over Ukraine, but they are of very poor quality and only reveal that the externalfuel tanks under the wings are painted yellow on the underside.UKRAINEINFO Eduard12September 2025Strana 13
targets across Ukraine. The defense shot down198 drones and jammers disabled another 145,while the rest struck Kharkiv, Vinnytsia, KryvyiRih and other cities. On Tuesday July 29 Russianstrikes killed 25 people and injured more than50. The worst incident was at Bilenke prisonin the Zaporizhzhia region, where 16 inmatesdied. A strike on a hospital in Dnipropetrovskregion killed three people including a pregnantwoman, and in Kharkiv region five people werekilled when the Russians attacked civilianswaiting in line for humanitarian aid.The worst attack in terms of consequencescame at the very end of the observedperiod. During the night of Thursday July31 the Russians sent 309 Shahed drones andeight Iskander missiles at Kyiv. Ukrainianair defense destroyed 288 drones and threemissiles, but explosions on the ground killed31 people and injured 159. Among the victimswere children – two were killed and 16 wereinjured. In this last attack on Kyiv the Russiansalso used, according to the Ukrainian side,Shahed drones with jet engines. These arefaster and can carry more explosives. It isclear that such drones are causing Ukraineincreasingly serious problems. That is why inits own strikes on Russian territory during thisperiod Ukraine focused on the supply chainfor Shaheds. This was not only the factoryproducing them in Tatarstan but also plantsproducing electronics or chemicals needed formaking drones or their explosives. Russian oilinfrastructure was also an important target,and attacks against it intensified again.Among strikes directly related to the fightingat the front, two were well documented.On Thursday July 3 Ukrainian drones destroyeda Russian ammunition depot in Khartsyzk inoccupied Donetsk region. Its explosion wasrecorded on several videos. The day before,on Wednesday July 2, Ukrainian missileseliminated the command post of Russia’s155th Guards Naval Infantry Brigade in thevillage of Korenevo in Kursk region. Thisonce-elite unit had already been practicallydestroyed in the fighting in Ukraine severaltimes and had to be rebuilt repeatedly. Now itscommand was eliminated. The Ukrainian strikekilled Major General Mikhail Gudkov, ColonelsNariman Shikhaliev, Leonid Bashkhardin andSergei Ilyin, Major Shamil Murtazaliev andCaptain Alexander Shipunov. These are onlythe names that are known. According to anobituary published by a Russian veterans’organization, more than 10 officers were killedin this strike.At the same time the Russians also managedsomething similar. In a strike on the town ofHulyaipole in Zaporizhzhia region ColonelSerhiy Zacharevych of Ukraine’s 110thMechanized Brigade was killed along with atleast one other officer, Dmytro Romaniuk.F-16 maintenanceDuring this period two reports also emergedconcerning Ukrainian F-16 fighters. The “ComeBack Alive” organization, with the support ofthe government company Ukrnafta, developeda mobile complex accompanying F-16s forthe Ukrainian Air Force These aircraft mustfrequently move between air bases to avoidunwanted Russian attention, but not everybase is equipped to service them and ready forcombat. Now, when an F-16 arrives at a newbase, such a mobile complex can be waiting.It includes a truck with a trailer for missionplanning and pilot briefing. The system alsoincludes mobile equipment for attachingweapons under the F-16’s wings. Previously,loading a single piece of ordnance required10 to 12 people; with this equipment, threeare sufficient. A less positive report was thata traitor was operating within the ranks ofthe Ukrainian Air Force, attempting to provideRussia with information to help plan attackson F-16 and Mirage 2000 bases. Ukraine’sSecurity Service arrested him at the end of theobserved period. He faces the life sentence.A Ukrainian F-16fighter and themobile complex thatassists with aircraftmaintenance duringrelocations betweenairfields.The Ukrainian Air Forcepublished a series ofphotos showing Su-27fighters being preparedfor a combat mission.UKRAINEINFO Eduard13September 2025Strana 14
UKRAINEINFO Eduard14September 2025Strana 15
A Russian Su-34 photographedon July 1 at the Savaslejka air basewith one landing gear leg undeployed.Russian lossesDuring the observed period Russiaverifiably lost three aircraft. None of theselosses occurred during combat flights, andonly one was directly connected to the waragainst Ukraine. The first two losses wereaccidents. On Tuesday July 1 a Su-34 fighter-bomber crashed near the Savasleyka airbasein Nizhny Novgorod region. The aircraft wason a training flight when its left landing gearfailed to deploy during approach. The crew wasordered to eject, which they did. The navigator,Major Alexander Pavlov, however, sufferedinjuries during ejection and died. The accidentmay have been linked to greater wear andpoorer maintenance due to combat operationsin Ukraine. As a reminder, at the end of theprevious period Russian aviation lost severalSu-34s destroyed or damaged in a Ukrainianstrike on Marinovka airbase near Volgograd.Within a single week it lost six of these aircraft.Another accident occurred on Sunday July6 deep inside Russian territory, near Kashtakairfield in Chita district of Zabaykalsky Krai.During a hard emergency landing, an An-2bi-plane was irreparably damaged. The pilotand ten paratroopers were on board. Nine ofthe eleven people were injured. Why is thisrelevant to the war in Ukraine? Because theaircraft belonged to the paramilitary DOSAAForganization, established back in Soviet times,with the mission of “education for homelanddefense.”The third confirmed loss occurred in thenight from Friday July 25 to Saturday July 26 atArmavir airbase in Krasnodar Krai. Saboteursset fire to a Su-27UB. The fire damaged its tailsection and probably also its engines.A Ukrainian F-16 fighter and the mobile complex that assists with aircraft maintenance during relocations between airfields.Major AlexanderPavlov waskilled on July 1in the crash ofthe Su-34.Su-27UB.UKRAINEINFO Eduard15September 2025Strana 16
Major General Mikhail Gudkov died on July 2in a Ukrainian strike on the headquarters of theRussian 155th Guards Naval Infantry Brigade.A satellite image from Maxar datedAugust 20, 2023 shows the An-72stored at the Odessa aircraft plant.It was destroyed at this locationduring the night of July 18.An An-2 belonging to the DOSAAF organization, which crashed on July 6 during paratrooper training.UKRAINEINFO Eduard16September 2025Strana 17
Ukrainian lossesUkraine lost five aircraft during this period.This happened twice during the Russian strikeson Ukrainian air bases. On Saturday July12 a turboprop An-26 belonging to Ukraine’sState Emergency Service, which managesthe country’s rescue forces, burned aftera Russian strike on Chernivtsi InternationalAirport. During the night of Friday July18 a Russian strike targeted the OdessaAviation Plant. Several buildings and hangarswere destroyed or damaged. An An-72 was hitas well, however she had been standing unusedsince 2021 and was clearly not airworthy.A much more serious loss befell theUkrainian Air Force on Tuesday July 22 in Volynregion. After taking off for a combat mission,the pilot of a Mirage 2000-5F reported a criticalfailure of onboard instruments and ejected.The aircraft fell into a swampy area, leavingonly a large crater that quickly filled withwater. The pilot landed safely by parachuteand was soon found by a search and rescueteam. His condition was reported as stable. TheState Bureau of Investigation began an inquiryinto the accident. At this point there was alsoa positive development for Ukraine. Francehad originally planned to supply ten Mirage2000-5Fs, but most recently doubled thisnumber to twenty. It is not yet clear when allthe promised aircraft will be delivered. Francehas a total of twenty-eight aircraft of thisversion.The Ukrainian Army Aviation sufferedtwo further losses. Both concerned thedeployment of light aircraft against drones.The first was announced on Thursday July3, but most likely occurred earlier. A tacticalflight group of the Civil Air Patrol lost anaircraft in Kharkiv region. The crew survivedwithout injuries. The aircraft type was notdisclosed. In Dnipropetrovsk region, on FridayJuly 18, two airmen from the Odesa branchof the Civil Air Patrol, which was part ofthe 11th Army Aviation Brigade, were killed.The aircraft type was again not disclosed,but the patch of the unit shows a Yak-52.The pilot and unit commander, ColonelKonstantin Oborin, and the gunner SeniorSergeant Roman Kutsenko were killed. Thishappened during a combat mission repellinga Russian air attack. Their Yak-52 most likelyfell victim to the close explosion of a Russiandrone.After the Mirage 2000-5F crashed into swampy ground on July 22, only a crater remained, which quickly filled with water.Colonel Konstantin Oborin, the pilot who died on July 18 duringa combat mission flying Yak-52.Gunner Roman Kutsenko,who died together with ColonelOborin on July 18.The patch of the 11th Army AviationBrigade, the unint in which Oborinand Kutsenko served.UKRAINEINFO Eduard17September 2025Strana 18
The last two incidents underline just howdangerous the work of hunting Russian dronesis. One of the pilots of the Ukrainian Civil AirPatrol with the callsign “Stalker” revealedthat over seven months his aircraft had beendamaged as many as 43 times. Each time,however, it was repaired and returned toaction. It is certainly not the kind of activityinsurance companies would be happy about.Ukraine, however, must search for and testevery possible way to combat the threat ofkamikaze drones. Russia is also constantlyimproving its Shaheds. Lately, they fly higher,carry larger explosive payloads, and above all,attack in ever greater numbers each month.One option is to give light aircraft the abilityto strike Shaheds from a greater distance. Thisis how the agricultural aircraft of Czech (orCzechoslovak) origin, the Z-137T, has appearedin Ukrainian skies. It is a successor to thefamous family that began with the Z-37 Čmeliak(Bumblebee). The aircraft was captured ona short video. It sports green-gray camouflageand two white stripes on the rear fuselage,which are the Army Aviation markings. Underthe center section, there are two additionalfuel tanks, and two R-73 missiles under thewings. At the location of the missile pylons,two dark bands are visible encircling the wing,apparently reinforcements of the skin.The R-73 missiles use infrared guidancewith a range of 30 to 40 kilometers dependingon the version. On the Z-137T they are mountedon AKU-73 pylons. The aircraft itself has noradar or other equipment for targeting drones.The pilot must therefore be guided into theproper area by a ground control station.From there the missile takes over, being fullyautonomous and able to find the target on itsown. For this, however, it requires electricalpower. It is therefore likely that the Z-137T hasbeen fitted with an additional generator forthis purpose.Voices were raised questioning theauthenticity of the video on the grounds thatthe Z-137T lacks standard camouflage andthe blue-yellow identification markingsused at the front. It can only be said thatnone of the known photos of Yak-52 aircraftshow a standard camouflage pattern either.They usually retain their original civilian paint,and some have even sported attempts at thewild camouflage schemes. The blue-yellowidentification elements required in the combatzone are carried sparingly on Yaks as well,usually on the rudder only. These light aircraftdo not operate near the frontline, but ratherfight Russian drones in the interior.The use of R-73 missiles has also beenquestioned, as they are allegedly too expensiveto be wasted on Shaheds. Yet as shown inthe previous examples, firing from closerange at a drone carrying tens of kilogramsof explosives can lead to the loss of theaircraft, and sometimes, tragically, of its crew.This applies not only to the Yak-52. Ukraine,lacking sufficient ammunition for ground-based air defense, has been forced to employjet fighters against drones, and in the pasthas lost several MiG-29s and Su-27s this way.Even two of the four F-16s lost were destroyedby debris from downed drones.For this reason, the use of R-73s firedfrom a greater distance is logical froma safety standpoint. Moreover, R-73s are notfinancially costly for Ukraine. These are olderSoviet-made missiles of which it still hasa considerable stockpiles. Over the past threeyears there has been no situation in whichRussian and Ukrainian aircraft approachedclosely enough for the R-73 to be used in air-to-air combat. The lifespan of these missilesis not endless, so it is better to “spend” themon fighting drones. This is not wasteful:a Shahed can hit a valuable target, and it is farpreferable to use such a missile than to allowthe destruction of a power plant or industrialfacility.The Ukrainian Armed Forces have longemployed R-73 missiles from various adaptedground launchers. The Z-137T is somethingsimilar, only much more mobile. It can also takeoff from unimproved grassy fields, making itmore flexible and harder to destroy on theground. Its use can also ease the burden indrone defense on jet fighters, whose operationis far more expensive.Turbo Bumblebee with anti-drone rocketsZ-137T with a pair of R-73 missiles.Notice the dark band on the wing – thisis probably a reinforcement of the skin.UKRAINEINFO Eduard18September 2025Strana 19
The explosion of a drone next to the wingof a Yak-52. From the scale of the blast it isclear that hunting Shaheds is a dangerousbusiness.Other Yak-52s have received various wildcamouflage patterns.Some Yak-52 aircraftstill fly in civilian paintschemes while huntingdrones.This MiG-29UB recently appeared in a Ukrainian Air Force video.On its nose it carries kill markings of three drones and one cruisemissile. In the video it has four R-73 missiles under its wings.Aircraft like the Z-137T could help relieve jet fighters in this role.UKRAINEINFO Eduard19September 2025Strana 20
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Ki-115 Tsurugi
The Ki-115 Tsurugi is a very specific aircraft, designed for kamikaze missions. It was a technologically simple aircraft that could be built quickly and in large series. Fortunately, the war ended in time for these aircraft to never see combat. Most of the 104 aircraft produced were delivered unpainted, with only the national insignia sprayed on. They never entered service; after the war, they were bulldozed to the edge of the airport and covered with dirt. And there they remain to this day. One relatively well-preserved example, transported to the US after the war, is now on display at the Pima Air and Space Museum in Arizona, right next to a B-29 Superfortress. That is, the aircraft that ended World War II and the associated bloodshed by dropping atomic bombs on Hiroshima and Nagasaki. Without this act, which is generally condemned today, further bloodshed would undoubtedly have continued. And the Tsurugi would certainly have played a significant role in it.
#11192BOXART STORYThe Ki-115 Tsurugi is a very specific aircraft,designed for kamikaze missions. It wasa technologically simple aircraft that could be builtquickly and in large series. Fortunately, the warended in time for these aircraft to never see combat.Most of the 104 aircraft produced were deliveredunpainted, with only the national insignia sprayed on.They never entered service; after the war, they werebulldozed to the edge of the airport and covered withdirt. And there they remain to this day. One relativelywell-preserved example, transported to the US afterthe war, is now on display at the Pima Air and SpaceMuseum in Arizona, right next to a B-29 Superfortress.That is, the aircraft that ended World War II and theassociated bloodshed by dropping atomic bombs onHiroshima and Nagasaki. Without this act, which isgenerally condemned today, further bloodshed wouldundoubtedly have continued. And the Tsurugi wouldcertainly have played a significant role in it.From the perspective of the genre we are currentlyfocusing on, i.e., describing the events in the boxart ofthe kit, this is not very interesting. The aircraft didnot fly or fight, so there is basically nothing to writeabout. Fortunately. However, what can be writtenabout is the history of the creation of the Ki-115 kit.This is also an interesting story, and I will now tellit to you.Eduard has a long history of producing plastickits. We introduced the first two kits, the SopwithBaby and Schneider floatplanes in 1/72 scale,in the fall of 1992. They were typical short-runs ofthe 1990s with all their shortcomings, lots of flash,no snap-fit parts, and not much detail. The mouldsand moulding were initially provided by MPM, nowSpecial Hobby. We then quickly began working withPavel Vanďalík and his father, who also producedepoxy moulds, which they still do today, but becauseboth are professional toolmakers, their moulds wereof a much higher technological standard and thequality of the mouldings was much better. This wasa big step forward, a huge leap in quality! At the endof the 1990s, we started building our own tool shop.We introduced galvanic electroplating, and so themoulds were already made in metal. However, all themaster templates for the kits were still handcrafted.At the peak of this technology, they were producedby two master designers, Zdeněk Sekyrka andJindřich Balon, who gradually built a team ofcasters, machinists, toolmakers, and mouldersaround them. However, the 1990s were also a timeof rapid digitization and the advent of computers,and CAD programs, which were still new at the time,were penetrating all areas of industry. We had manyyears of experience with CAD design, and we begandesigning etchings on computers as early as 1990,and the same was true for decals.We always knew that the old motto "give workto machines" still applied. With the arrival ofthe new millennium, we therefore embarked ona project to digitize the tool shop. We approachedit generously, securing financing that enabled usto purchase high-quality machines, programs,and our first CNC milling machine for the time.We didn't skimp; we chose Unigrafix, now SiemensNX, for the design. We were also able to build thefoundation of a design and programming team, whichconsisted of our employees as well as new expertsfrom old engineering companies in the area thatwere being shut down at the time. Many of thesefounding figures are still with Eduard today, andwhat you receive from us is still their work. However,the beginnings were difficult. We learned a lotin training courses and we already knew a lot,but we were doing new things that no one had anyexperience with, and learning them came at a highprice.The first project we successfully completed wasthe engine for the Bf 108 in 1/48 scale. The nextpiece was more ambitious, a quarter-scale SopwithCamel. We completed this project as well, but weweren't very satisfied. Some parts of the kit didn'tlook the way we imagined; it was all so rough andmisshapen, and even the moulds didn't work the waywe imagined. The next project was Curugi. We choseit not because we were Kamikaze at heart, althoughin retrospect it may seem that way, but because weneeded a simple aircraft in which we could applywhat we had learned from building the Camel andalso try out some new things. The most important ofthese was riveting. We riveted the entire surface ofthe model and launched it on the market with greatexpectations at the beginning of 2004 and got a lotof criticism from reviewers. The biggest criticismwas about the rivets. They wrote that the surfacelooked like it had been shot through with a machinegun and that this was definitely not the way to go.It was so intense that we decided to remove the rivets.At that time, we were already working intensively onthe Mirage IIIC, which we did not rivet and made it inthe classic way, with rivets only along the panelling.We returned to riveting eight years later withthe arrival of another wave of innovation and theintroduction of directly milled and spark-abrasivemoulds made of Certal, a special aluminium alloydeveloped for the production of injection moulds.Text: Vladimír ŠulcIlustrace: Piotr ForkasiewiczKi-115 TsurugiINFO Eduard22September 2025Strana 23
#11194BOXART STORYThe Mediterranean island of Malta was one of themost important strategic points in the area betweensouthern Europe and Africa. It was said that whoevercontrolled Malta could control the supply routesbetween Italy and Morocco, Algeria, Tunisia, Libya,and the occupied part of Egypt. That is why fiercebattles were fought over "British" Malta. The ItalianRegia Aeronautica began bombing attacks in June1940, and from 1941 the Luftwaffe took part in theeffort, operating from mainland Italy and later fromSicily.With the arrival of the Luftwaffe, the campaignintensified and reached its peak in 1942. However,the island itself was severely depleted, not only interms of its civilian population, but also in terms ofAllied military supplies, weapons, and equipment.British supply convoys were decimated, and despitethe perseverance, ingenuity, and courage of thedefenders, the British defense was on the verge ofcollapse.The turning point came at the end of the summerof 1942, when the defending RAF began to gain theupper hand as the relentless Italian and, aboveall, German attacks were accompanied by ever-increasing losses. With the onset of autumn, thesituation became critical for German and Italianairmen. The story of Antonis Karydis's box art witha colourfully camouflaged Ju 88 also belongs to thisperiod.One of the units involved in the bombing of Maltawas KG 77. The commander of its II. Gruppe was Hptm.Heinrich Paepcke. This native of Watterscheid was anexperienced bomber pilot at the age of almost thirty-two. His entry into the Luftwaffe in 1935 was precededby service in the merchant navy (Handelsmarine)and a brief stint with the Wehrmacht. In 1939,he completed pilot training, and from then on,the Ju 88A dive bomber became his daily breadand later also his destiny. This twin-engine aircraftperfectly fulfilled Hitler's desire for a Schnellbomber(fast bomber) capable of striking enemy positionsat lightning speed and quickly returning to its ownterritory, while still having a chance to defend itselfagainst enemy fighters. Although the role of theJunkers Ju 88 evolved and changed between 1939and 1945, mainly because the nature of the war inits last two years significantly limited the use ofLuftwaffe ground attack aircraft, the Ju 88's intendeduse as a bomber remained dominant almost until theend of the war.Paepcke's first combat unit was Kampfgeschwader30, which he joined in December 1939. After onlya few months, in April 1940, he became commander ofits 7th Staffel, and five months later he was awardedthe Knight's Cross.In October 1941, Heinrich Paepcke was promotedto Hauptmann and took command of II. GruppeKG 77, with which he moved to the Mediterranean.From its Italian base in Comiso, his unit carried outattacks on Malta and its supply routes, mainly navalconvoys, from January 1942 onwards. The Luftwaffe,along with the Regia Aeronautica, did not slacken intheir attacks on RAF infrastructure, particularly in aneffort to weaken the Allies' growing ability to inflictincreasingly heavy blows on the attackers. Malteseairfields were therefore often among the bombingtargets.This was also the case on October 17, 1942, whenKG 77 attacked Luga airfield in the southern part ofthe island. Shortly after 6:30 a.m., a group of sevenJu 88s appeared northeast of Malta, accompaniedby approximately 25 fighters. Five Spitfires fromNo. 249 Squadron RAF took off from Ta Qali airfieldalmost immediately to engage the attackers, butno contact was made with the enemy. At 6:45 a.m.,another eight Spitfires from No. 185 Squadron tookoff from Hal Far, soon joined by aircraft from LuqaAir Base – eight from No. 126 Squadron and four fromNo. 1435 Squadron. Southeast of the capital Valletta,approximately 12 miles from the easternmost point ofMalta, the town of Żonqor, a battle ensued in whichseveral Ju 88s were shot down and most of theothers were forced to drop their bomb loads into thesea and turn back.The pilot of one of the attacking Spitfires wasUS fighter pilot F/Lt Ripley O. Jones from Coopersown,New York, serving in the RAF Volunteer Reserve.During the clash with the Ju 88 group, he collidedhead-on with Heinrich Paepcke's Junkers. Both pilotswere killed in the collision and their planes crashedinto the sea. Some of the crew members managed tojump out of Paepcke's Junkers during the fall, wererecovered out of the sea and captured (some sourcesstate that the entire crew was killed).RAF fighters claimed four bombers destroyed inthis battle, including Paepcke's Junkers downedby Jones, two others probably destroyed, and onedamaged. F/Lt. Jones was the only Spitfire pilotlost in this battle. One other Spitfire returned homedamaged, its pilot unharmed.Heinrich Paepcke was posthumously awarded theOak Leaves (Eichenlaub) to his Knight's Cross andpromoted to the rank of Major.Despite fierce attacks, the Allies managedto protect Malta. After the victory at El Alamein,and especially after the Allied landings in NorthAfrica in November 1942, Malta ceased to beimportant enough for Germany and Italy to continuetheir efforts, and the intensity of the attacksweakened considerably. Later, in the summer of1943, the island became an important element in theinvasion of Sicily.Ilustrace: Antonis KarydisWithin sight of MaltaText: Jan ZdiarskýINFO Eduard23September 2025Strana 24
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The first phase of camouflage applicationThe Second phase of camouflage applicationThe Third phase of camouflage applicationThe Americans discovered a number ofcompleted Ki-115s in a hangar of the Otafactory. The individual aircraft showed theprocess of camouflage painting. Firstly, theJapanese national insignia and a black anti-glare strip were sprayed onto the finishedaircraft in natural metal color. Light graypaint was then applied to the wooden verticaltail surfaces, elevator, and canvas-coveredailerons.The next step was to apply wide whiteHinomaru borders to the fuselage andupper wing surfaces and part of the greencamouflage paint around the white border.The final phase of the camouflage was tospray the upper surfaces with dark greenpaint, while the lower surfaces were sprayedwith light gray paintKITS 09/2025INFO Eduard25September 2025Strana 26
#11194SCHNELLBOMBER1/48The Limited edition kit of German WWII twin-enginedmultirole combat plane Ju 88 in 1/48 scale.The kit offers variant Ju 88A-4, medium bomber.plastic parts: ICMmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: yes, wheelsProduct pageKITS 09/2025INFO Eduard26September 2025Strana 27
1./KG 1, Kharkov-Voichenko, Soviet Union, January 1943Hptm. Klaus Häberlen, CO of Stab I./KG 51, Bagerovo, Soviet Union, April 1943I. Gruppe Kampgeschwader 1 was formed onMay 1, 1939, by renaming IV. Gruppe KG 152.The original KG 152 was named after Paul vonHindenburg, and the newly formed KG 1 alsotook on the name Hindenburg. This unit, initiallyarmed with He 111 bombers, took part in battlesover Poland, France, and Great Britain. It tookpart in the fighting over the Soviet Union withnew equipment, namely Ju 88A bombers.In mid-1943, after a short rest in Germany, Stab, I.and II. Gruppe were transferred to the southernfront. At the end of 1943, the entire Geschwaderwas equipped with He 177 Greif bombers. Duringtheir service on the Eastern Front in the wintermonths, the aircraft were repainted withwashable white paint for better camouflage.Applying it in field conditions caused it to rub offand peel during operation. The aircraft bears theidentification marks used on the Eastern Frontin the form of a yellow stripe on the fuselagein front of the tail surfaces and yellow-paintedundersides of the wing tips.The future recipient of the Knight's Cross, KlausHäberlen, was born on April 14, 1916, in Geislingen.His military career began on April 1, 1935, inthe Wehrmacht, and his aviation career beganwith studies at the Grosse Kampffliegerschulein Lechfeld on November 1, 1936. In August 1940,he was appointed commander of the 2. Staffel KG51, armed with Junkers Ju 88s. He flew with KG51 throughout his combat career, participatingin approximately 300 combat missions, forwhich he was awarded the Deutsches Kreuz inGold on March 18, 1943, and the Knight's Crosson June 20, 1943. In October 1943, after a verbalconfrontation with Göring, he was relievedof his command of the unit and continued toserve in staff positions. He died on April 7, 2002,in Konstanz. During his time as commander ofI. Gruppe KG 51, he used this Ju 88, which borenot only the KG 51 Edelweiss emblem on its nose,but also the emblem of his hometown, the coatof arms of the city of Memmingen. He is theauthor of the book A Luftwaffe Bomber PilotRemembers.KITS 09/2025INFO Eduard27September 2025Strana 28
4./KG 54, Catania, Sicily, spring 1943W.Nr. 140206, Hptm. Heinrich Paepcke, CO of Stab II./KG 77, Gerbini, Italy, October 1942After previous combat operations over France,Great Britain, and the vast plains of the SovietUnion, II. KG 54 was transferred to its sisterunit, I. Gruppe KG 54, which had previously beenoperating with its Ju 88s on the southern front,mainly against Malta, the convoys supplying theisland, and the fighting forces on African soil,as well as against Allied airfields and ports inAlgeria, Libya, and Tunisia. KG 54 Totenkopf alsoparticipated in supporting German troops in thefighting in Africa. During deployment on thesouthern front, the camouflage of the aircraftwas changed from the standard splinter patternon the upper and side surfaces with RLM 70/71colors and the lower surfaces in RLM 65 color,to upper and side surfaces sprayed with RLM79 color, while the lower surfaces were in RLM78 color. The upper RLM 79 was supplementedwith waves in RLM 70 and white, while the lowersurfaces received waves in RLM 70. The unit'semblem, a skull and crossbones, visible on theJu 88 in previous battles, was slowly abandonedin 1943. The modeler can decide if he wants toplace it on the fuselage, as it is not clear fromthe photographs of this aircraft whether it wasthere or not.Heinrich Paepcke was born on December 11,1910, in Wattescheid, Westphalia. In May 1929,he began his career in the merchant navy,he joined the army in July 1934, and enlistedin the Luftwaffe in 1935, to which he remainedloyal until his death. After flight training,he was assigned to KG 30, armed with JunkersJu 88s, in December 1939. In April 1940, he wasappointed commander of the 7. Staffel, and inSeptember 1940, he was awarded the Knight'sCross. On October 1, 1941, he was promotedto Hauptmann and appointed commander ofII. Gruppe KG 77, which was at that time in restand rearming at Ansbach Airfield, preparing fordeployment on the southern front. Paepcke's unitwas transferred to Comiso Airfield in Sicily inJanuary 1942, from where it carried out attackson Malta and against supplies being transportedto the island. On October 17, 1942, Hptm. Paepckeand his crew were killed in a head-on collisionwith a Spitfire approximately 15 km off the coastof Malta during a raid on Luqa Airport. HeinrichPaepcke was posthumously awarded the OakLeaves to the Knight's Cross and promoted tothe rank of Major. The camouflage of his aircraft,consisting of splinter pattern of RLM 70 and 71colors on the sides and upper surfaces, wassupplemented with spots in RLM 65 and RLM 79colors.481171 Ju 88A-4 upgrade set (PE-Set)49783 Ju 88A-4 seatbelts STEEL (PE-Set)3DL48243 Ju 88A-4 SPACE (3D Decal Set)EX1135 Ju 88A-4 TFace (Mask)For Ju 88A-4 1/48RECOMMENDED#3DL48243KITS 09/2025INFO Eduard28September 2025Strana 29
W.Nr. 1016, Lt. Johannes Geismann, CO of 1./KG 77, Catania, Sicily, September 1942Lt. Gerhard Brenner, CO of 1./LG 1, Eleusis, Greece, March 1942Johannes Geismann was born on June 20, 1920,in Hattingen in the Ruhr region and voluntarilyenlisted in the Luftwaffe on November 15, 1939.After flight training, he was assigned to 1. StaffelKGr. 606 in the summer of 1941, specializing inattacks against shipping convoys. Geismannachieved his first success against ships onAugust 29, 1941, and his score kept growing evenafter the unit was transferred to Catania Airportin Sicily in December 1941. In September 1942,the unit was renamed 1./KG 77, and in December1942, Lt. Geismann received the Knight'sCross for sinking 98,000 BRT of enemy ships.He continued sinking ships until August1944, when he completed fighter training andsubsequently transferred to the night fighterIV./NJG 1. He lived to see the end of the warand after the war joined the re-establishedBundesluftwaffe, from which he retired onSeptember 30, 1979, with the rank of Oberst imGeneralstab. He passed away on August 15, 1994,in Aurich.Gerhard Brenner, a native of Ludwigsburg inWürttemberg, was born on August 29, 1918.On November 3, 1937, he joined the Luftwaffeand, after training, was assigned on November28, 1939, to 2./LG 1, which was armed withHeinkel He 111s at the time. At the beginningof 1940, the unit received new Junkers Ju 88Aaircraft, with which it participated in campaignsagainst France, Great Britain, Yugoslavia, andGreece. In May 1941, during the fighting againstshipping convoys in the Mediterranean, he hita British cruiser, and in July 1941 he wasawarded the Knight's Cross. On June 14, 1942,luck abandoned Oblt. Gerhard Brenner's crew,after being hit by anti-aircraft fire during anattack on a convoy and its escort transportingsupplies to hard-hit Malta, they were forcedto abandon their aircraft 100 kilometers southof Crete. Part of the crew got into lifeboats,but they probably drowned in a storm south ofthe Gavdos island. The crew was never found...OVERTREES#11194XJu 88A-41/48OVERLEPT#11194-LEPT1SCHNELLBOMBER1/48Product page Product pageKITS 09/2025INFO Eduard29September 2025Strana 30
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Stab/JG 88, Legion Condor, Spain, 1938Germany, September 1939I./JG 27, Innsbruck, Austria, 1941The Legion Condor was an air combat unitsent to assist Spanish nationalists during theSpanish Civil War. The Bf 108 Taifun aircraft wereserving with J/88 headquarters command andused for courier, observation, and liaison flights.The Bf 108s delivered to the Legion Condor flewin Spanish skies from July 1937 to May 1939, with10 to 15 aircraft deployed there. All surfaceswere painted RLM 63. White wing tips, a whiterudder with a black cross, black circles on thefuselage, and black circles with a white cross onthe wings were the markings of the Nationalistaircraft.The German pre-war colors were used tocamouflage this Taifun. The upper surfaces werepainted RLM 61, RLM, 62 and RLM 63 colors, theundersides were in RLM 65. The camouflagewas probably painted over the original factorycolors thus the stenciling is not apparent oncontemporary photos.The depicted Taifun served as a courier plane ofthe I./JG 27 and is portrayed here as it has beenphotographed on the Innsbruck air base in 1941.Fighter units commonly used this type for theircourier, liaison and conditional flights. The planehad a standard camouflage scheme composed offields of RLM 70/71 colors on the upper surfacesand RLM 65 on the undersides of the wing.Matriculation TI+EY was supplemented with theemblem of the I. Gruppe / Jagdgeschwader 27on both sides of the nose section.KITS 09/2025INFO Eduard31September 2025Strana 32
Sonderkommando Blaich, Tripoli, Libya, January 1942Sonderkommando Blaich, named after itsCommander, Hptm. Theo Blaich utilised theHe 111 in Libya during 1942, but this liaison aircraftwas part of their fleet as well. Taifun KG+EMwas modified for service in tropical climate andalso received a desert camouflage schemecomposed of sand with green spots on theupper surfaces. The most interesting operationundertaken by this unit was a successfulbombing raid on an Allied fuel storage facility onJanuary 22, 1942, in which the depicted aircraftplayed a partial role as well.32971 Bf 108 Weekend (PE-Set)33260 Bf 108 seatbelts STEEL (PE-Set)634017 Bf 108 LööK (Brassin)632150 Bf 108 wheels (Brassin)632151 Bf 108 wooden propeller (Brassin)632155 Bf 108 wheels spoked (Brassin)632157 Bf 108 oil cooler (Brassin)3DL32007 Bf 108 SPACE (3D Decal Set)JX253 Bf 108 TFace (Mask)JX258 Bf 108 (Mask)For Bf 108 1/32RECOMMENDED:#632150#632155#632151#632157#3DL32007#634017KITS 09/2025INFO Eduard32September 2025Strana 33
Sample from the book eFka
MiG-21F in Czechoslovak service by Martin Janousek, included in the kit No. 11190 / MiG-21F in 1/48.
After retraining, the MiG-21F made a very favorable impres-sion on me. Compared to the MiG-19, the 21 was more agilein lateral control. Thanks to its smaller wingspan, its roll ratewas much better than that of the 19 or 15. But the turn radii,both horizontal and vertical, were smaller on the 19. Overall,it was more maneuverable. The MiG-19 could withstand higherG-forces at lower speeds thanks to its swept wing.From the beginning, we had a trainer available for retrainingon the 21, rst the MiG-21U without a periscope, then the USand UM with a periscope. The periscope was a great benetfor the instructor, as it provided a view similar to that froma solo aircraft.Each type had its own characteristics. The rst modicationis usually the most successful, and each subsequent designchange worsened the ight characteristics. The EF did not yethave autopilot, while the other versions did. The eFka was thebest in terms of piloting technique. Everything that was add-ed to the aircraft worsened its aerodynamics. It was a trade-o. On the other hand, the R-11F2S engines in the PF were600 kg more powerful than those in the F. The same R-11F2Sengines were also used on the double seater. After the F camethe PF, which had 350 liters more fuel and had the most fuelin its tanks of the entire series of 21s, but it was also the fast-est in terms of landing speed. It maintained a speed of about340 km/h, depending on fuel, of course. With the eFka, itwas 300-320 km/h. When ying through the distance, a speedof around 400 km/h was recommended with a gradual loss ofspeed. The MF had 290-300 km/h with SPS and about 500 litersof fuel. The PFM was also nice. After landing, it was necessaryto stretch the airplane for aerodynamic braking. We held thisuntil halfway down the runway, when we passed the tower, andthen the nose wheel lowered itself. Those who rushed to lowerit only complicated further braking.CrashlandingsJaroslav KrýdaYear of birth: 1938Joined the Air Force: 1957 VLU Prostějov, 1959 2nd AirForce Base Hradec KrálovéAir Force units he served in: 1959 5th Air Force Base Líně,since 1969 test pilotAircraft he ew: C-105, C-11, MiG-15, MiG-19S and PM,MiG-21 all versions, L-29, L-39Total ight time: 3,500 hours in total, of which 2,100hours were on MiG-21 all versionsAs for the stability of the versions with and without a locator,it diered slightly, but not as signicantly as with the MiG-19s.The speed inputs for individual aerobatic elements were practi-cally the same for both the MF and F versions. Of course, theamount of fuel had to be taken into account. The F was denitelymore “lively” than the other versions, even though it had lessthrust on the afterburner. It did not have any tricky character-istics when ying at high altitudes and speeds. This was due tothe adjustment of the ARU stabilizer arm. Therefore, it was notpossible to achieve a higher overload than 3 - 3.5G at speedsfrom Mach 1.5 to 1.8. When maneuvering air combat exerciseswere own, it was a “playground.” We ew at 50-100 m, and thecriterion was that 40% of the ight had to be above 5G. But weew with MF, which had SARPP, and it was possible to evaluate it.From 1974, barospirographs were also installed on the Fs (theycould only record speed and altitude), and after each hopping,the course of the ight was evaluated. The tricky part was whensomeone got the wing into the so-called second mode, when theairow broke away and became turbulent. This did not aect thecontrol forces in any way, but the aircraft stopped responding,and the only thing that could be done was to change the angleof attack to restore laminar ow. With the 21, you had to takeinto account that below 700 km/h, it had to be handled moregently, as the controls became softer. You could feel it, so you hadto ease up a little. And it didn’t disappoint; it was an excellentaircraft. The limit was not to go below 400 km/h, but as long asyou didn’t switch to high angles of attack, it behaved like a Z-126Trener. But switching to high angles of attack ended in disaster.There was only one thing left to do – push the stick all the wayforward. The airfoils then cling to the wing.But on the other hand, you could do various things with it. OnceI was supposed to y at M = 2.05 - 2.1. I took o and the dispatch-er told me that there was no free space and that I should returnto base. I didn’t want to just burn fuel, so I tried to pull the planeinto a stall with afterburners and then turn o the afterburn-ers. The 21 kept climbing until it reached zero speed, and thenit started to fall and roll over. Out of ve attempts to recover,it rolled over twice into a loop and twice onto the right wing, butI had to leave the stick loose so that the plane could catch itself.It fell like this from about 9,000 to 5,000 m, where it caught itself,and I let it run up to 900 km/h at 4,000 m, and the plane behavedbeautifully like a Trener. The plane could fall on its tail and noth-ing happened. The engine was stable, nothing happened. I hadfun, it was wonderful. With the 21, you had to make friends withit and try out in a reasonable way what you could and couldn’t do.For example, you couldn’t take it at a speed of 550-600 and try6G, it just wasn’t possible. It’s a great pity that we didn’t haveMiG-21bis in our country. I was very lucky to y as a test pilot forthe regiment. During short test ights (replacement of ailerons,articial horizon, etc.), I had the rest of the fuel and ight timeto myself and could try out whatever I needed. But above all,thanks to this position, I ew over 160 hours a year, which wasincomparable to the others.When I ew the MiG-21F 0514 to Kunovice in 1983 I had fuel leftover, so I ew the entire demonstration set for them there. It’strue that I drove the whole factory outside to watch. And at theend of the demonstration, I tried to do a roll from a stall and landfrom there, but I didn’t succeed, I couldn’t brake this F. Oh well,so I nished the third turn and landed. Then I tried the same thingat home in Líně with the MF, and there was an amazing dierencebetween the two types. With the MF in a stall with the landinggear up, I was chasing the stick all over the cockpit. The EF wasdierent, smoother. But even with the MF, I didn’t manage toland like that; only Míra Lanči succeeded, he landed it. So that’show we played.34Sample fromthe bookMiG-21F in Czechoslovak serviceby Martin Janousek, included inthe kit No. 11190 / MiG-21F in 1/48.For the kit ask your local or online retailer.Please note that the book is written in Czech.Only this sample article has been translated.INFO Eduard34September 2025Strana 35
We also ew the MiG-21F to the Baltic Sea for shooting prac-tice. We ew with 490-liter tanks. It was about a 40-minuteight, then we turned around and ew back around Berlin,where we began our descent. From Berlin, it didn’t consumemuch fuel—about 300-400 liters. It consumed almost nothing.You were nervous when you had 1,200 liters of fuel, but froman altitude of 8,000 meters, it was fun to glide.MiG-21Fs served with us in Líně on standby until about 1986or 1988 or so. Then there were only MiG-21MFs. Until then,MiG-21Fs served in all conditions. Two Fs and two MFs were onstandby. Depending on the needs of the command post, theytook o with or without a locator.In September 1975 at the reserve airport in Hořovice, I wasforced to land a MiG-21F without an engine for the rst time.We had practiced this procedure. This was preceded by the factthat when I went to y in Kbely, my colleague Emil Přádný, whowas already working in research, and I discussed various op-tions for troubleshooting. He graduated from Pardubice Airportat a time when Mikoyan pilot Alexander Fedotov was visiting.Emil asked him about all possible options and ways of dealingwith faults on that type of aircraft. Among other things, heasked about landing with a non-functioning engine. Fedotovasked him how long the runway at Pardubice was. Emil said2.5 km, and Fedotov conrmed that landing was possible onsuch a runway. This was also addressed in the ight instruc-tions for the MiG-21. So we discussed it with my colleague, testpilot Franta Včelák, who was testing the POL-4 systém in Líně,and we started doing some practice runs here and there. WhenI was ying him or he was ying me, we would try it out at theend to see if it worked or not. Above the threshold of runway5,000 or 5,500 m, we reduced throttle, extended the air brakes,and turned 40-45° at a speed of 450 km/h, observing how theaircraft behaved. The vertical descent rate was around 30 m/s.After turning back to the axis, we found that it was possibleto adjust the calculation to touchdown by adjusting the land-ing gear extension point. When we were long, we lowered thelanding gear earlier, and when it looked like we were going tobe short, we waited, and at 1,200 m we already knew whetherwe would make it to the runway landing point or not. We wentfull throttle, retracted the landing gear, entered the third turn,and then landed normally. On the ground, we discussed wheth-er it would work out or not.Well, I was lucky or unlucky that during a ight on the testroute between Vodňany and Podhořany on MiG-21F 0611, af-ter reaching the altitude specied in the ight program, therewas an acceleration test at an altitude of 12,000 m, alreadyin subsonic ight. And after I put the throttle to maximum,the engine stalled. I told myself, no problem, I’ll descend to10,000 and restart the engine. I tried, but nothing happened,so I continued to descend. My colleague Franta Včelák gaveme the order to go to Brdy and eject. I conrmed this to him,but by then I could already see Hořovice Airport ahead ofme. And the descent was working out for a landing from thewest. And it was still working, so at about 1,200 m, I madean emergency landing gear deployment to save pressure inthe hydraulics. The engine speed dropped from 55-60% to35-40%, but it was enough to recharge the hydraulic accu-mulators. This prevented the pressure on the aileron andstabilizer controls from dropping. It seemed to me that I hadtoo much altitude, so I reduced my speed with quick, gentletilts. It still worked, even with an unusually fast descent of40 m/s. From 200-250 m, it was a ght for my life. I realizedthat the minimum altitude for ejection was 500 m. But itworked, and so I landed at a higher speed, about 380 km/h,with the plane overloaded and bouncing, about 80 m beyondthe runway threshold. The brake parachute broke o. Its re-lease was limited to a speed of 260 km/h, but the brakeswere ne and I ended up on the other side of the airport.A man then brought me the torn parachute. What surprisedme was that the police were there within 10 minutes. About45 minutes later, a helicopter arrived with Col. Diblík, the divi-sion commander. The rst thing he wanted to know was howmuch fuel I had left. I still had about 600 liters. He didn’t sayanything. I think I managed it only because of good trainingand going over all possible and impossible scenarios. The faultwas in the broken accelerator regulator on the pump.In the second case of an emergency landing without an en-gine, the fault was a disconnection of the compressor fromthe turbine. It spun over, and I was very lucky that it did notbreak apart due to centrifugal force. The blades lengthenedby 7 mm and ground along the circumference. The plane vi-brated slightly. The engine speed was similar to the previouslanding, so the hydraulic pressure was maintained again. If ithad dropped to zero, there would have been no choice but toeject. Likewise, the generator was still supplying electricalpower. Major Beneš, as ight controller, gave me the order toeject in Brdy. I extended the wheels again by air in an emer-gency to conserve as much hydraulic pressure as possible.I did not extend the aps. Both tires burst on landing, andI ended up in the grass halfway across the aireld. But the1002 aircraft ew again.MiG-21FR, c/n 061002, 3 Flight,5 Fighter Air Regiment, Plzeň-Líně AB,Czechoslovakia, 1972-1987INFO Eduard35September 2025Strana 36
MiG-21FR, c/n 061002, 3 Flight, 5 Fighter Air Regiment,Plzeň-Líně AB, Czechoslovakia, 1972-1987INFO Eduard36September 2025Strana 37
After initially serving with the 4th Air Regiment for four years, MiG-21F No. 0513 ew with the 5th Air Regimentin Líně for the remainder of its service. The red-painted top of the vertical stabilizer reveals its aliation withthe 3rd Squadron.A relatively rare photograph of a ground power unit on a ZiL-164 chassis. MiG-21F No. 1014 is connected to the device.APA-7 power units on T805 chassis were commonly used to operate MiG-21F aircraft, later replaced by SUEZ deviceson Praga V3S chassis.The Líně unit insignia was very persistent and successfully resisted eorts to standardize the aircraft. Not only that,it was also reapplied to aircraft returning from medium period repairs. An example is this MiG-21F No. 0711 witha split font style for the fuselage number. Unit insignia were not completely removed until the early 1980s, prob-ably in 1982. After a failed overhaul in 1985, the MiG-21F No. 0711 was handed over to the Ostrava Operation WWIIMemorial in Hrabyně. From there, it ended up in a museum in Zruč near Pilsen.Sample fromthe bookMiG-21F in Czechoslovak serviceby Martin Janousek, included inthe kit No. 11190 / MiG-21F in 1/48.For the kit ask your local or online retailer.INFO Eduard37September 2025Strana 38
BRASSINLööK set - Brassin pre-painted dashboardand STEEL seat belts for P-40N in 1/48 scale.Suitable for N-25 to N-40 production blocks.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 parts- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seat belts for A-10C in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: Great Wall HobbySet contains:- resin: 1 parts- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no644317P-40N-25+ LööK1/48 Eduard674041A-10C LööK1/72 Great Wall HobbyProduct pageProduct pageINFO Eduard38September 2025Strana 39
674042H-75 LööK1/48 Arma HobbyLööK set - Brassin pre-painted dashboardand STEEL seat belts for H-75 in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: Arma HobbySet contains:- resin: 1 parts- 3D print: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noBRASSINCollection of 3 sets for DB-7B Boston III in 1/48 scale.Recommended kit: HKM- LööK set (pre-painted Brassin dashboard & Steelbelts)- undercarriage wheels- painting mask644321DB-7B Boston III LööKplus1/48 HKMProduct pageProduct pageINFO Eduard39September 2025Strana 40
BRASSIN674043Fw 190A-3 LööKplus1/48 TamiyaCollection of 3 sets for Fw 190A-3 in 1/72 scale.Recommended kit: Tamiya- LööK set (pre-painted Brassin dashboard & Steelbelts)- undercarriage wheels- painting maskProduct pageCollection of 4 sets for P-40N in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- undercarriage wheels- exhaust stacks- painting maskProduct page644322P-40N LööKplus1/48 EduardINFO Eduard40September 2025Strana 41
BRASSIN635040WWII German Jerry Cans PRINT1/35Brassin set - German WWII jerry cans in 1/35 scale.Made by direct 3D printing. Set consists of 10 cans(5 different types, 2pcs of each) a 2 can holders.Easy to assemble, replaces plastic parts.Set contains:- 3D print: 12 parts- decals: no- photo-etched details: no- painting mask: noProduct pageBrassin set - pilot seat for P-40 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no6481070P-40 seat Type 1 PRINT1/48 EduardProduct pageINFO Eduard41September 2025Strana 42
BRASSIN6481117Fi-156C wheels1/48 TamiyaBrassin set - the undercarriage wheels for Fi 156Cin 1/48 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replacesplastic parts. Recommended kit: TamiyaSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesProduct pageBrassin set - pilot seat for P-40 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noProduct page6481071P-40 seat Type 2 PRINT1/48 EduardINFO Eduard42September 2025Strana 43
BRASSIN6481125UH-60 miniguns M134 PRINT1/48 ICMBrassin set - M134 miniguns for UH-60 in 1/48 scale.Set consists of 2 miniguns (port & starboard one).Made by direct 3D printing. Easy to assemble,replaces plastic parts.Recommended kit: ICMSet contains:- 3D print: 15 parts- decals: no- photo-etched details: no- painting mask: noProduct pageBrassin set - exhaust flame dampersfor DB-7B Boston III in 1/48 scale. Made by direct3D printing. Easy to assemble, replaces plasticparts. Recommended kit: HKMSet contains:- 3D print: 2 parts- decals: no- photo-etched details: yes- painting mask: no6481128DB-7B Boston III porcupine flame dampers PRINT1/48 HKMProduct pageINFO Eduard43September 2025Strana 44
BRASSINBrassin set - exhaust pipes for DB-7B Boston IIIin 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: HKMSet contains:- 3D print: 2 parts- decals: no- photo-etched details: yes- painting mask: noProduct page6481129DB-7B Boston III exhausts PRINT1/48 HKM6481136P-40N wheels block tread1/48 EduardBrassin set - the undercarriage wheels for P-40Nin 1/48 scale. The set consists of the main wheelsand a tail wheel (2 types). Easy to assemble,replaces plastic parts. Recommended kit: EduardSet contains:- resin: 6 parts- decals: no- photo-etched details: yes- painting mask: yesProduct pageINFO Eduard44September 2025Strana 45
BRASSIN6481138Jaguar GR.1 / GR.1A wheels1/48 AirfixBrassin set - the undercarriage wheels for JaguarGR.1 / GR.1A in 1/48 scale. The set consists of the mainwheels and nose wheels. Easy to assemble, replacesplastic parts. Recommended kit: AirfixSet contains:- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yesProduct pageBrassin set - the exhaust nozzles forJaguar GR.1 / GR.1A in 1/48 scale.Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: AirfixSet contains:- 3D print: 8 parts- decals: no- photo-etched details: no- painting mask: no6481141Jaguar GR.1 exhaust nozzles PRINT1/48 AirfixProduct pageINFO Eduard45September 2025Strana 46
BRASSINBrassin set - the undercarriage wheels for A-10Cin 1/72 scale. The set consists of the main wheelsand a nose wheel. Easy to assemble, replacesplastic parts. Recommended kit: Great Wall HobbySet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesProduct page672420A-10C wheels1/72 Great Wall Hobby672421A-10C rotary gun flash suppressor PRINT1/72 Great Wall HobbyBrassin set - the rotary gun flash suppressorfor A-10C in 1/72 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: Great Wall HobbySet contains:- resin: 1 part- decals: no- photo-etched details: no- painting mask: noProduct pageINFO Eduard46September 2025Strana 47
Product pageBRASSIN672422H-75 / P-36 upgrade set PRINT1/72 Arma HobbyBrassin set - the upgrade set for H-75 / P-36in 1/72 scale. The set consists of a pilot seat,main undercarriage wheels and gun muzzles.Made by direct 3D printing. Easy to assemble, replacesplastic parts. Recommended kit: Arma HobbySet contains:- 3D print: 3 parts- resin: 2 parts- decals: no- photo-etched details: no- painting mask: yesProduct pageCollection of 5 sets for P-40E in 1/48 scale.Recommended kit: Eduard- radio compartment- undercarriage wheels- undercarriage legs- cockpit- 75gal fuel drop tankAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648141P-40E ESSENTIAL1/48 EduardINFO Eduard47September 2025Strana 48
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All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG EDBIG49456 B-26G Marauder part I 1/48 ICMBIG49457B-26G Marauder part II 1/48 ICM491529 B-26G Marauder 1/48FE1530 B-26G Marauder seatbelts STEEL 1/48EX1116 B-26G Marauder 1/48481164 B-26G Marauder exterior 1/48481165 B-26G Marauder bomb bay 1/48491530 B-26G Marauder rear interior 1/48Product pageProduct pageINFO Eduard56September 2025Strana 57
BIG EDBIG49458 UH-60A 1/48 ICMBIG72186TBM-3 1/72 Hobby Boss491532 UH-60A 1/48491533 UH-60A cargo seatbelts STEEL 1/48FE1533 UH-60A seatbelts STEEL 1/48EX1121 UH-60A 1/4872745 TBM-3 landing flaps 1/7272746 TBM-3 exterior 1/7272748 TBM-3 bomb bay 1/7273850 TBM-3 1/72CX691 TBM-3 1/72All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.Product pageProduct pageINFO Eduard57September 2025Strana 58
MASKSIT FITS!EX1135 Ju 88A-4 TFace1/48 EduardEX1136 B-26F Marauder1/48 ICMEX1137 B-26F Marauder TFace1/48 ICMEX1138 B-26F MarauderUS national insignia1/48 ICMEX1139 Spitfire Tr.91/48 AirfixEX1140 Spitfire Tr.9 TFace1/48 AirfixEX1141 Bf 109E-4/7 TFace1/48 TamiyaEX1135 Ju 88A-4 TFaceEX1135 Ju 88A-4 TFaceEX1137 B-26F Marauder TFaceEX1137 B-26F Marauder TFaceEX1137 B-26F Marauder TFaceEX1137 B-26F Marauder TFaceEX1135 Ju 88A-4 TFaceEX1135 Ju 88A-4 TFaceEX1136 B-26F MarauderEX1136 B-26F MarauderINFO Eduard58September 2025Strana 59
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BIG-EDBIG-EDRELEASESSEPTEMBER 2025KITSPE-SETSZOOMSMASKS11192 Ki-115 Tsurugi 1/48 Limited11194 SCHNELLBOMBER 1/48 Limited3405 Bf 108 1/32 Weekend481171 Ju 88A-4 upgrade set 1/48 Eduard481172 B-26F Marauder exterior 1/48 ICM481173 B-26F Marauder bomb bay 1/48 ICM481174 Spitfire Tr.9 landing flaps 1/48 Airfix491548 Bf 109E-4/7 1/48 Tamiya491550 Spitfire Tr.9 1/48 Airfix491552 B-26F Marauder 1/48 ICM491553 B-26F Marauder rear interior 1/48 ICM491554 Bf 110D 1/48 Eduard72750 B-24J bomb bay 1/72 HasegawaFE1548 Bf 109E-4/7 1/48 TamiyaFE1549 Bf 109E-4/7 seatbelts STEEL 1/48 TamiyaFE1550 Spitfire Tr.9 1/48 AirfixFE1551 Spitfire Tr.9 seatbelts STEEL 1/48 AirfixFE1552 B-26F Marauder 1/48 ICMFE1553 B-26F Marauder seatbelts STEEL 1/48 ICMFE1554 Bf 110D Weekend 1/48 EduardFE1555 Bf 110D seatbelts STEEL 1/48 EduardEX1135 Ju 88A-4 TFace 1/48 EduardEX1136 B-26F Marauder 1/48 ICMEX1137 B-26F Marauder TFace 1/48 ICMEX1138 B-26F Marauder US national insignia 1/48 ICMEX1139 Spitfire Tr.9 1/48 AirfixEX1140 Spitfire Tr.9 TFace 1/48 AirfixEX1141 Bf 109E-4/7 TFace 1/48 TamiyaBIG EDBIG49456 B-26G Marauder part I 1/48 ICMBIG49457 B-26G Marauder part II 1/48 ICMBIG49458 UH-60A 1/48 ICMBIG72186 TBM-3 1/72 Hobby BossINFO Eduard60September 2025Strana 61
RELEASESBRASSINLöökPLUSBIGSINSPACE644317 P-40N-25+ LööK 1/48 Eduard674041 A-10C LööK 1/72 Great Wall Hobby674042 H-75 LööK 1/72 Arma Hobby635040 WWII German Jerry Cans PRINT 1/356481070 P-40 seat Type 1 PRINT 1/48 Eduard6481071 P-40 seat Type 2 PRINT 1/48 Eduard6481117 Fi 156C wheels 1/48 Tamiya6481125 UH-60 miniguns M134 PRINT 1/48 ICM6481128 DB-7B Boston IIIporcupine flame dampers PRINT 1/48 HKM6481129 DB-7B Boston III exhausts PRINT 1/48 HKM6481136 P-40N wheels block tread 1/48 Eduard6481138 Jaguar GR.1 / GR.1A wheels 1/48 Airfix6481141 Jaguar GR.1 exhaust nozzles PRINT 1/48 Airfix672420 A-10C wheels 1/72 Great Wall Hobby672421 A-10C rotary gun flash suppressor PRINT 1/72 Great Wall Hobby672422 H-75 / P-36 upgrade set PRINT 1/72 Arma Hobby644321 DB-7B Boston III LööKplus 1/48 HKM644322 P-40N LööKplus 1/48 Eduard674043 Fw 190A-3 LööKplus 1/72 TamiyaSIN648141 P-40E ESSENTIAL 1/48 Eduard3DL48243 Ju 88A-4 SPACE 1/48 Eduard3DL48244 Bf 110D SPACE 1/48 Eduard3DL48245 Bf 109E-4/7 SPACE 1/48 Tamiya3DL48246 Spitfire Tr.9 SPACE 1/48 Airfix3DL48247 B-26F Marauder cockpit & nose SPACE 1/48 ICM3DL48248 B-26F Marauder cockpit insulation& armour plates SPACE 1/48 ICMSEPTEMBER 2025INFO Eduard61September 2025Strana 62
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BUILTbuilt by Jeremy Moore#R0023MARKING K1/48P-40E WARHAWKINFO Eduard64September 2025Strana 65
BUILTET953, Sqn. Ldr. Robert H. M. Gibbes, No. 3 Squadron (RAAF), LG91, Egypt, August-September 1942Robert Henry Maxwell Gibbes was born onMay 6, 1916 and joined the ranks of the RAAFin February 1940. After completing his training,he was commissioned on June 28, 1940 andassigned to No. 23 Sqn. flying CAC Wirrawaysand Lockheed Hudsons. In April 1941 he wastransferred to No. 450 Sqn. in the Middle East,but just a month later he moved to No. 3 Sqn.Another month later this unit rearmed fromHurricanes to Tomahawks and began operationsin Syria and Lebanon. Gibbes was credited withone probable kill of a Ju 88 near Beirut on June13 and achieved his first confirmed kill on July11. His victim was a Vichy D.520. In SeptemberNo. 3 Sqn. was moved to Africa. Gibbes shotdown two Fiat G.50s and damaged three othersplus one Bf 109 on November 25. He thenserved at Darwin (Australia) at No. 80 Wing asCaldwell’s deputy. In all, he scored 12 confirmedkills, five probable ones and 16 damaged aircraftduring the war. After the war he built a networkof hotels and coffee plantations and kept flyinguntil the age of 85, dying in April 2007 (aged 90)of a heart attack. His P-40E carried a drawingof a dachshund, symbolizing a German, beingkicked in the butt by a kangaroo. The drawing isphotographically documented on this aircraft inboth unpainted and painted versions, but thesedrawings differ in detail. It is possible that itwas done repeatedly after the engine coverswere replaced.INFO Eduard65September 2025Strana 66
BUILTbuilt by Paolo Portuesi#82101MARKING from D48077P-51D-5 MUSTANG 1/48INFO Eduard66September 2025Strana 67
BUILT44-13897, Capt. Charles Peters, 363rd FS, 357th FG, 8th AF, Leiston, Great Britain, July 1944INFO Eduard67September 2025Strana 68
BUILTAccessories used:BIG4985 Lynx HMA.8 (PE-Set)Airfix 1/48built by Rene Van Der HartLynx HMA.8Lynx HMA.8INFO Eduard68September 2025Strana 69
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ON APPROACHOCTOBER 2025644323Jaguar GR.1 / GR.1A LööK1/48 Airfix644326Ju 88A-4 LööK1/48 Eduard/ICMBIG5378 USS Gambier Bay CVE-73 1/350 HasegawaBIG33168 A6M5 Zero 1/32 TamiyaBIG49459 DB-7 Boston III US version 1/48 HKMBIG49460 DB-7 Boston III British version 1/48 HKM644323 Jaguar GR.1 / GR.1A LööK 1/48 Airfix644326 Ju 88A-4 LööK 1/48 Eduard/ICM674044 P-51B/C LööK 1/72 Arma Hobby6481107 AGM-130 1/486481139 Jaguar GR.1 seat PRINT 1/48 Airfix6481140 Jaguar GR.1A seat PRINT 1/48 Airfix6481142 P-40N undercarriage legs PRINT 1/48 Eduard6481143 P-40N tail wheel bay PRINT 1/48 Eduard6481144 P-40N radiators upgrade set PRINT 1/48 Eduard6481145 Jaguar GR.1 cockpit PRINT 1/48 Airfix6481146 Jaguar GR.1A cockpit PRINT 1/48 Airfix6481147 Ju 88A exhaust stacks PRINT 1/48 Eduard/ICM6481148 Ju 88A-4 radio section 1/48 Eduard/ICM644324 P-40N-25+ LööKplus 1/48 Eduard644325 Fi 156C LööKplus 1/48 Tamiya674048 A-10C LööKplus 1/72 Great Wall HobbySIN648142 A6M3 Zero ESSENTIAL 1/48 EduardBIG ED (October)BRASSIN (October)LöökPlus (October)BIGSIN (October)LööK set - Brassin pre-painted dashboardand STEEL seat belts for Ju 88A-4 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: Eduard / ICMSet contains:- resin: 1 parts- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seat belts for Jaguar GR.1 / GR.1Ain 1/48 scale. Easy to assemble, replacesplastic parts. Recommended kit: AirfixSet contains:- resin: 4 parts- 3D print: 2 part- decals: no- photo-etched details:yes, pre-painted- painting mask: no674044P-51B/C LööK1/72 Arma HobbyLööK set - Brassin pre-painted dashboardand STEEL seat belts for P-51B/C in 1/72 scale.Easy to assemble, replaces plastic parts.Recommended kit: Arma HobbySet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noINFO Eduard70September 2025Strana 71
ON APPROACHOCTOBER 20256481107AGM-1301/486481139Jaguar GR.1 seat PRINT1/48 Airfix6481140Jaguar GR.1A seat PRINT1/48 AirfixBrassin set - AGM-130 missilein 1/48 scale. The set consists of 2 misiles.Easy to assemble, replaces plastic parts.Set contains:- resin: 16 parts- decals: yes- photo-etched details: no- painting mask: noBrassin set - ejection seat for Jaguar GR.1in 1/48 scale. Made by direct 3D printing.Recommended kit: AirfixSet contains:- 3D print: 1 part- decals: yes- photo-etched details: no- painting mask: noBrassin set - ejection seat for Jaguar GR.1Ain 1/48 scale. Made by direct 3D printing.Recommended kit: AirfixSet contains:- 3D print: 1 part- decals: yes- photo-etched details: no- painting mask: noINFO Eduard71September 2025Strana 72
ON APPROACHOCTOBER 20256481142P-40N undercarriage legs PRINT1/48 Eduard6481143P-40N tail wheel bay PRINT1/48 Eduard6481144P-40N radiators upgrade set PRINT1/48 EduardBrassin set - undercarriage legs for P-40Nin 1/48 scale. Set consosts of main undercarriagelegs and the covers. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 6 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - tail wheel bay for P-40Nin 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 5 parts- resin: 2 parts- decals: no- photo-etched etails: yes- painting mask: yesBrassin set - engine oil and cooling fluidradiators and radiator flaps for P-40Nin 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 3 parts- decals: no- photo-etched details: no- painting mask: noINFO Eduard72September 2025Strana 73
6481145Jaguar GR.1 cockpit PRINT1/48 Airfix6481146Jaguar GR.1A cockpit PRINT1/48 Airfix6481147Ju 88A exhaust stacks PRINT1/48 Eduard/ICMBrassin set - cockpit for Jaguar GR.1 in 1/48 scale.Made by direct 3D printing. Recommended kit: AirfixSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yes- painting mask: noBrassin set - cockpit for Jaguar GR.1A in 1/48 scale.Made by direct 3D printing.Recommended kit: AirfixSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yes- painting mask: noBrassin set - exhaust stacks for Ju 88A in 1/48 scale.Made by direct 3D printing. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: ICMSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noON APPROACHOCTOBER 2025INFO Eduard73September 2025Strana 74
ON APPROACH6481148Ju 88A-4 radio section1/48 Eduard/ICMBrassin set - pre-painted radioequipmentfor Ju 88A in 1/48 scale. Easy to assemble,replaces plastic parts. Recommended kit: ICMSet contains:- resin: 1 part, pre-painted- decals: no- photo-etched details: no- painting mask: noSIN648142A6M3 Zero ESSENTIAL1/48 EduardCollection of 3 sets for A6M3 Zero in 1/48 scale.Recommended kit: Eduard- undercarriage wheels- cockpit- exhaust pipesAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.OCTOBER 2025INFO Eduard74September 2025Strana 75
ON APPROACH644325Fi 156C LööKplus1/48 Tamiya674048A-10C LööKplus1/72 Great Wall HobbyCollection of 3 sets for Fi 156C in 1/48 scale.Recommended kit: Tamiya- LööK set (pre-painted Brassin dashboard & Steelbelts)- undercarriage wheels- painting maskCollection of 4 sets for A-10C in 1/72 scale.Recommended kit: Great Wall Hobby- LööK set (pre-painted Brassin dashboard & Steelbelts)- undercarriage wheels- rotary gun flash suppressor- painting mask644324P-40N-25+ LööKplus1/48 EduardCollection of 4 sets for P-40N in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboard & Steelbelts)- undercarriage wheels- exhaust stacks- painting maskOCTOBER 2025INFO Eduard75September 2025Strana 76
PE-SETS321026 Hs 123A 1/32 ICM321027 Bf 109K-4 1/32 Kotare481175 MiG-21F-13 upgrade set 1/48 Eduard73855 F-35C 1/72 Tamiya73856 Mosquito PR Mk.XVI 1/72 Special Hobby73857 Mosquito NF Mk.XXX 1/72 Special HobbyZOOMS33382 Hs 123A seatbelts STEEL 1/32 ICM33383 Bf 109K-4 1/32 Kotare33384 Bf 109K-4 seatbelts STEEL 1/32 KotareFE1556 MiG-21F-13 seatbelts STEEL 1/48 EduardFE1557 P-40E Weekend 1/48 EduardSS855 F-35C 1/72 TamiyaSS856 Mosquito PR Mk.XVI 1/72 Special HobbySS857 Mosquito NF Mk.XXX 1/72 Special HobbyMASKSJX338 Hs 123A 1/32 ICMJX339 Bf 109K-4 1/32 KotareJX340 Bf 109K-4 TFace 1/32 KotareEX1142 MiG-21F-13 TFace 1/48 EduardEX1143 P-47D Razorback 1/48 MiniArtEX1144 P-47D Razorback TFace 1/48 MiniArtCX697 F-35C 1/72 TamiyaCX698 F-35C RAM coating 1/72 TamiyaCX699 Bf 109F Weekend 1/72 EduardSPACE3DL32035 Hs 123A SPACE 1/32 ICM3DL32036 Bf 109K-4 SPACE 1/32 Kotare3DL48249 MiG-21F-13 black SPACE 1/48 Eduard3DL48250 MiG-21F-13 turquoise SPACE 1/48 Eduard3DL48251 MiG-21F-13 seatbelts SPACE 1/48 Eduard3DL48252 F4F seatbelts SPACE 1/48 Eduard3DL48253 P-51D seatbelts SPACE 1/48 Eduard3DL72070 Mosquito PR Mk.XVI SPACE 1/72 Special Hobby3DL72071 Mosquito NF Mk.XXX SPACE 1/72 Special Hobby3DL72072 F-35C SPACE 1/72 TamiyaON APPROACHOCTOBER 2025INFO Eduard76September 2025Strana 77
PE-SETS321026 Hs 123A 1/32 ICM321027 Bf 109K-4 1/32 Kotare481175 MiG-21F-13 upgrade set 1/48 Eduard73855 F-35C 1/72 Tamiya73856 Mosquito PR Mk.XVI 1/72 Special Hobby73857 Mosquito NF Mk.XXX 1/72 Special HobbyZOOMS33382 Hs 123A seatbelts STEEL 1/32 ICM33383 Bf 109K-4 1/32 Kotare33384 Bf 109K-4 seatbelts STEEL 1/32 KotareFE1556 MiG-21F-13 seatbelts STEEL 1/48 EduardFE1557 P-40E Weekend 1/48 EduardSS855 F-35C 1/72 TamiyaSS856 Mosquito PR Mk.XVI 1/72 Special HobbySS857 Mosquito NF Mk.XXX 1/72 Special HobbyMASKSJX338 Hs 123A 1/32 ICMJX339 Bf 109K-4 1/32 KotareJX340 Bf 109K-4 TFace 1/32 KotareEX1142 MiG-21F-13 TFace 1/48 EduardEX1143 P-47D Razorback 1/48 MiniArtEX1144 P-47D Razorback TFace 1/48 MiniArtCX697 F-35C 1/72 TamiyaCX698 F-35C RAM coating 1/72 TamiyaCX699 Bf 109F Weekend 1/72 EduardSPACE3DL32035 Hs 123A SPACE 1/32 ICM3DL32036 Bf 109K-4 SPACE 1/32 Kotare3DL48249 MiG-21F-13 black SPACE 1/48 Eduard3DL48250 MiG-21F-13 turquoise SPACE 1/48 Eduard3DL48251 MiG-21F-13 seatbelts SPACE 1/48 Eduard3DL48252 F4F seatbelts SPACE 1/48 Eduard3DL48253 P-51D seatbelts SPACE 1/48 Eduard3DL72070 Mosquito PR Mk.XVI SPACE 1/72 Special Hobby3DL72071 Mosquito NF Mk.XXX SPACE 1/72 Special Hobby3DL72072 F-35C SPACE 1/72 TamiyaON APPROACHEFKA 1/48#11190MiG-21F-13, c/n 269903, Air Force Training Center,Milovice-Mladá AB, Czechoslovakia, 1962-1966MiG-21FR, c/n 061002, 3 Flight, 5 Fighter Air Regiment,Plzeň-Líně AB, Czechoslovakia, 1972-1987MiG-21F-13, c/n 560316, 2 Flight, 9 Fighter Air Regiment,Bechyně AB, Czechoslovakia, 1970MiG-21FR, c/n 161105, 3 Flight, 4 Fighter Air Regiment, Pardubice AB,Czechoslovakia, May 1975MiG-21F-13, c/n 660416, 1 Fighter Air Regiment,České Budějovice AB, Czechoslovakia, 1968-1970MiG-21FR, c/n 061013, 5 Fighter Air Regiment,Plzeň-Líně AB, Czechoslovakia, 1979-1989MiG-21F-13, c/n 460110, Air Force Training Center,Milovice-Mladá AB, Czechoslovakia, 1964-1965MiG-21F-13, c/n 760609, 1. Fighter School Regiment,Přerov AB, Czechoslovakia, 1989-1991OCTOBER 2025INFO Eduard77September 2025Strana 78
ON APPROACHA6M5 Zero Type 52a1/48#82216c/n 4685, Lt. Shinya Ozaki, Kōkūtai 343,Agana airfield, Guam Island, June 1944Kōkūtai 221, Hikōtai 407, Philippines, February 1945ENS Sada-aki Akamatsu, Kōkūtai 302, Atsugi,Japan, February 1945CPO Takanobu Obata, Tsukuba Kōkūtai, Japan, February 1945Kōkūtai 653, Hikōtai 166, Ōita base,Japan, September 1944OCTOBER 2025INFO Eduard78September 2025Strana 79
ON APPROACHMiG-21bis 1/72#70146MiG-21bis, 234 lAP, Soviet VVS,Kubinka Air Base, Soviet Union, 1974MiG-21bis, 1 Pucki DLMW,Lotnictwo Marynarki Wojennej,Gdynia-Babie Doły, Poland, 2003MiG-21BIS, c/n 75084608, HävLLv 31,Kuopio airbase, Finland, 1998MiG-21bisD, 21 ELZ, HRZ, Zagreb-Pleso, Croatia, December 2016MiG-21bis, 204 vb, 101.lae, Serbian Air Force, BatajnicaAir Base, Serbia, 2015MiG-21bis, 2nd Lieutenant Adnan Saeed al-Fadhli,No. 11 Squadron, Iraqi Air Force, Tammuz Air Base,Iraq, 1980-1984OCTOBER 2025INFO Eduard79September 2025Strana 80
ON APPROACHP-40E Warhawk1/48#84207OCTOBER 2025INFO Eduard80September 2025Strana 81
Bf 109F-4, W.Nr. 7183, Hptm. Hans Hahn,CO of III./JG 2, St. Pol, France, October 1941Bf 109F-4, Uffz. Hans Döbrich, 6./JG 5,Petsamo, Finland, September 1942Bf 109F-4, W.Nr. 13325, Oblt. Viktor Bauer, 9./JG 3,Shchigry, Soviet Union, June 1942Bf 109F-4/B, W.Nr. 7629, Oblt. Frank Liesendahl,CO of 10. (Jabo)/JG 2, France, June 1942Bf 109F-4, W.Nr. 7243, Oblt. Otto Kath, Stab/JG 54,Staraya Russa, Soviet Union, early December 1941Bf 109F-4/trop, W.Nr. 8693, Lt. Hans-Joachim Marseille,3./JG 27, North Africa, February 1942ON APPROACHBf 109F-4 1/48#82114OCTOBER 2025INFO Eduard81September 2025Tail End Charlie
IPMS USA Nationals 2025 This year's IPMS USA Nationals took place on the first weekend of August in Virginia, specifically at the Convention Center in Hampton. I would like to give readers, especially those from Europe, an idea of how such an American exhibition works, as probably no event organized in Europe lasts as long and offers such a rich program.
This year's IPMS USA Nationals took placeon the first weekend of August in Virginia,specifically at the Convention Center inHampton. I would like to give readers,especially those from Europe, an idea ofhow such an American exhibition works,as probably no event organized in Europe lastsas long and offers such a rich program.The whole event actually begins on Tuesdaywith preparations of the premises and settingup stands in the sales hall. However, we didn'tset up our stand until Wednesday morning,which was better than last year when ourgoods didn't arrive until Wednesday evening.That was quite a problem, considering thatthe gates for visitors open on Wednesday afterlunch. A large part of the visitors, especiallythe die-hard modelers, treat this event asa practically week-long affair. They flockfrom all over the United States to pre-bookedhotels located in the immediate vicinity of theexhibition hall and spend the whole week therein the pleasant company of like-minded friends.The whole event ends on Saturday eveningwith the announcement of the competitionresults. During the week, around 50 seminarsand workshops were held in beautifullyfurnished lecture rooms. The organizers alsoarrange bus trips to interesting places inthe surrounding area. This year's excursionsincluded the Mariners Museum, the HamptonRoads Naval Museum, the Military AviationMuseum, and the Nauticus Museum, whichalso includes the Iowa-class battleship USSWisconsin. And I don't think it's even necessaryto mention the dozens of vendors who hadsales stands in the hall, which was the largestin the post-COVID period.This year, there were almost 3,000 models ondisplay, making this event one of the largest inthe world. All in all, there is simply a lot to seeand experience at IPMS Nats, and I would liketo encourage readers from the US, Europe, andother parts of the world to attend next year'sevent, as it is definitely worth it.Another difference from events in Europeis where IPMS will be held next year. Nats isheld in a different location every year. Memberclubs have the opportunity to present theirproposal to host Nats after two years. IPMSUSA members then vote during the event andselect the winning proposal. So now we knowthat next year's Nats will take place on August5-8 in Fort Wayne, Indiana, and in two yearsit will be July 14-17 in Huntsville, Alabama.On behalf of the Eduard team, I can say witha clear conscience that we really enjoyattending this event. It is a unique opportunityfor us to meet our customers face to face,hear their feedback on our products, whichis mostly very positive, and feel that we aresincerely and warmly welcomed there. Lastyear, for example, a group of modelers helpedus build our booth, and this year one of ourcustomers, who is now also a friend, helped usdeliver our goods to the booth on time. In short,America is full of nice and friendly people.This year, we also organized our first raffle atthe Eduard booth. Thanks to the participantsand their enthusiastic reactions, we had a lotof fun and will definitely repeat it next year.We are also considering including it in oursales booth at other exhibitions.Finally, I would like to mention that this yearwe also had a first, namely a long lecture block,which Mr. Šulc and I split in half. He talked aboutthe new products in the pipeline for the comingmonths, while I talked about 3D printers,the future of 3D printing at Eduard, and thenew range of models that Eduard is preparing.One modeler took thorough notes and thenwrote an extensive report on our lectures.If you haven't come across it on the internet,don't despair. During the end of summer andduring the autumn, we will continue to publishour plans for the future that we presented atNats. Vladimír Šulc has already started, givinga lecture at Velbloud competition in Pilsen.The highlight of these presentations will takeplace at E-day, where modelers will hopefullybe able to purchase the first of this new seriesof kits. And that's all for today, I won't revealany more, but you can listen to our new podcastwith Kateřina Borecká, where you'll learna little more. Have a great rest of the summer!The lucky winner of the E-2C Hawkeye box art banner from the raffle.IPMS USA NATIONALS 2025Text: Jakub NademlejnskýStrana 83
USS Wisconsin, one of the attractions on the tour that was part of this year's IPMS.The Atlantic Fleet anchored at Norfolk Naval Station. The third ship from the leftis the Nimitz-class aircraft carrier USS George H. W. Bush (CVN-77).INFO Eduard83September 2025Editorial
Good day, Dear Friends,
Welcome to September's Newsletter. Having Jakub write about what we did in the States in August in the Tail End Charlie portion of this issue and me about how America is standing the world on its ear with all those wonderful customs, duties and tariffs, frees me up to point out some good, solid reasons why you should consider attending this year’s E-day event.
This year's E-day is being held in Litomerice for the first time. Litomerice has a lot to offer a visitor on its own merit. It is a beautiful city, one of the oldest in Bohemia, perhaps the oldest Czech city. The seat of the archbishop is located there, along with many monuments, palaces, churches, a beautiful square, pubs, taverns, bars and cafes. And cafes are important if you want to have a good chat with friends, priceless in fact, especially if they also make good coffee and something good to eat. There are at least two of them in Litomerice. If that seems like a lot to you, believe me, it is not. Many cities can be happy to have one good cafe, and some don't even have that. This means that you can spend your free time well in this town, which is, by the way, a good reason to extend E-day into Sunday again and maybe bring back the two day format for the event. This year it will not be like that, this year we end on Saturday evening, but I personally will probably lobby hard for a two-day E-day. You can join me and make yourself be heard if you like what we do in Litomerice.
Even though E-day ends on Saturday, there is still a reason to extend the trip into Sunday and explore the surroundings, which are as breathtaking as the city itself. There are castles and palaces all around, the region is dominated by the two towers of Hazmburk, which has a beautiful view from nearby Kostalov, and the hidden remains of Kostomlaty Castle under Milesovka Mountain are breathtaking. Milesovka is also worth the hike, as is Lovos, even though there are no castles there. One castle is hidden in the Oparenske Valley, which is worth a walk, and not far from Litomerice, rises the mighty Kalich hill with the remains of the unique castle of perhaps the most famous Czech military leader, Jan Zizka of Trocnov, who, after settling in Kalich to the displeasure of the townspeople of Litomerice, referred to himself as Jan Zizka of Kalich. But we also have other famous military leaders in Bohemia, one of them, General Laudon, who fought in the vicinity of Litomerice during the Seven Years' War and lived at the castle in Budyne nad Ohri and defeated the Prussians a short distance from today’s Highway D8 exit to Most. At that time, a certain Baron Trenck also fought with him there, and his mummified remains were laid to rest in a crypt of the Capuchin Monastery in Brno and they named a beer after him. There are more battlefields from Czech history around Litomerice, but the castles, which are absolutely stunning structures, are not to be forgotten. There is the aforementioned castle in Budyne nad Ohri, Libochovice, and Ploskovice is another breathtaking site, where there is also a good café and lots of peacocks on the castle grounds, but you have to watch out for these little pricks, as they like to steal and peck at passing cars. A little further away is the town of Ustek, where there is also good food and good coffee, and on the other side towards Prague is Terezin, an infamous Jewish ghetto during World War II and a prison camp run by the Prague Gestapo in the Small Fortress, but it is also a gem of Baroque architecture and in my opinion, a walk along the walls, or even in the walls, is something that a modeler who respects his honor should definitely not miss. Is that enough for you? It certainly is not the complete list of things to see and do in the area. You can take it to the bank that Litomerice has much to offer, and once you visit, you will want to come back again and again, and we’ll have good reason to keep E-day here.
So let's get to the show’s program. We'll start on Friday in the early evening with a presentation of news outlining our plans and a discussion. I don't know yet who this discussion will be with, there are more candidates and I can choose only one of them. On Saturday, we'll continue more or less traditionally, starting with a discussion with MiG-21F pilots, moderated by Honza Zika. Then there will be the traditional ‘Pot’ Q & A, one with Fredy Riedel from Special Hobby, moderated by Zbynek Skopan and Petr Svihovec, and the other will be moderated by Jindra Sterbacek together with Katerina Borecka. Jindra is returning as moderator of the Pot after a break of several years, and he has come up with a new format, which should give this event a new, more modern feel, and he will share the mike with me, and if I should bore you, Jindra will also add bring along his colleague Mr. Muzikant, a former archenemy. He probably expects that this will give the debate more traction and I wish him success. The last discussion will be led by Jarda Hajecek with Katerina Borecka. Jarda will be the moderator, Katerina will be the guest. She is a rising star in our field and our company, and I have a strong suspicion that this discussion will be completely packed. These discussions will take place in the Hall G next to Hall D, where the Eduard stand will be located. If these discussions are not enough for you, or if you find them too ‘formal’, or if you simply feel like a beer or coffee, stop by the Café by the Lake, which is a wooden hut with a pond with fish in it, and there I, Katka Borecka, and Petr Svihovec will take turns and we will have short, informal conversations with interesting people from our company and elsewhere. For example, we will talk with Mr. Bures about his diorama of the Battle of Chlumec. It took place in 1813, the Russians, Austrians and Prussians fought against the French, who they defeated there, captured General Vandamme there and it was a somewhat neglected battle today, given its pan-European implications. It was actually the largest victorious battle fought by our army on Czech territory. At that time, our army was the Austrian army, but you will learn all this and much more at the Café by the Lake when you come there.
If all this wasn't enough of a reason for you to visit E-day and Litomerice, then I'll try to give you another material benefit. In addition to the September and October new releases, which, as you probably suspect, will already be well-known by October 4th, we will also present at least two November new releases at E-day.
The first one will be the MiG-21F-13 Profipack 1:48th. We have all the molds ready, we are producing the plastic, the box, instructions and decals are at the printers and we are also producing other components. The same is true with the F-13 Limited Edition release. We will start packing these kits from the pre-order event next week, we will probably ship them to retailers together with October’s new releases in the second half of September, and to those who pre-ordered during the third week of September. We will put together the Profipacks a week before E-day and I assume that we will take about 500 of them there. Not that I expect them all to be sold, but it is better to have more than be short some. The MiG-21F has the potential to surprise, and we already have a pre-order total of some 1850 units.
The second new release for November at E-day will be the S-199 in 1:48 scale. Those of you who have been to my lectures in Pilsen or Hampton, VA, or who follow modelling forums, already know that it will not be a kit in the traditional sense, but that we will release the ‘Mule’ in the new Eduard Brassin Hybrid series. This is a new series of composite kits, where the airframe, wings, fuselage, tail, and other parts such as the propeller and the cockpit canopy will be classic injection molded plastic, and details such as the entire cockpit, landing gear including struts, will be 3D printed. This solution will bring various advantages for both manufacturers and modelers. These modeler advantages will primarily lie in the high quality of the details, for which the modeler will not have to pay with a disproportionate amount of effort that he would have to put into such a detailed model before now. For example, the landing gear legs, which in a classic kit was glued together from five parts, will be made from one part in the Brassin Hybrid kits and will have details that could not be made from plastic due to injection molding limitations. The same will be true of the cockpit, where there will be the greatest savings in labor. I discussed this series and what we are planning to do next in Hampton and also in Pilsen, and I will also talk about it at the MR in Liberec. And then of course at E-day, where you will be able to see the S-199 and possibly buy it. The new S-199 format and the concept’s merits or its utter nonsense are being discussed on modeling forums as we speak. As with everything new that appears in the Czech Republic, there are many negative opinions, however, by Czech standards, the discussion is taking place in an almost un-Czech optimistic spirit. And at E-day, it will all be broken down and everyone will see what the new product actually is about.
Still not convinced? Let’s talk about food! The road to love goes through the stomach and this year we have probably the most extensive catering services ever provided for E-day, if I don't count the food court in Galeria Butovice. But our catering this year has the potential to beat even that!
There’s one more thing I’d like to mention. Before I started the editorial, I wrote a Boxart Story about the Ki-115 Tsurugi. That is currently the September release in the Heavy Retro line. The problem with Tsurugi is that there is not much to write about the image. I explain why in the article, and in order to have something to write about, I also wrote about the history of the kit and its importance in kit development at Eduard. This is related to the fact that in the last issue of the EMD, published last week, we started publishing a new series called Plastos about the history of plastic model making in Bohemia and the surrounding area. So far, we are at the beginning, somewhere in the eighties, but in two or three installments, Eduard will make its appearance and along with it, this kit, which will be accompanied by a more thorough description of this airplane and what the model has brought us, which we are just touching on today. So if you are interested in what it was like to develop and produce model kits at Eduard and elsewhere, who was involved in it all and how, and what we experienced, then watch the new series Plastos in our EMD magazine. It is an amazing, dramatic, funny, and sometimes a little distressing story that you will definitely enjoy!
So, I hope to see you all at one of our upcoming shows, and I wish you a good read with our newsletter!
Happy Modeling!
Vladimir Sulc
Tariffs!
In this article, I would like to explain to you, fellow modelers, our reaction to the introduction of American tariffs. This is a truly historic issue that has been shaking the world since April, when the first wave of various tariffs was imposed on various countries around the world. That this event is not indifferent to customers was also shown by our two posts on Facebook, in which we announced the suspension of sending shipments to the USA due to the cancellation of the duty-free regime for individual shipments (de minimis) and the cessation of accepting shipments to the USA by European postal outlets, and also explained our future course of action. The reaction to them was stormy, the discussion long and tense. Something like this rarely happens on our Facebook.
So it turns out that imposing customs tariffs on all countries in the world creates a hell of a mess. In August, the situation around customs escalated with the increase in the US customs tariff on European goods, and therefore also on our products, to 15% from the previous rate of 10%, introduced in April shortly after Donald Trump took office as US President. At the end of August, the situation escalated after European post offices stopped accepting small shipments for individual customers in the US as a result of the abolition of the de minimis system. This system allowed sending small shipments worth up to 800 USD to addressees in the US without collecting customs duties or any other form of tax on these shipments. Over the past few months, roughly since June, this system has been undergoing somewhat chaotic development, so to tell the truth, in August it was already quite difficult to figure out what actually applies and what will apply as of August 28th. I won't bore you with the story of how it all unfolded, as it’s really easy to get lost in it all, but the bottom line, reminiscent of the cutting of the proverbial Gordian knot, is actually a deliverance. There will be no exceptions, there will be a 15% duty on everything, end of discussion!
However, European post offices responded to this by the aforementioned suspension of accepting shipments to individual customers, which is still ongoing. This was a fairly logical step for post offices and other carriers to take, because it can be expected that customers, typically e-shop customers, would refuse to accept shipments for which they would suddenly have to pay an additional 15% of the declared value of the shipment. Post offices were therefore obviously afraid that they would get stuck in a stalemate when the addressee would reject the package and send it back. Such customer behavior would mean significant losses for post offices, and of course for senders as well. The whole thing would be on the verge of a postal apocalypse and a total collapse of services. In addition, the post offices' statements indicated that after the restoration of services, the sender would pay customs duties and customs clearance costs. The post office would then mediate the payment of duties to US Customs and Border Protection (USCBP), payment of fees and subsequent smooth delivery of the shipment to the customer. At the time of writing, it is not clear whether this procedure is an explicit request from the American side and part of the decree abolishing the de minimis system, or whether it is an initiative of European post offices and other carriers, some of which began offering this service as a standard part of the shipment clearance at the same time. This means transferring the obligation of paying customs and duties to the exporter, which is a completely offensive matter that concerns not only individual senders, but also e-shops like ours. At least at first glance, because no one has the right to pay such high fees for nothing. Neither the exporter nor the importer. Just to be clear, the normal procedure is that the customs duties are paid by the importer, the person who imports the goods into the country applying customs duties. Of course, the importer then reflects the customs duties paid in his prices. It is an additional cost that must be taken into account. The idea that anyone anywhere would pay an additional 15% tax and it wouldn't affect the final price in the store is completely delusional.
When we introduced the 10% tariff in April, we acted to keep the retail price (MSRP) in the US at the same level if at all possible and not increase it. So we took a significant part of the burden on ourselves and reduced the selling price for our distributors. At the same time, we abandoned the American system of determining the retail price for distributors and introduced the European method. So that you understand what the difference is, in America, a discount is set for the retailer from the manufacturer's recommended retail price excluding tax, which is officially called MSRP (Manufacturer's Sugested Retail Price), and then another discount is given to the distributor from the resulting price. Generally, in the old days, the distributor received a 55% discount from the MSRP and that was his purchase price. The old days ended sometime at the beginning of the century with the arrival of the Chinese, who started offering bigger discounts to grab a bigger share of the market, and since then, distributors have wanted more. In Europe, it is usually the other way around, the manufacturer sets the sales price, from which distributors in different countries create their own Retail Price according to the conditions in their market. Another difference is that in the USA the retail price on store shelves or in e-shops is listed without tax, while in Europe the sticker price includes the tax, which in our case, is the Value Added Tax (VAT).
After the imposition of the 10% tariff, we switched to the European pricing model and began invoicing our American distributors a fixed commercial price. At the same time, we increased their margin, which means we gave them a discount, and thus took on some of the burden that our American distributors carry. We left the recommended retail price, the MSRP, the same. This operation allowed us to keep the price stable on the American market and not increase the price. So we did at least partly what Donald Trump and his supporters imagined would happen after the tariffs were imposed. I am not sure what would have happened if the tariffs had remained at 10%. We might have had to increase the price because we had to give up part of our margin to maintain the price level from before the tariffs. But we don't have to speculate about that anymore, because the American administration solved this problem for us when it raised the tariffs to 15%. After this step, we had no choice but to increase the price anyway. The price increase is on average 11%, so it is still not at the level of the 15% tariff, but unfortunately we had no other choice. Even so, after the introduction of the 15% tariff, one of our four American distributors stopped doing business with us, claiming that it was not worth it for him to buy our goods under these conditions.
When we left the US, it seemed that we had the basic setup of the new tariff system ready and now we can only wait to see how we, our distributors and our customers will be able to function in it. We did not know what the changes to the de minimis system would look like, but we knew that they would come and that we would have to deal with them within the new setup, meaning with a higher MSRP and a fixed commercial (export) price. The way the new delivery system setup was announced did not surprise us much, we still believe that we will be able to deal with it. However, the latest news from the US says that the federal appeals court found most of Trump's tariffs illegal. Honestly, I am starting to get a little skeptical. We can deal with some things, but chaos in which no one really knows what is valid and what is not is the worst thing that can happen to a country and its trade. God bless America, and if He has any spare capacity to do so, please let Him remember us as well. Amen!
Vladimír Šulc
Air War in Ukraine
This photo shows the training of Ukrainian pilots on the Mirage 2000-5F still in France, released by the French armed forces. The author of the article is aware of two videos of Mirage fighters already flying over Ukraine, but they are of very poor quality and only reveal that the external fuel tanks under the wings are painted yellow on the underside.
First Mirage 2000 Loss
Text: Miro Barič
On both the battlefield and the political front, many events took place during the observed period, but the overall situation between July 1 and July 31, 2025 did not change significantly. The Ukrainian Air Force suffered another notable loss when it lost its first Mirage 2000-5F fighter in an accident. France had supplied these aircraft between February and March of this year.
Let‘s begin with a brief description of political developments, which are closely linked to the battlefield situation, as will be demonstrated further by several examples. At the beginning of the observed period, American President Donald Trump confirmed that arms deliveries to Ukraine had indeed been halted in June. This was a decision made by Defense Secretary Pete Hegseth. The halted deliveries included key equipment such as missiles for Patriot air defense systems, Stinger missiles, rockets for HIMARS systems, and 155 mm artillery ammunition. President Trump reversed this decision and resumed deliveries, but with one condition. The weapons were to be purchased by European countries and then delivered to Ukraine. Germany already agreed to supply Kyiv with two additional Patriot systems, and later Norway announced it would help Berlin pay for them.
The American President also began losing patience with his Russian counterpart Putin. After a phone call with him, Trump expressed disappointment and later gave Russia fifty days to agree to a ceasefire, otherwise he would impose tariffs as high as one hundred percent on states that continued buying oil and gas from Moscow. At the end of the observed period Trump further shortened this ultimatum to ten days. The result was a meeting in Alaska, where Putin came to meet Trump. This summit took place the following month, but since it followed directly from these events, it is mentioned here. It can be said that it brought no tangible results, and from the Kremlin’s side it was again only a delaying tactics and a time-stretching game.
On the battlefield, the situation did not change much. Russia continued trying to attack and managed to advance, but only slowly and at the cost of heavy losses. This was true in particular in the Pokrovsk direction. In contrast, in the Sumy region of Ukraine the Russian offensive potential was exhausted and Ukrainian armed forces slowly advanced back toward the border.
Sad records
July in Ukrainian skies brought another sad record. The number of Russian drone attacks on Ukrainian cities was the highest since the start of the invasion, and the figure had been increasing for three months in a row. During the observed period Russia launched a total of 6,297 drones, which was fifteen percent more than the previous month. In addition, in July Russia fired 198 missiles and cruise missiles, the second highest number this year after June.
In the night of Friday July 4, the Russians broke a record for the first time in this period when they launched 539 Shahed kamikaze drones and 11 missiles and cruise missiles at Ukraine. The main target was Kyiv, where even the building of the Polish consulate was damaged. This was also the first of the political connections mentioned earlier – the strike came only a few hours after the phone call between Putin and Trump and was probably meant as a show of force. The very next night, on Saturday July 5, a Russian strike on Odessa also damaged the building of the Chinese consulate.
The new record lasted only a few days, and during the night of Wednesday July 9 the Russians broke it again. They sent 728 drones and 13 missiles and cruise missiles at Ukraine, aiming mainly at Lutsk and Zhytomyr. Ukrainian air defense shot down 303 drones and seven cruise missiles, and jammers disabled another 415 drones. Another large attack came on the night of Saturday July 12 and targeted western Ukraine, especially Lviv, Lutsk and Chernivtsi. Altogether 623 drones and other projectiles were launched. In contrast, during the night of Sunday July 13 everything was quiet. There was not a single drone or missile in the air. Ukraine had last experienced such a night on May 8, but during the day the Russians compensated for this and launched 60 Shahed drones.
When Trump threatened tariffs on states that continued trading with Russia, the response came during the night of Wednesday July 16 with an attack of 400 drones against targets across Ukraine. The defense shot down 198 drones and jammers disabled another 145, while the rest struck Kharkiv, Vinnytsia, Kryvyi Rih and other cities. On Tuesday July 29 Russian strikes killed 25 people and injured more than 50. The worst incident was at Bilenke prison in the Zaporizhzhia region, where 16 inmates died. A strike on a hospital in Dnipropetrovsk region killed three people including a pregnant woman, and in Kharkiv region five people were killed when the Russians attacked civilians waiting in line for humanitarian aid.
The worst attack in terms of consequences came at the very end of the observed period. During the night of Thursday July 31 the Russians sent 309 Shahed drones and eight Iskander missiles at Kyiv. Ukrainian air defense destroyed 288 drones and three missiles, but explosions on the ground killed 31 people and injured 159. Among the victims were children – two were killed and 16 were injured. In this last attack on Kyiv the Russians also used, according to the Ukrainian side, Shahed drones with jet engines. These are faster and can carry more explosives. It is clear that such drones are causing Ukraine increasingly serious problems. That is why in its own strikes on Russian territory during this period Ukraine focused on the supply chain for Shaheds. This was not only the factory producing them in Tatarstan but also plants producing electronics or chemicals needed for making drones or their explosives. Russian oil infrastructure was also an important target, and attacks against it intensified again.
Among strikes directly related to the fighting at the front, two were well documented. On Thursday July 3 Ukrainian drones destroyed a Russian ammunition depot in Khartsyzk in occupied Donetsk region. Its explosion was recorded on several videos. The day before, on Wednesday July 2, Ukrainian missiles eliminated the command post of Russia’s 155th Guards Naval Infantry Brigade in the village of Korenevo in Kursk region. This once-elite unit had already been practically destroyed in the fighting in Ukraine several times and had to be rebuilt repeatedly. Now its command was eliminated. The Ukrainian strike killed Major General Mikhail Gudkov, Colonels Nariman Shikhaliev, Leonid Bashkhardin and Sergei Ilyin, Major Shamil Murtazaliev and Captain Alexander Shipunov. These are only the names that are known. According to an obituary published by a Russian veterans’ organization, more than 10 officers were killed in this strike.
At the same time the Russians also managed something similar. In a strike on the town of Hulyaipole in Zaporizhzhia region Colonel Serhiy Zacharevych of Ukraine’s 110th Mechanized Brigade was killed along with at least one other officer, Dmytro Romaniuk.
The Ukrainian Air Force published a series of photos showing Su-27 fighters being prepared for a combat mission.
F-16 maintenance
During this period two reports also emerged concerning Ukrainian F-16 fighters. The “Come Back Alive” organization, with the support of the government company Ukrnafta, developed a mobile complex accompanying F-16s for the Ukrainian Air Force These aircraft must frequently move between air bases to avoid unwanted Russian attention, but not every base is equipped to service them and ready for combat. Now, when an F-16 arrives at a new base, such a mobile complex can be waiting. It includes a truck with a trailer for mission planning and pilot briefing. The system also includes mobile equipment for attaching weapons under the F-16’s wings. Previously, loading a single piece of ordnance required 10 to 12 people; with this equipment, three are sufficient.
A less positive report was that a traitor was operating within the ranks of the Ukrainian Air Force, attempting to provide Russia with information to help plan attacks on F-16 and Mirage 2000 bases. Ukraine’s Security Service arrested him at the end of the observed period. He faces the life sentence.
A Ukrainian F-16 fighter and the mobile complex that assists with aircraft maintenance during relocations between airfields.
Russian losses
During the observed period Russia verifiably lost three aircraft. None of these losses occurred during combat flights, and only one was directly connected to the war against Ukraine. The first two losses were accidents. On Tuesday July 1 a Su-34 fighter-bomber crashed near the Savasleyka airbase in Nizhny Novgorod region. The aircraft was on a training flight when its left landing gear failed to deploy during approach. The crew was ordered to eject, which they did. The navigator, Major Alexander Pavlov, however, suffered injuries during ejection and died. The accident may have been linked to greater wear and poorer maintenance due to combat operations in Ukraine. As a reminder, at the end of the previous period Russian aviation lost several Su-34s destroyed or damaged in a Ukrainian strike on Marinovka airbase near Volgograd. Within a single week it lost six of these aircraft.
Another accident occurred on Sunday July 6 deep inside Russian territory, near Kashtak airfield in Chita district of Zabaykalsky Krai. During a hard emergency landing, an An-2 bi-plane was irreparably damaged. The pilot and ten paratroopers were on board. Nine of the eleven people were injured. Why is this relevant to the war in Ukraine? Because the aircraft belonged to the paramilitary DOSAAF organization, established back in Soviet times, with the mission of “education for homeland defense.”
The third confirmed loss occurred in the night from Friday July 25 to Saturday July 26 at Armavir airbase in Krasnodar Krai. Saboteurs set fire to a Su-27UB. The fire damaged its tail section and probably also its engines.
A Russian Su-34 photographed on July 1 at the Savaslejka air base with one landing gear leg undeployed.
Major Alexander Pavlov was killed on July 1 in the crash of the Su-34.
Major General Mikhail Gudkov died on July 2 in a Ukrainian strike on the headquarters of the Russian 155th Guards Naval Infantry Brigade.
An An-2 belonging to the DOSAAF organization, which crashed on July 6 during paratrooper training.
A satellite image from Maxar dated August 20, 2023 shows the An-72 stored at the Odessa aircraft plant. It was destroyed at this location during the night of July 18.
Ukrainian losses
Ukraine lost five aircraft during this period. This happened twice during the Russian strikes on Ukrainian air bases. On Saturday July 12 a turboprop An-26 belonging to Ukraine’s State Emergency Service, which manages the country’s rescue forces, burned after a Russian strike on Chernivtsi International Airport. During the night of Friday July 18 a Russian strike targeted the Odessa Aviation Plant. Several buildings and hangars were destroyed or damaged. An An-72 was hit as well, however she had been standing unused since 2021 and was clearly not airworthy.
A much more serious loss befell the Ukrainian Air Force on Tuesday July 22 in Volyn region. After taking off for a combat mission, the pilot of a Mirage 2000-5F reported a critical failure of onboard instruments and ejected. The aircraft fell into a swampy area, leaving only a large crater that quickly filled with water. The pilot landed safely by parachute and was soon found by a search and rescue team. His condition was reported as stable. The State Bureau of Investigation began an inquiry into the accident. At this point there was also a positive development for Ukraine. France had originally planned to supply ten Mirage 2000-5Fs, but most recently doubled this number to twenty. It is not yet clear when all the promised aircraft will be delivered. France has a total of twenty-eight aircraft of this version.
The Ukrainian Army Aviation suffered two further losses. Both concerned the deployment of light aircraft against drones. The first was announced on Thursday July 3, but most likely occurred earlier. A tactical flight group of the Civil Air Patrol lost an aircraft in Kharkiv region. The crew survived without injuries. The aircraft type was not disclosed. In Dnipropetrovsk region, on Friday July 18, two airmen from the Odesa branch of the Civil Air Patrol, which was part of the 11th Army Aviation Brigade, were killed. The aircraft type was again not disclosed, but the patch of the unit shows a Yak-52. The pilot and unit commander, Colonel Konstantin Oborin, and the gunner Senior Sergeant Roman Kutsenko were killed. This happened during a combat mission repelling a Russian air attack. Their Yak-52 most likely fell victim to the close explosion of a Russian drone.
After the Mirage 2000-5F crashed into swampy ground on July 22, only a crater remained, which quickly filled with water.
Colonel Konstantin Oborin, the pilot who died on July 18 during a combat mission flying Yak-52.
Gunner Roman Kutsenko, who died together with Colonel Oborin on July 18.
The patch of the 11th Army Aviation Brigade, the unint in which Oborin and Kutsenko served.
Turbo Bumblebee with anti-drone rockets
The last two incidents underline just how dangerous the work of hunting Russian drones is. One of the pilots of the Ukrainian Civil Air Patrol with the callsign “Stalker” revealed that over seven months his aircraft had been damaged as many as 43 times. Each time, however, it was repaired and returned to action. It is certainly not the kind of activity insurance companies would be happy about. Ukraine, however, must search for and test every possible way to combat the threat of kamikaze drones. Russia is also constantly improving its Shaheds. Lately, they fly higher, carry larger explosive payloads, and above all, attack in ever greater numbers each month.
One option is to give light aircraft the ability to strike Shaheds from a greater distance. This is how the agricultural aircraft of Czech (or Czechoslovak) origin, the Z-137T, has appeared in Ukrainian skies. It is a successor to the famous family that began with the Z-37 Čmeliak (Bumblebee). The aircraft was captured on a short video. It sports green-gray camouflage and two white stripes on the rear fuselage, which are the Army Aviation markings. Under the center section, there are two additional fuel tanks, and two R-73 missiles under the wings. At the location of the missile pylons, two dark bands are visible encircling the wing, apparently reinforcements of the skin.
The R-73 missiles use infrared guidance with a range of 30 to 40 kilometers depending on the version. On the Z-137T they are mounted on AKU-73 pylons. The aircraft itself has no radar or other equipment for targeting drones. The pilot must therefore be guided into the proper area by a ground control station. From there the missile takes over, being fully autonomous and able to find the target on its own. For this, however, it requires electrical power. It is therefore likely that the Z-137T has been fitted with an additional generator for this purpose.
Voices were raised questioning the authenticity of the video on the grounds that the Z-137T lacks standard camouflage and the blue-yellow identification markings used at the front. It can only be said that none of the known photos of Yak-52 aircraft show a standard camouflage pattern either. They usually retain their original civilian paint, and some have even sported attempts at the wild camouflage schemes. The blue-yellow identification elements required in the combat zone are carried sparingly on Yaks as well, usually on the rudder only. These light aircraft do not operate near the frontline, but rather fight Russian drones in the interior.
The use of R-73 missiles has also been questioned, as they are allegedly too expensive to be wasted on Shaheds. Yet as shown in the previous examples, firing from close range at a drone carrying tens of kilograms of explosives can lead to the loss of the aircraft, and sometimes, tragically, of its crew. This applies not only to the Yak-52. Ukraine, lacking sufficient ammunition for ground-based air defense, has been forced to employ jet fighters against drones, and in the past has lost several MiG-29s and Su-27s this way. Even two of the four F-16s lost were destroyed by debris from downed drones.
For this reason, the use of R-73s fired from a greater distance is logical from a safety standpoint. Moreover, R-73s are not financially costly for Ukraine. These are older Soviet-made missiles of which it still has a considerable stockpiles. Over the past three years there has been no situation in which Russian and Ukrainian aircraft approached closely enough for the R-73 to be used in air-to-air combat. The lifespan of these missiles is not endless, so it is better to “spend” them on fighting drones. This is not wasteful: a Shahed can hit a valuable target, and it is far preferable to use such a missile than to allow the destruction of a power plant or industrial facility.
The Ukrainian Armed Forces have long employed R-73 missiles from various adapted ground launchers. The Z-137T is something similar, only much more mobile. It can also take off from unimproved grassy fields, making it more flexible and harder to destroy on the ground. Its use can also ease the burden in drone defense on jet fighters, whose operation is far more expensive.
Z-137T with a pair of R-73 missiles. Notice the dark band on the wing – this is probably a reinforcement of the skin.
The explosion of a drone next to the wing of a Yak-52. From the scale of the blast it is clear that hunting Shaheds is a dangerous business.
Some Yak-52 aircraft still fly in civilian paint schemes while hunting drones.
Other Yak-52s have received various wild camouflage patterns.
This MiG-29UB recently appeared in a Ukrainian Air Force video. On its nose it carries kill markings of three drones and one cruise missile. In the video it has four R-73 missiles under its wings. Aircraft like the Z-137T could help relieve jet fighters in this role.
Ki-115 Tsurugi
Text: Vladimír Šulc
Illustration: Piotr Forkasiewicz
Cat. No. 11192
The Ki-115 Tsurugi is a very specific aircraft, designed for kamikaze missions. It was a technologically simple aircraft that could be built quickly and in large series. Fortunately, the war ended in time for these aircraft to never see combat. Most of the 104 aircraft produced were delivered unpainted, with only the national insignia sprayed on. They never entered service; after the war, they were bulldozed to the edge of the airport and covered with dirt. And there they remain to this day. One relatively well-preserved example, transported to the US after the war, is now on display at the Pima Air and Space Museum in Arizona, right next to a B-29 Superfortress. That is, the aircraft that ended World War II and the associated bloodshed by dropping atomic bombs on Hiroshima and Nagasaki. Without this act, which is generally condemned today, further bloodshed would undoubtedly have continued. And the Tsurugi would certainly have played a significant role in it.
From the perspective of the genre we are currently focusing on, i.e., describing the events in the boxart of the kit, this is not very interesting. The aircraft did not fly or fight, so there is basically nothing to write about. Fortunately. However, what can be written about is the history of the creation of the Ki-115 kit. This is also an interesting story, and I will now tell it to you.
Eduard has a long history of producing plastic kits. We introduced the first two kits, the Sopwith Baby and Schneider floatplanes in 1/72 scale, in the fall of 1992. They were typical short-runs of the 1990s with all their shortcomings, lots of flash, no snap-fit parts, and not much detail. The moulds and moulding were initially provided by MPM, now Special Hobby. We then quickly began working with Pavel Vanďalík and his father, who also produced epoxy moulds, which they still do today, but because both are professional toolmakers, their moulds were of a much higher technological standard and the quality of the mouldings was much better. This was a big step forward, a huge leap in quality! At the end of the 1990s, we started building our own tool shop. We introduced galvanic electroplating, and so the moulds were already made in metal. However, all the master templates for the kits were still handcrafted. At the peak of this technology, they were produced by two master designers, Zdeněk Sekyrka and Jindřich Balon, who gradually built a team of casters, machinists, toolmakers, and moulders around them. However, the 1990s were also a time of rapid digitization and the advent of computers, and CAD programs, which were still new at the time, were penetrating all areas of industry. We had many years of experience with CAD design, and we began designing etchings on computers as early as 1990, and the same was true for decals.
We always knew that the old motto "give work to machines" still applied. With the arrival of the new millennium, we therefore embarked on a project to digitize the tool shop. We approached it generously, securing financing that enabled us to purchase high-quality machines, programs, and our first CNC milling machine for the time. We didn't skimp; we chose Unigrafix, now Siemens NX, for the design. We were also able to build the foundation of a design and programming team, which consisted of our employees as well as new experts from old engineering companies in the area that were being shut down at the time. Many of these founding figures are still with Eduard today, and what you receive from us is still their work. However, the beginnings were difficult. We learned a lot in training courses and we already knew a lot, but we were doing new things that no one had any experience with, and learning them came at a high price.
The first project we successfully completed was the engine for the Bf 108 in 1/48 scale. The next piece was more ambitious, a quarter-scale Sopwith Camel. We completed this project as well, but we weren't very satisfied. Some parts of the kit didn't look the way we imagined; it was all so rough and misshapen, and even the moulds didn't work the way we imagined. The next project was Curugi. We chose it not because we were Kamikaze at heart, although in retrospect it may seem that way, but because we needed a simple aircraft in which we could apply what we had learned from building the Camel and also try out some new things. The most important of these was riveting. We riveted the entire surface of the model and launched it on the market with great expectations at the beginning of 2004 and got a lot of criticism from reviewers. The biggest criticism was about the rivets. They wrote that the surface looked like it had been shot through with a machine gun and that this was definitely not the way to go. It was so intense that we decided to remove the rivets. At that time, we were already working intensively on the Mirage IIIC, which we did not rivet and made it in the classic way, with rivets only along the panelling. We returned to riveting eight years later with the arrival of another wave of innovation and the introduction of directly milled and spark-abrasive moulds made of Certal, a special aluminium alloy developed for the production of injection moulds.
Within sight of Malta
Text: Jan Zdiarský
Illustration: Antonis Karydis
Cat. No. 11194
The Mediterranean island of Malta was one of the most important strategic points in the area between southern Europe and Africa. It was said that whoever controlled Malta could control the supply routes between Italy and Morocco, Algeria, Tunisia, Libya, and the occupied part of Egypt. That is why fierce battles were fought over "British" Malta. The Italian Regia Aeronautica began bombing attacks in June 1940, and from 1941 the Luftwaffe took part in the effort, operating from mainland Italy and later from Sicily.
With the arrival of the Luftwaffe, the campaign intensified and reached its peak in 1942. However, the island itself was severely depleted, not only in terms of its civilian population, but also in terms of Allied military supplies, weapons, and equipment. British supply convoys were decimated, and despite the perseverance, ingenuity, and courage of the defenders, the British defense was on the verge of collapse.
The turning point came at the end of the summer of 1942, when the defending RAF began to gain the upper hand as the relentless Italian and, above all, German attacks were accompanied by ever-increasing losses. With the onset of autumn, the situation became critical for German and Italian airmen. The story of Antonis Karydis's box art with a colourfully camouflaged Ju 88 also belongs to this period.
One of the units involved in the bombing of Malta was KG 77. The commander of its II. Gruppe was Hptm. Heinrich Paepcke. This native of Watterscheid was an experienced bomber pilot at the age of almost thirty-two. His entry into the Luftwaffe in 1935 was preceded by service in the merchant navy (Handelsmarine) and a brief stint with the Wehrmacht. In 1939, he completed pilot training, and from then on, the Ju 88A dive bomber became his daily bread and later also his destiny.
This twin-engine aircraft perfectly fulfilled Hitler's desire for a Schnellbomber (fast bomber) capable of striking enemy positions at lightning speed and quickly returning to its own territory, while still having a chance to defend itself against enemy fighters. Although the role of the Junkers Ju 88 evolved and changed between 1939 and 1945, mainly because the nature of the war in its last two years significantly limited the use of Luftwaffe ground attack aircraft, the Ju 88's intended use as a bomber remained dominant almost until the end of the war.
Paepcke's first combat unit was Kampfgeschwader 30, which he joined in December 1939. After only a few months, in April 1940, he became commander of its 7th Staffel, and five months later he was awarded the Knight's Cross.
In October 1941, Heinrich Paepcke was promoted to Hauptmann and took command of II. Gruppe KG 77, with which he moved to the Mediterranean. From its Italian base in Comiso, his unit carried out attacks on Malta and its supply routes, mainly naval convoys, from January 1942 onwards. The Luftwaffe, along with the Regia Aeronautica, did not slacken in their attacks on RAF infrastructure, particularly in an effort to weaken the Allies' growing ability to inflict increasingly heavy blows on the attackers. Maltese airfields were therefore often among the bombing targets.
This was also the case on October 17, 1942, when KG 77 attacked Luga airfield in the southern part of the island. Shortly after 6:30 a.m., a group of seven Ju 88s appeared northeast of Malta, accompanied by approximately 25 fighters. Five Spitfires from No. 249 Squadron RAF took off from Ta Qali airfield almost immediately to engage the attackers, but no contact was made with the enemy. At 6:45 a.m., another eight Spitfires from No. 185 Squadron took off from Hal Far, soon joined by aircraft from Luqa Air Base – eight from No. 126 Squadron and four from No. 1435 Squadron. Southeast of the capital Valletta, approximately 12 miles from the easternmost point of Malta, the town of Żonqor, a battle ensued in which several Ju 88s were shot down and most of the others were forced to drop their bomb loads into the sea and turn back.
The pilot of one of the attacking Spitfires was US fighter pilot F/Lt Ripley O. Jones from Coopersown, New York, serving in the RAF Volunteer Reserve. During the clash with the Ju 88 group, he collided head-on with Heinrich Paepcke's Junkers. Both pilots were killed in the collision and their planes crashed into the sea. Some of the crew members managed to jump out of Paepcke's Junkers during the fall, were recovered out of the sea and captured (some sources state that the entire crew was killed).
RAF fighters claimed four bombers destroyed in this battle, including Paepcke's Junkers downed by Jones, two others probably destroyed, and one damaged. F/Lt. Jones was the only Spitfire pilot lost in this battle. One other Spitfire returned home damaged, its pilot unharmed.
Heinrich Paepcke was posthumously awarded the Oak Leaves (Eichenlaub) to his Knight's Cross and promoted to the rank of Major.
Despite fierce attacks, the Allies managed to protect Malta. After the victory at El Alamein, and especially after the Allied landings in North Africa in November 1942, Malta ceased to be important enough for Germany and Italy to continue their efforts, and the intensity of the attacks weakened considerably. Later, in the summer of 1943, the island became an important element in the invasion of Sicily.
Markings for Ki-115 1/48
COL A
The first phase of camouflage application
The Americans discovered a number of completed Ki-115s in a hangar of the Ota factory. The individual aircraft showed the process of camouflage painting. Firstly, the Japanese national insignia and a black anti-glare strip were sprayed onto the finished aircraft in natural metal color. Light gray paint was then applied to the wooden vertical tail surfaces, elevator, and canvas-covered ailerons.
COL B
The Second phase of camouflage application
The next step was to apply wide white Hinomaru borders to the fuselage and upper wing surfaces and part of the green camouflage paint around the white border.
COL C
The Third phase of camouflage application
The final phase of the camouflage was to spray the upper surfaces with dark green paint, while the lower surfaces were sprayed with light gray paint.
Marking for Ju 88A-4 1/48
COL A
1./KG 1, Kharkov-Voichenko, Soviet Union, January 1943
I. Gruppe Kampgeschwader 1 was formed on May 1, 1939, by renaming IV. Gruppe KG 152. The original KG 152 was named after Paul von Hindenburg, and the newly formed KG 1 also took on the name Hindenburg. This unit, initially armed with He 111 bombers, took part in battles over Poland, France, and Great Britain. It took part in the fighting over the Soviet Union with new equipment, namely Ju 88A bombers. In mid-1943, after a short rest in Germany, Stab, I. and II. Gruppe were transferred to the southern front. At the end of 1943, the entire Geschwader was equipped with He 177 Greif bombers. During their service on the Eastern Front in the winter months, the aircraft were repainted with washable white paint for better camouflage. Applying it in field conditions caused it to rub off and peel during operation. The aircraft bears the identification marks used on the Eastern Front in the form of a yellow stripe on the fuselage in front of the tail surfaces and yellow-painted undersides of the wing tips.
COL B
Hptm. Klaus Häberlen, CO of Stab I./KG 51, Bagerovo, Soviet Union, April 1943
The future recipient of the Knight's Cross, Klaus Häberlen, was born on April 14, 1916, in Geislingen. His military career began on April 1, 1935, in the Wehrmacht, and his aviation career began with studies at the Grosse Kampffliegerschule in Lechfeld on November 1, 1936. In August 1940, he was appointed commander of the 2. Staffel KG 51, armed with Junkers Ju 88s. He flew with KG 51 throughout his combat career, participating in approximately 300 combat missions, for which he was awarded the Deutsches Kreuz in Gold on March 18, 1943, and the Knight's Cross on June 20, 1943. In October 1943, after a verbal confrontation with Göring, he was relieved of his command of the unit and continued to serve in staff positions. He died on April 7, 2002, in Konstanz. During his time as commander of I. Gruppe KG 51, he used this Ju 88, which bore not only the KG 51 Edelweiss emblem on its nose, but also the emblem of his hometown, the coat of arms of the city of Memmingen. He is the author of the book A Luftwaffe Bomber Pilot Remembers.
COL C
4./KG 54, Catania, Sicily, spring 1943
After previous combat operations over France, Great Britain, and the vast plains of the Soviet Union, II. KG 54 was transferred to its sister unit, I. Gruppe KG 54, which had previously been operating with its Ju 88s on the southern front, mainly against Malta, the convoys supplying the island, and the fighting forces on African soil, as well as against Allied airfields and ports in Algeria, Libya, and Tunisia. KG 54 Totenkopf also participated in supporting German troops in the fighting in Africa. During deployment on the southern front, the camouflage of the aircraft was changed from the standard splinter pattern on the upper and side surfaces with RLM 70/71 colors and the lower surfaces in RLM 65 color, to upper and side surfaces sprayed with RLM 79 color, while the lower surfaces were in RLM 78 color. The upper RLM 79 was supplemented with waves in RLM 70 and white, while the lower surfaces received waves in RLM 70. The unit's emblem, a skull and crossbones, visible on the Ju 88 in previous battles, was slowly abandoned in 1943. The modeler can decide if he wants to place it on the fuselage, as it is not clear from the photographs of this aircraft whether it was there or not.
COL D
W.Nr. 140206, Hptm. Heinrich Paepcke, CO of Stab II./KG 77, Gerbini, Italy, October 1942
Heinrich Paepcke was born on December 11, 1910, in Wattescheid, Westphalia. In May 1929, he began his career in the merchant navy, he joined the army in July 1934, and enlisted in the Luftwaffe in 1935, to which he remained loyal until his death. After flight training, he was assigned to KG 30, armed with Junkers Ju 88s, in December 1939. In April 1940, he was appointed commander of the 7. Staffel, and in September 1940, he was awarded the Knight's Cross. On October 1, 1941, he was promoted to Hauptmann and appointed commander of II. Gruppe KG 77, which was at that time in rest and rearming at Ansbach Airfield, preparing for deployment on the southern front. Paepcke's unit was transferred to Comiso Airfield in Sicily in January 1942, from where it carried out attacks on Malta and against supplies being transported to the island. On October 17, 1942, Hptm. Paepcke and his crew were killed in a head-on collision with a Spitfire approximately 15 km off the coast of Malta during a raid on Luqa Airport. Heinrich Paepcke was posthumously awarded the Oak Leaves to the Knight's Cross and promoted to the rank of Major. The camouflage of his aircraft, consisting of splinter pattern of RLM 70 and 71 colors on the sides and upper surfaces, was supplemented with spots in RLM 65 and RLM 79 colors.
COL E
W.Nr. 1016, Lt. Johannes Geismann, CO of 1./KG 77, Catania, Sicily, September 1942
Johannes Geismann was born on June 20, 1920, in Hattingen in the Ruhr region and voluntarily enlisted in the Luftwaffe on November 15, 1939. After flight training, he was assigned to 1. Staffel KGr. 606 in the summer of 1941, specializing in attacks against shipping convoys. Geismann achieved his first success against ships on August 29, 1941, and his score kept growing even after the unit was transferred to Catania Airport in Sicily in December 1941. In September 1942, the unit was renamed 1./KG 77, and in December 1942, Lt. Geismann received the Knight's Cross for sinking 98,000 BRT of enemy ships. He continued sinking ships until August 1944, when he completed fighter training and subsequently transferred to the night fighter IV./NJG 1. He lived to see the end of the war and after the war joined the re-established Bundesluftwaffe, from which he retired on September 30, 1979, with the rank of Oberst im Generalstab. He passed away on August 15, 1994, in Aurich.
COL F
Lt. Gerhard Brenner, CO of 1./LG 1, Eleusis, Greece, March 1942
Gerhard Brenner, a native of Ludwigsburg in Württemberg, was born on August 29, 1918. On November 3, 1937, he joined the Luftwaffe and, after training, was assigned on November 28, 1939, to 2./LG 1, which was armed with Heinkel He 111s at the time. At the beginning of 1940, the unit received new Junkers Ju 88A aircraft, with which it participated in campaigns against France, Great Britain, Yugoslavia, and Greece. In May 1941, during the fighting against shipping convoys in the Mediterranean, he hit a British cruiser, and in July 1941 he was awarded the Knight's Cross. On June 14, 1942, luck abandoned Oblt. Gerhard Brenner's crew, after being hit by anti-aircraft fire during an attack on a convoy and its escort transporting supplies to hard-hit Malta, they were forced to abandon their aircraft 100 kilometers south of Crete. Part of the crew got into lifeboats, but they probably drowned in a storm south of the Gavdos island. The crew was never found...
Markings for Bf 108 1/32
COL A
Stab/JG 88, Legion Condor, Spain, 1938
The Legion Condor was an air combat unit sent to assist Spanish nationalists during the Spanish Civil War. The Bf 108 Taifun aircraft were serving with J/88 headquarters command and used for courier, observation, and liaison flights. The Bf 108s delivered to the Legion Condor flew in Spanish skies from July 1937 to May 1939, with 10 to 15 aircraft deployed there. All surfaces were painted RLM 63. White wing tips, a white rudder with a black cross, black circles on the fuselage, and black circles with a white cross on the wings were the markings of the Nationalist aircraft.
COL B
Germany, September 1939
The German pre-war colors were used to camouflage this Taifun. The upper surfaces were painted RLM 61, RLM, 62 and RLM 63 colors, the undersides were in RLM 65. The camouflage was probably painted over the original factory colors thus the stenciling is not apparent on contemporary photos.
COL C
I./JG 27, Innsbruck, Austria, 1941
The depicted Taifun served as a courier plane of the I./JG 27 and is portrayed here as it has been photographed on the Innsbruck air base in 1941. Fighter units commonly used this type for their courier, liaison and conditional flights. The plane had a standard camouflage scheme composed of fields of RLM 70/71 colors on the upper surfaces and RLM 65 on the undersides of the wing. Matriculation TI+EY was supplemented with the emblem of the I. Gruppe / Jagdgeschwader 27 on both sides of the nose section.
COL D
Sonderkommando Blaich, Tripoli, Libya, January 1942
Sonderkommando Blaich, named after its Commander, Hptm. Theo Blaich utilised the He 111 in Libya during 1942, but this liaison aircraft was part of their fleet as well. Taifun KG+EM was modified for service in tropical climate and also received a desert camouflage scheme composed of sand with green spots on the upper surfaces. The most interesting operation undertaken by this unit was a successful bombing raid on an Allied fuel storage facility on January 22, 1942, in which the depicted aircraft played a partial role as well.
Tail End Charlie
IPMS USA Nationals 2025
Text: Jakub Nademlejnský
This year's IPMS USA Nationals took place on the first weekend of August in Virginia, specifically at the Convention Center in Hampton. I would like to give readers, especially those from Europe, an idea of how such an American exhibition works, as probably no event organized in Europe lasts as long and offers such a rich program.
The whole event actually begins on Tuesday with preparations of the premises and setting up stands in the sales hall. However, we didn't set up our stand until Wednesday morning, which was better than last year when our goods didn't arrive until Wednesday evening. That was quite a problem, considering that the gates for visitors open on Wednesday after lunch. A large part of the visitors, especially the die-hard modelers, treat this event as a practically week-long affair. They flock from all over the United States to pre-booked hotels located in the immediate vicinity of the exhibition hall and spend the whole week there in the pleasant company of like-minded friends. The whole event ends on Saturday evening with the announcement of the competition results. During the week, around 50 seminars and workshops were held in beautifully furnished lecture rooms. The organizers also arrange bus trips to interesting places in the surrounding area. This year's excursions included the Mariners Museum, the Hampton Roads Naval Museum, the Military Aviation Museum, and the Nauticus Museum, which also includes the Iowa-class battleship USS Wisconsin. And I don't think it's even necessary to mention the dozens of vendors who had sales stands in the hall, which was the largest in the post-COVID period.
This year, there were almost 3,000 models on display, making this event one of the largest in the world. All in all, there is simply a lot to see and experience at IPMS Nats, and I would like to encourage readers from the US, Europe, and other parts of the world to attend next year's event, as it is definitely worth it.
Another difference from events in Europe is where IPMS will be held next year. Nats is held in a different location every year. Member clubs have the opportunity to present their proposal to host Nats after two years. IPMS USA members then vote during the event and select the winning proposal. So now we know that next year's Nats will take place on August 5-8 in Fort Wayne, Indiana, and in two years it will be July 14-17 in Huntsville, Alabama.
On behalf of the Eduard team, I can say with a clear conscience that we really enjoy attending this event. It is a unique opportunity for us to meet our customers face to face, hear their feedback on our products, which is mostly very positive, and feel that we are sincerely and warmly welcomed there. Last year, for example, a group of modelers helped us build our booth, and this year one of our customers, who is now also a friend, helped us deliver our goods to the booth on time. In short, America is full of nice and friendly people. This year, we also organized our first raffle at the Eduard booth. Thanks to the participants and their enthusiastic reactions, we had a lot of fun and will definitely repeat it next year. We are also considering including it in our sales booth at other exhibitions.
Finally, I would like to mention that this year we also had a first, namely a long lecture block, which Mr. Šulc and I split in half. He talked about the new products in the pipeline for the coming months, while I talked about 3D printers, the future of 3D printing at Eduard, and the new range of models that Eduard is preparing. One modeler took thorough notes and then wrote an extensive report on our lectures. If you haven't come across it on the internet, don't despair. During the end of summer and during the autumn, we will continue to publish our plans for the future that we presented at Nats. Vladimír Šulc has already started, giving a lecture at Velbloud competition in Pilsen. The highlight of these presentations will take place at E-day, where modelers will hopefully be able to purchase the first of this new series of kits. And that's all for today, I won't reveal any more, but you can listen to our new podcast with Kateřina Borecká, where you'll learn a little more. Have a great rest of the summer!
The lucky winner of the E-2C Hawkeye box art banner from the raffle.
USS Wisconsin, one of the attractions on the tour that was part of this year's IPMS.
The Atlantic Fleet anchored at Norfolk Naval Station. The third ship from the left is the Nimitz-class aircraft carrier USS George H. W. Bush (CVN-77).
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