10/2021

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  Vol 20, October 2021Vol 20, October 2021

  ISSUE 140

  INFOINFO

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  INFO

  EDUARDEDUARD

  ISSUE 140

  © Eduard - Model Accessories, 2021

  FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!

  This material may only be used for personal use. No part of the text

  or graphic presentations can be used in another publication in any other media form

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  permission of Eduard - Model Accessories and authors involved.

  Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.

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  eduardeduard

  EDITORIAL

  OCTOBER 2021

  KITS

  HISTORY

  BRASSIN

  PHOTO-ETCHED SETS

  BIGED

  RELEASE

  BUILT

  ON APPROACH

  October 2021

  November 2021

  HIND D Limited edition 1/48

  HURRISTORY: Hurricane Mk.I Limited edition 1/72

  F6F-3 Weekend edition 1/72

  MiG-21R ProPACK 1/48

  Spitre Mk.XVI ProPACK 1/48

  Spitre Mk.IIb 1/48

  MiG-21MF 1/48

  The Longest Day 1/72

  CONTENTS

  The very last of The Few

  THE KASSERINE AIR WAR

  The Biggless books

  TAIL END CHARLIE

  Published by Eduard-Model Accessories, spol. s.r.o.

  Mírová 170, Obrnice 435 21

  support@eduard.com www.eduard.com

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  Good Day, Friends

  You will note that I am not writing this in-

  tro on the day it is being posted. Typically,

  I write these things about a week in advan-

  ce. I even tried to get them ready two

  weeks in advance, but because the situa-

  tion on the front changes so much over the

  course of the two weeks between writing

  and posting that it simply became enough

  of a nerve wracking experience to more

  than offset any gains made in time freed up

  for other tasks. So I am writing this a few

  days in advance, and even like this, there

  can be changes that come about between

  now and the time of issue. As an example,

  a key player this week will be the weather.

  Despite its ups and downs, which this year

  have been into extremes, the weather has

  not been a big factor over the vast majority

  of our efforts. But that changes this week.

  For Saturday, we are organizing an intima-

  te walkaround at the field in Line, and for

  this event, the weather is absolutely key.

  Those that were present a year ago will

  remember. This was the last weekend of

  September, Spitfire Day in Line, and it was

  gorgeous. Practically ideal weather con-

  ditions. A week later in Jicin, it was the

  complete opposite for the Z-37 Cmelak

  display. It was cold with dark clouds close

  to ground level. Whoever moved about was

  soaked to the bone in no time at all. It was

  only thanks to the efforts of Jirka Slemr

  and his abilities that there was something

  to see that day. So right now, we again look

  to the sky in hopeful anticipation. Today and

  tomorrow are supposed to see the arrival

  of the Hurricane Mk.I, a dozen Trener air-

  craft, and tomorrow should see the timely

  landing of the Hind. For everything to come

  together in accordance with the plan, the

  weather will need to fully co-operate. The

  morning fog that likes to creep in over the

  field this time of year could be the least of

  our worries.

  The new kits for October were described

  in some detail in last month’s introduc-

  tion. I won’t get into repeating myself, and

  in any case, a thorough graphic description

  of each will be found in the pages of this

  month’s newsletter below. There is one kit,

  the Trener, that is officially a new Novem-

  ber release, but should have its premiere

  tomorrow in Line. I must admit that as of

  writing, on September 27th, I am not sure if

  we will have this item ready and on sale on

  Saturday. The reason for the possible delay

  is that all of the production molds are not

  yet functional, and it’s not certain that they

  will be put to work in time. Such forms need

  their time investment, and time is pushing

  us well beyond comfort levels. And Satur-

  day is bearing down upon us fast. We don’t

  want any unpleasant surprises. Either the

  Trener will be finished and ready, or, with

  apologies, I will be announcing its arrival at

  the end of October. But in either case, the

  real McCoy will be available for viewing in

  person, up close and personal. And this will

  be useful in the building of every Trener kit

  we release. And, in time, as we release one

  Trener after another, filling the internet

  with cries of ‘Jesus Christ, another Trener!

  Can’t you release something else besides

  the Trener?’, memories of the Trener in Line

  will be pleasant ones.

  Back in the day, a concept that varies with

  the individual, a Trener or a MiG-21 was

  for me a completely plain aircraft, one not

  worthy of a second glance. MiG-21s over-

  flew Most daily, and became more of a nui-

  sance than a point of interest. Treners were

  present at every Aeroclub airfield, and the

  Z-37 Cmelak could be found flying over

  pretty much any given field housing a crop.

  Only a rare few would crane their neck at

  the sound of an engine. But, when the Zatec

  based MIGs started their take-off run just

  across the street from Most, that was a dif-

  ferent league altogether. But times change,

  and you don’t see many MiG-21s flying

  these days. The Trener has become more

  of a point of interest, and is worth watching

  when you spot one until it disappears from

  view. It is no longer a plain aircraft, easy

  to find for those who want to look for it. It

  has become a historical item, approaching

  the level that the Spitfire and the Hurricane

  have occupied in the minds of our generati-

  on since birth. I admit that my realization of

  the charms of the MiG-21 came about as a

  result of our work on it, and it’s similar with

  the Trener. At some point, these ‘plain pla-

  nes’ became items of historical significan-

  ce, with stories to pass on, and with a fate.

  The same can likely be said for those that

  flew, or fly, these aircraft, and for those that

  care for them through hard work, keeping

  them airworthy. We have witnessed the

  passion many times, for over the past thir-

  ty years, we have visited and gone through

  many museums, restoration shops, histo-

  rical pieces, air bases and manufacturing

  facilities. But everything that this passion

  brings to the table didn’t really occur to me

  until the work on the Trener was underway.

  It was with this airplane that I grew up and

  got old with, and I feel like we are becoming

  historical items together. If I ever have built

  a model to which I have a connection, it is

  this little treasure. But, don’t think that we

  went into this project because of my perso-

  nal connection to it. That came to light after

  the project was begun.

  I must add that the L-200 Morava is a type

  that I fell in love with on first sight. I had ne-

  ver flown in one until recently, when I was

  given a ride by Michal Vlacilik, former co-

  -owner of Gavia and today, an active pilot.

  Now, my infatuation with the type is com-

  plete. It took me to the Gathering of Cze-

  choslovak Aircraft in Vyskov on September

  5th, and I enjoyed every minute of the event,

  not just the flight. There were, if I counted

  properly, 28 Trener aircraft there, all in

  a wide variety of markings, and I reco-

  mmend as close a look at the aircraft as

  possible to anyone that has doubts as to

  the type’s attention grabbing potential. The

  term ‘eye candy’ comes to mind. And as

  long as we are reminiscing, remember Ga-

  via? They made some nice kits, such as the

  Po-2 and the L-410. Compared to modern

  standards, they are simple kits, but you are

  unlikely to see a new kit of an L-410 come

  out anytime soon. We issued their Lysan-

  der not long ago as a Limited Edition kit,

  and not for the first time, either. The boys

  at Gavia even made some masters directly

  for Eduard, such as the Fokker E.III in 1:48th

  and the 1:72nd scale L-39 Albatros. It’s in-

  teresting to note that there are no ques-

  tions come to me about the E.III, but quite

  a few for the L-39. It tells me that perhaps

  the time is right to revisit and correct the

  molds, and get moving on it…

  There are a lot of new items for October.

  I figure the number is somewhere around

  seventy. They can all be found referenced

  in this newsletter, so I will only point a few

  of them out to you here. Last month, I men-

  tioned the Limited Edition Hind D in 1:48th

  and the 1:72nd scale Hurristory. I will just

  repeat that the Hind D has its base in the

  Zvezda kit with Mi-24D conversion parts

  and decals strictly for Czechoslovak, Czech

  and Slovak Hinds. A part of the contents

  is made up by a publication by Jaroslav

  EDITORIAL

  eduard

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  INFO Eduard - October 2021

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  Spacek, who will fly into Line tomorrow

  aboard an actual Mi-24. The 1:72nd scale

  Hurristory kit is based in the Arma Hobby

  plastic, supplemented by our usual photo-

  etched brass, resin and decals to our cu-

  rrent standards. The 1:72nd scale F6F-3 is

  making a return in the Weekend Line, and

  along with that, several other boxings of the

  Hellcat are making a re-appearance. Within

  the list of re-editions are things that went

  out of production as a result of December’s

  fire, including the 1:48th scale MiG-21R, with

  new instructions and decals, and the Bubb-

  letop Spitfire Mk.XVI.

  The release schedule also includes new

  accessory items for new kits released in

  both September and October alike. The-

  re are new Space and Look sets for all

  new September releases. In last month’s

  newsletter, I made mention of new Brassin

  sets, manufactured not as resin castings,

  but as 3D prints. These are now availa-

  ble among October releases. They include

  things for the Camel, in the form of bomb

  racks with bombs and two engines… the

  Bentley and the Clerget. Have a look at

  them. They will show you the future of the

  Brassin line! Also mentioned in the last

  newsletter was the fact that the new Falang

  missiles for the Mi-24D would be printed,

  but these have ended up as being resin

  castings, just as these items are in the Li-

  mited Edition kit of the Hind D. Unfortunate-

  ly, our manufacturing capacity couldn’t han-

  dle the demand placed on it by these items

  together with everything else. The demand

  placed on just these Hind items came to

  about the same as the monthly demand

  placed by the rest of the entire Brassin line

  for the month. This prompted us to order

  another printer, so this situation will im-

  prove significantly soon. I would also like to

  point out the resin cockpit for our Spitfire

  Mk.V. For now, the only kit that this is desti-

  ned for is Eagle.s Call, but the possibilities

  will expand, as we will be releasing various

  models of the Spitfire Mk.V in the months

  to come. This will continue with Novem-

  ber’s Limited Edition release dubbed The

  Sweeps, dedicated to the Spitfire Mk.Vb in

  both early and late versions. We also have

  the 1:72nd scale cockpit for the very popular

  ‘Desert Babe’ Tornado kit. The demand for

  this item has continued to skyrocket to the

  point that it will be one of the few Limited

  Edition kits to see a re-release, and this will

  come in December of this year. Then, there

  are a number of wheel sets, such as for the

  Mi-24, the Trener, B-17G, Me 163B, and for

  the F-4B Phantom II from Tamiya. Not a bad

  list, no?

  Turning our attention to photoetched and

  masks, we find more interesting items.

  As an example, I would point out the 72nd

  scale sets for the Vulcan B.2 from Airfix,

  for the Special Hobby Ki-54 and the 48th

  scale Ar-234B from Hasegawa/Hobby2000.

  In 1:48th scale, we have accessories for the

  aforementioned M-24D which, among other

  things, includes the troop compartment.

  For the ship people, we have the first two

  of four sets for the USS Intrepid in 1:350th.

  Note that this is for the post-war Intrepid,

  not the one anchored in New York. There are

  a couple of sets in 1:35th to satisfy the AFV

  guys, covering the Ferdinand from Amusing

  Hobby and the TOR M-2/SA-15 Gauntlet

  from Zvezda. I think that the latter is an an-

  ti-aircraft system of some sort, and I admit

  that, despite serving in an anti-aircraft de-

  fense unit, I have no idea of what this item

  looks like. And I will say that although I hail

  from the 17th Tank Regiment’s anti-aircraft

  component, I do like aircraft! When I served

  with this unit, our main opponent was figu-

  red to be various versions of the AH-1 Cob-

  ra. One of our October Big-Ed releases is

  for the AH-1G in 1:32nd scale, and another

  two are for the aircraft carrier USS Langley,

  in two different time periods, and to this we

  add two 1:48th scale sets covering the Ki-

  netic F-84F and the Zvezda Mi-24P. You can

  see that in October, the Hind is extremely

  well represented. We even have stencil data

  in the 48th scale Eduard Decal line covering

  the F-4B and the Z-226, the P-51D in 32nd,

  and the 72nd scale Hurricane Mk.I. In the

  decal line in 1:48th scale, we further have

  a sheet for the US Navy F-4B.

  On September 11th, Hotel Olympic was the

  site of the Czech Republic National Champ-

  ionships in plastic modelling. I had the ho-

  nor of presenting the award of the overall

  winner, and although I could not be in atten-

  dance over the entire event, I came away

  with the impression that it was very nice

  event. There were some amazing exam-

  ples of work on display, and the event was

  well organized with a friendly atmosphere.

  I think it was the best such event in a long

  time. My only issue with the event cannot

  be blamed on either the organizers nor

  the participants. I refer to the respirators.

  During my presentation of new, upcoming

  items, all in attendance were wearing re-

  spirators and it was impossible to see any

  reaction, interest or disinterest, on what

  was being said. It was kind of like talking

  to a room full of robots, not people. It threw

  me off, and I suspect that this was evident.

  I know I mumbled on more than one occasi-

  on and I apologize for this to those in atten-

  dance. It won’t happen again. I am really lo-

  oking forward to the day when we can say

  goodbye to these stupid masks once and

  for all.

  With respect to the Championships, there

  has appeared in discussion forums the opi-

  nion that the separation of this event from

  E-day was due to Eduard’s lack of desire to

  work with the SPCzR. That’s pure nonsense.

  The Championship went ahead on its own

  partly because E-day has had to be twice

  cancelled. Being a smaller event, the Cham-

  pionship was able to go ahead as a stand

  alone entity. We have decided, together with

  all relevant parties, that this format works

  well, and should continue. Eduard will con-

  tinue to support the Championships and

  will continue in its sponsorship, weather it

  continues on as a separate event, or again

  becomes a part of E-day.

  A full report and photo gallery from the

  Championships of the Czech Republic can

  be found in November INFO.

  Our full support is also being extended to

  this year’s CzR Championships in Junior

  Plastic Modelling in Obrnice.

  And that is all for today. I wish you all, as

  always, a pleasant read of the following

  pages. I will just end up with a mention of

  the historical articles, an integral part of

  our e-magazine. They are for the most part

  consistent with the themes of the new re-

  leases. For the Hurricane, we have the Mira

  Baric article about the last surviving pilot

  from the Battle of Britain, John Heming-

  way. For the Spitfire Mk.V and the Eagle’s

  Call kit, we have the loosely related article

  by Andrew Arthy, and associated with the

  Camel, we have the Richard Plos article on

  W.E. Johns.

  Happy Modelling!

  Vladimir Sulc.

  eduard

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  INFO Eduard - October 2021

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  The Battle of Britain lasted from July 10, 1940, till

  the end of October 1940 with the heaviest fighting

  taking place in August and September. Accor-

  ding to the official statistics 2937 aviators from

  RAF fighter units participated in it. They were

  decorated with the Battle of Britain Pin which

  was awarded to fighter squadrons‘ members

  for at least one combat mission during that pe-

  riod of time. In addition to the fighter pilots, the

  members of the RAF Bomber and Coastal Com-

  mand units participated in the Battle. They flew

  reconnaissance missions over the ocean and

  attacked the landing crafts gathered by Germans

  in the ports of the occupied Europe.

  Britons lost 1,500 aircraft in total, and 544 figh-

  ter pilots were killed. Moreover 718 bomber air-

  crews and 280 members of the Coastal Commad

  lost their lives. German losses amounted 2,000

  aircraft, almost 2,600 aviators were killed and

  another 900 were taken prisoners of war. More

  than 14,000 British civilians were killed during

  the bombing raids. Not only Britons fought in

  the Battle. Out of 2,937 fighter pilots there were

  2,342 of them, the rest was represented by other

  nationalities. The Battle of Britain Pin was awar-

  ded to 145 Polish pilots, 127 New Zealanders, 112

  Canadians, 88 Czechoslovaks, 32 Australians,

  28 Belgians, 25 South Africans, 13 Frenchmen,

  10 Irishmen, nine Americans, three airmen from

  Rhodesia and one each for pilots from Barbados,

  Jamaica, and Newfoundland. On the German

  He could not stand bloodallies took part in the

  smaller scale bombing raids.

  Nezniesol krv

  One of ten Irish veterans of the Battle of Britain

  is John „Paddy“ Hemingway. He was born on

  July 17, 1919, to a rich family in Dublin. Contra-

  ry to the prevailing catholic religion in Ireland,

  his family was of the Anglican faith. He received

  the private education and was a member of the

  boys‘ choir in the ancient St. Patrick’s cathedral

  in Dublin. According to his own words he was

  not very successful in this, and his career was

  not headed in that direction. His parents wanted

  him to become a surgeon, but this career was

  marred by one substantial detail – John Hemin-

  gway could not stand looking at blood. In 1937 his

  father brought him to London for an interview

  with the RAF resulting in his acceptance in 1938.

  At that time little did he suspect that he will see

  pools of bloods pretty soon. After he completed

  the fighter training in the spring of 1939, he was

  assigned to No. 85 Squadron equipped with Ha-

  wker Hurricanes. While serving with this unit, on

  September 3, 1939, he was caught up with the

  Britain’s entry in the WWII. They woke him up and

  ordered him to get ready for a scramble. When

  20 years old Paddy was running across the De-

  bden airbase tarmac to his Hurricane, he reali-

  zed it was all for real. He promised to himself

  to learn and master everything regardless of the

  circumstances. Later this commitment helped

  him on many occasions.

  First victories

  Hemingway’s No. 85 Squadron became the part

  of the Air Component of the British Expeditio-

  nary Force in France. The squadron was mostly

  engaged in the air patrols over the Channel. As

  a part of a bet Paddy grew moustache while in

  France and he continued wearing it until now.

  The relative lull in fighting ended on May 10, 1940,

  when the current sitzkrieg escalated into bli-

  tzkrieg. At Lille/Seclin airbase, home of No. 85

  Squadron, the alarm was sounded at 04.10. On

  that day John Hemingway flew four sorties and

  during one of them he shot down a Heinkel He

  111 bomber. On the day he added also Dornier Do

  17 to his score but while attacking the German

  motorized convoys he was hit by flak and had

  to make an emergency landing near Maastricht.

  He joined the crowd of fleeing Belgium citizens

  and on May 15, 1940, the British Army got him

  back to Lille/Seclin base. During this period He-

  mingway stuck a close friendship with Richard

  Hugh Anthony Lee, nicknamed Dickie. Their fa-

  tes were similar in many ways. During the bli-

  tzkrieg opening days, Lee shot down even four

  German airplanes and since he had shot down

  He 111 from Stab/KG4 into the sea near Boulogne

  There were already very few left 81 years ago. Win-

  ston Churchill nicknamed them The Few. Today

  only one is still alive. John Hemingway, the last

  pilot who in 1940 took part in the Battle of Britain.

  Photo: Royal Air Force

  No. 85 Squadron pilots at Church Fenton airbase. From the left F/O John Hemingway, P/O Geofrey Howitt, F/O James

  Marshall and kneeling is S/Ldr Peter Townsend with the unit’s mascot Kim. All the way to the right is F/O William Carnaby

  with a propeller blade carrying marks of more than 140 kills achieved by the squadron.

  HISTORY

  THE VERY LAST OF THE FEW

  TEXT: MIRO BARIČTEXT: MIRO BARIČ

  THE VERY LAST OF THE FEW

  eduard

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  INFO Eduard - October 2021

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  Photo: Imperial War Museum

  Photo: Imperial War Museum

  on November 21, 1939 (very first victory of the

  No. 85 Squadron in the WWII), he became an ace.

  However, Lee too was hit by the AA fire on May

  11, 1940, when he was pursuing another bomber

  at the very low altitude. He was held captive for

  a while but managed to escape, sourced the ci-

  vilian clothing, and sneaked behind the Allied

  frontlines.

  After eleven days of the intense combat, No. 85

  Squadron claimed 89 kills of the Geman aircraft.

  At the same time the unit suffered high losses.

  Two pilots were killed, nine were missing in ac-

  tion and six were wounded. Only three Hurri-

  canes remained airworthy. Decision was made

  then to retreat back to Debden. That decision

  actually affected all other AC fighter units which

  between May 20 and May 22 returned from

  France to Britain. After Hemingway’s return, he

  was transferred to 253 Squadron for a short

  time while Lee ended up with No. 56 Squadron.

  With their new units they both took part in the fi-

  ghting over Dunquerke. On May 27 Lee was shot

  down there and spent an hour in the sea until he

  was fished out. The friends were reunited at No.

  85 Squadron again. Hemingway re-joined the

  unit on June 15, 1940. After the Battle of Britain

  commenced, he had four months of almost dai-

  ly combat flying ahead of him. After that many

  years that time became one blurred mass, but

  some intense experiences still remain clear in

  Paddy’s memory.

  This was thanks to an extreme stress, grief from

  the loss of the friends but also a drill necessary

  for one‘s survival. He always flew wearing only

  a shirt with rolled up sleeves to have his hands

  free in the cockpit as much as possible. During

  the high-g maneuvers during the dogfights he

  sometimes became unconscious. And up until

  today he remembers that he had to shoot very

  short bursts and aim accurately because Hurri-

  cane only carried the ammunition for 14 seconds

  of fire. He said they were ordered to avoid com-

  bat with German fighters and focus their atten-

  tion on the bombers. While entering the cockpit

  he always carefully made sure that the sliding

  canopy worked smoothly. In case he needed to

  bail out the stuck canopy would cause him to

  be burn alive in the cockpit. His prudence paid

  off-during the Battle of Britain as he had to lea-

  ve the cockpit twice against his will. First time

  it happened on August 18, 1940. While chasing

  Junkers Ju 88, the German gunners‘ defensive

  fire hit him. It was over the mouth of Thames

  and John ended up in the sea. He was plucked

  out by a rescue boat after two hours. However,

  his friend Dickie Lee perished in the same fight.

  Last time he was seen he was pursuing German

  bombers 39 miles east off the English coast. He

  has never returned. He was 23 years old, and his

  score stood at nine kills.

  Empty seats

  Memories of his dead friend deeply touched He-

  mingway until today. However, he remembers

  other empty chairs at the mess hall table. “The

  fate was not democratic. New pilots who logged

  only couple of hours in Hurricane lacked the in-

  stincts of the old hands a were very vulnerable

  in combat. Therefore, many of them did not last”,

  remembers Hemingway after many years. Bare-

  ly two weeks from first bail out passed, and Pad-

  dy had to do it again. It happened on August 26

  in the afternoon when Luftwaffe dispatched two

  groups of fighters on a free hunt to clear the path

  for three groups of bombers headed towards

  RAF airports. RAF launched ten squadrons of

  fighters including No. 310 Czechoslovak Squad-

  ron for which it was the very first encounter with

  the enemy. Let’s go back to No. 85 Squadron. The

  unit took off at 14.50 and was patrolling at the

  altitude of 15,000 feet. Pilots were vectored to

  Maidstone area, where they made contact with a

  group of bombers. In the combat report the unit

  stated there were 15 Dorniers Do 215, actually

  they were Do 17 from KG 2. Some 5,000 to 10,000

  feet higher they were covered by 30 Messer-

  schmitts Bf 109. Hurricanes of No. 85 Squadron

  attacked the bombers head on and managed to

  separate three of them out of the formation. Bri-

  85 Squadron ground personnel playing ball at Lille/Seclin airbase in France in November 1939. Hurricane in the

  background is the older version with fabric covered wings and two-bladed propeller.

  Hurricane P2923 VY

  -

  R in July 1940, landing at Castle Camps, a satellite airport for Debden base.

  HISTORY

  eduard

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  INFO Eduard - October 2021

• Page 8

  tish fighters then focused on these three aircraft

  and shot down all of them. One Dornier crash-

  -landed in Rochford, the second crashed east of

  Eastchurch and the third one plunged into the

  sea some 10 to 15 miles east of Foulness.

  Squadron report stated that these three bom-

  bers were shot down by all pilots and none of

  them claimed individual kill. Besides, while clim-

  bing, F/O Woods-Scawen hit the belly of one

  Bf 109 with three-seconds burst and observed

  pieces of debris flying in all directions. Right after

  that he had to perform an evasive maneuver and

  did not see the Messerschmitt fall, therefore he

  claimed it as probable. John Hemigway flew as

  Blue 2 and, in his report, stated, that he made se-

  veral passes on three shot-down Dorniers. Then

  he started to climb to attack the Bf 109s but they

  were faster. While he was climbing two cannon

  bullets hit him. One penetrated fuselage behind

  the cockpit, while the second one hit the engine

  on the starboard side. The engine immediately

  heated up red and the Hurricane cockpit became

  unbearably smelly and hot. John did not hesitate

  a moment, jettisoned the canopy and bailed out.

  He was afraid though, that the German fighters

  could shoot at his parachute, therefore he ope-

  ned it only after reaching the clouds at 8,000 feet.

  He landed in the wet soil of Pitsea Marshes and

  his Hurricane P3966 plunged into the soft ground

  of Fobbing Marshes.

  History is not fond of the word “if” but let’s take a

  little detour here. Had Paddy Hemingway served

  with the French or Soviet Air Force he would

  have become an ace on that day. The French re-

  portedly credited the kill to each pilot who par-

  ticipated in the dogfight and in the Soviet Union

  there was a category of group kills besides indi-

  vidual ones. According to his report, Hemingway

  was shooting at all three Dorniers but they were

  not officially credited to him, therefore his score

  remained at two kills from May 1940.

  Pulled trigger

  The place of Paddy’s Hurricane crash was loca-

  ted in 1987 and a year later the Essex Historical

  Aircraft Society made a first attempt to recover

  the wreck. They managed to find one landing

  gear leg and two Browning machine guns, other

  parts were buried too deep. The excavation was

  renewed in 2019 and several organizations par-

  ticipated in it. Nineteen feet deep they found fab-

  ric- covered tail of Hurricane P3966, a tailwheel

  and a half of destroyed Merlin engine. The last

  artifact they were able to locate was a propeller

  spinner, 36 feet deep. When they recovered the

  control stick the machine guns trigger was stuck

  in the firing position. Paddy, who was 99 years

  old at that time, was in Ireland watching the re-

  covery of his airplane on television.

  Eighty nine years ago he did not have too much

  time for recuperation and had to be back in com-

  bat again. Several day later he paid Luftwaffe

  back for his shooting down when he damaged

  a Bf 109. Barely a month later he had an accident

  again, this time without the enemy interference.

  During the fly-over on September 22, due to the

  worsening weather conditions, he had to make

  an emergency landing near Church Fenton. At

  that time No. 85 Squadron was suffering such

  losses that there were only seven pilots on duty,

  including John Hemingway. Squadron comman-

  der, Peter Townsend (an ace with eleven kills

  and later lover of Princess Margaret) was woun-

  ded, both flight leaders were killed and shortly

  after the Squadron lost a new commander as

  well. Therefore, the Air Chief Marshall, Hugh

  Downing withdrew the unit from the combat as

  a very first one.

  Townsend, who Hemingway valued very high-

  ly as a first-class commander, recognized the

  signs of a serious fatigue of his subordinate

  and arranged for his transfer to less demanding

  tasks. In July 1941 Paddy was decorated with DFC

  and became a training instructor and later a fli-

  ght controller. During the invasion to Norman-

  dy, he controlled the fighters from the ground.

  He missed flying though and in September 1944

  he was transferred to Italy where he was given

  command of the No. 43 Squadron equipped with

  Spitfires. Luftwaffe was rarely seen in the air, so

  Paddy’s new unit dedicated itself to attacking the

  ground targets. “The Germans were retreating,

  HISTORY

  John Hemingway with his comrades at the outbreak of the war.

  Photo: Royal Air Force

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  INFO Eduard - October 2021

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  John Hemingway served in RAF for more than 30 years.

  Paddy lives in a senior housing in Ireland and still wears the moustache.

  He rose to the rank of a Group

  Captain. In the picture he is

  seen with Queen Elizabeth II.

  HISTORY

  and we were helping them with it” he commen-

  ted. During such an attack he was hit by flak and

  was shot down fourth time in his career and had

  to bail out for the third time. It happened on Ap-

  ril 23, 1945. Once on the ground, thankfully the

  Italian guerrillas got to him first. They dressed

  him into peasant’s rags, so he would not draw

  attention, and sent a little girl with him. She sho-

  wed him a way to Allies throughout the German

  positions. He feared for life of this girl more than

  of his own but ultimately all ended well.

  After the war ended, Paddy married Bridget and

  they had three children: Susan, Michael, and Bri-

  an. He remained in the RAF service and gradu-

  ally rose to the rank of Group Captain. He also

  served as RAF Leconfield airbase commander,

  a staff officer at NATO in France and worked at

  the Ministry of the Aviation. He retired in Sep-

  tember 1969. His wife passed away in 1998 and

  after that he stayed for some time with his dau-

  ghter in Canada. He has always wanted to re-

  turn home and he finally did it in 2011 when he

  relocated to Dublin. He currently lives in a senior

  housing there.

  Be Irish!

  In May 2020 William Clark passed away at the

  age of 101. He was a Battle of Britain veteran as

  well. In 1940 he flew with No. 219 Squadron as

  an air gunner on Bristol Blenheim and later as

  a radar operator on Bristol Beaufighter partici-

  pating in four night kills. Hemingway remained

  alone, as a very last living aviator out of The Few

  mentioned by Churchill. Then he granted seve-

  ral interviews for media, up until that time he

  avoided any public presentation. He even kept

  such a low profile that in 2018 he was listed as a

  deceased aviator which did not escape his son’s

  attention to have the mistake corrected. “During

  the war all my closest friends died, and I con-

  sidered memories of them a very private thing.

  Once I became the only Battle of Britain survivor

  it made me think about those events again” he

  told the Telegraph last year. It is not the honor

  he cares about. If it can bring the attention to the

  sacrifice of the others however it will be satis-

  fying for him.

  John Hemingway is 102 years old now and the

  journalists could not refrain from asking for

  a recipe for his age. It seems it has something to

  do with a sense of humor. Paddy reportedly an-

  swered this question of the Irish Times: “I cannot

  tell you not to drink. I cannot tell you not to fool

  around with other people. I cannot tell you not to

  fly an airplane. I cannot even tell you not to shoot

  and let others shoot at you. I have done all of this.

  But I am also Irish. So, the only advise I can give

  to the people is: Be Irish!”

  Sources

  www.tracesofwar.com

  www.bbm.org.uk

  www.aviationarchaeology.co.uk

  www.battleofbritain1940.net

  www.cbfs.org.uk

  www.irishtimes.com

  www.telegraph.co.uk

  Šnajdr, M.: Hawker Hurricane Mk. I, Ostrava, 1991

  Holmes, T.: Esa na Hurricanech, Brno, 2009

  Photo: Royal Air Force

  Photo: Royal Air Force

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  INFO Eduard - October 2021

• Page 10

  HISTORY

  Land War Situation

  Since Generalfeldmarschall Rommel’s defeat

  at El Alamein in Egypt and the Anglo-American

  invasion of Morocco and Algeria in November

  1942, the Axis troops in North Africa had very

  much been on the defensive. By early Febru-

  ary 1943, they had been expelled from Libya,

  leaving eastern Tunisia as their only foothold

  in North Africa. Desperate to stave off a loo-

  ming defeat, the German commanders planned

  a strong counteroffensive in central Tunisia.

  There was to be an initial attack on the Ame-

  rican-held village of Sidi Bou Zid, aimed at de-

  stroying Allied forces in the area, followed in

  subsequent days by a detachment of Rommel’s

  Deutsch-Italienische Panzerarmee moving

  against other American troops at Gafsa. There

  were some vague ideas of a subsequent drive

  towards Tebessa and then all the way to the Al-

  gerian coast to cut off the Allied army in Tunisia,

  but it depended on how the situation developed.

  Opposing the Axis army in central Tunisia was

  the U.S. Army’s II Corps, but its line was not

  strongly held, and the troops were very green,

  so it was an obvious target for Rommel’s attack.

  By the evening of 13 February, the Americans

  at Sidi Bou Zid were aware of the imminent

  Axis offensive, and prepared themselves as

  best they could for the coming onslaught. The

  U.S. Army had reserves in the region, but the

  German and Italian army was undoubtedly the

  stronger in central Tunisia when it began its

  offensive.

  The Air Forces

  In terms of air forces, the Allies would initia-

  lly rely entirely on the inexperienced airmen

  of the American XII Air Support Command (XII

  ASC) for operations over the Kasserine re-

  gion. As the name suggested, XII ASC was an

  army support formation, based at Thelepte

  and Youks-les-Bains and consisting of Spitfire

  fighters, reconnaissance and ground-attack

  The Battle of Kasserine Pass in mid-February 1943 is one

  of the most famous of the Second World War, renowned as

  Generalfeldmarschall Erwin Rommel’s last victory in North

  Africa. Despite bad weather throughout the battle, it was also

  witness to some ferocious but sporadic air fighting over the

  mountains and plains of central Tunisia. The initial results

  of the fighting went very much in favour of the Germans and

  Italians, as the inexperienced Americans were taught some

  harsh lessons in the heat of combat, but overwhelming An-

  glo-American numerical superiority on land and in the air

  eventually turned the battle in favour of the Allies. In the

  eleven days between 14 and 24 February 1943, Spitfires,

  FW 190s, Stukas, Bf 109s, Airacobras, Bostons, P-38s and

  a variety of other aircraft engaged in a deadly duel, with more

  than 60 aircraft of all nationalities destroyed, as Allied and

  Axis tanks and troops slugged it out on the ground below.

  Photo: O'Boyle

  A Grant tank from the 1st Armored Division advancing during the Battle of Kasserine Pass.

  Photo: Wikimedia Commons

  The Kasserine Air War

  TEXT: ANDREW ARTHY

  XII ASC aircraft at Youks-les-Bains. It was a vital airfield during the Battle of Kasserine

  Pass, serving as a base for American Spitfires, Bostons, P-38s, and P-39s.

  eduard

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  INFO Eduard - October 2021

• Page 11

  HISTORY

  Airacobras, Boston bombers, and a French

  P-40 fighter unit (see Table 1 for details). As

  the Allied situation worsened, XII ASC would be

  reinforced by the Spitfires of the 52nd Fighter

  Group, and American and British units of other

  commands would be desperately called upon

  from all over Tunisia and Algeria, including RAF

  Spitfires, Hurricanes, and Bisleys piloted by

  combat veterans, and American P-38s, B-25s,

  B-26s, and B-17 heavy bombers.

  The Axis devoted a comparatively small air

  force to the Kasserine Pass battles, although

  their airmen were battle-hardened compared

  to the Americans of XII ASC. The Italians co-

  mmitted almost none of their air force to the

  battle, so the burden fell on the German Flie-

  gerkorps Tunis, which had two subordinate

  commands, Fliegerführer 2 in northern Tunisia

  and Fliegerführer 3 in southern Tunisia. They

  were both tactical headquarters, with fighters,

  fighter-bombers, Stukas and short-range re-

  connaissance units on strength (see Table 2).

  Kairouan, Gabes and Matmata were the key

  Luftwaffe bases to support the Axis offensive.

  Fliegerkorps Tunis was deployed very flexibly,

  with units transferring from one sector to ano-

  ther as needed, and elements of both its subor-

  dinate commands operated over the Kasserine

  area during the battle. However, they also had

  to devote a considerable percentage of their re-

  sources to the northern and southern Tunisian

  fronts.

  The Luftwaffe received the following order on

  the eve of the attack:

  “Fliegerführer 2 and Flie-

  gerführer 3 are requested to support the offen-

  sive by committing their strongest forces.”

  By

  concentrating its limited forces on the opening

  two days of the battle, the Luftwaffe would en-

  joy a degree of air superiority on 14 and 15 Fe-

  bruary 1943, but once the Allies recovered from

  their initial shock and committed all their units,

  the comparative sortie tallies soon became

  very lopsided.

  The Axis Offensive Begins, 14 February

  1943

  The German Panzers rolled forward just before

  sunrise on 14 February, and made first enemy

  contact at 06:30 immediately north of Sidi Bou

  Zid. As that occurred, the offensive received air

  support from a handful of Sicily-based Junkers

  88 bombers from KG 54 and KG 76, who took

  off in the dark to attack the town of Sbeitla, to

  the immediate rear of the II Corps front. Shortly

  afterwards, St.G. 3 sent out sixteen Stukas to

  drop delayed-action bombs on the village of

  Sidi Bou Zid and cause further confusion for the

  American defenders there, who were strugg-

  ling to hold back the German advance.

  Not far away, at Thelepte, XII ASC sent out two

  morning missions, but neither was to the main

  battle area, and one American formation was

  jumped by FW 190s of II./JG 2. It was only late-

  -morning when the Americans began sending

  their fighters and bombers to the Sidi Bou Zid

  area, and by then, it was too late.

  At 09:20 the American 1st Armored Regiment

  began a counterattack with 51 tanks, but the

  Stukas of St.G. 3 arrived on the scene at just the

  right time, attacking soon after 10:00 and cau-

  sing great confusion. The FW 190 fighter-bom-

  bers of III./SKG 10, newly arrived at Kairouan

  airfield, joined in the attack, and escort fighters

  from JG 77 and II./JG 2 clashed with XII ASC

  in the skies above. Despite the bravery of the

  American tankers, within a few hours almost

  all of their armoured vehicles were destroyed,

  and by midday, withdrawal was their only op-

  tion. St.G. 3 and III./SKG 10 had played an im-

  portant part in pinning down and disrupting the

  1st Armored Regiment while German armour

  closed in on it.

  The subsequent U.S. retreat provided the Luft-

  waffe with a plethora of targets, as disorgani-

  Unit SUB-UNIT Type LOCATION CO Comments

  HQ 31st FG 

   

  307th FS/31st FG

  

   

  308th FS/31st FG

  

   

  1

  309th FS/31st FG

  

   

  HQ 81st FG P-39

   

  91st FS/81st FG

  P-39

   

  

  P-39

   ?

  346th FS/350th FG

  P-39

   

  

   

   

  

  

   

  

  

   

  

  

   

  

  

   

  154th OS/68th OG

  P-39

   

  GC II/5 P-40

   

  Table 1: XII ASC, 14 February 1943 (Brigadier General Howard A. Craig)

  Table 2: Luwae in the Mediterranean, morning 14 February 1943

  (Generalmajor Hans Seidemann)

  Unit Location Type Planned Transfer

  Fliegerkorps Tunis 

  Fliegerführer 2 

    

    

     

    

    

  I   

  

  

   

     

     

    

    

   

  Fliegerführer 3 

     

    

    

     

     

    

     

    

    

    

    

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  INFO Eduard - October 2021

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  zed troops, vehicles and guns fell back through

  Sidi Bou Zid and streamed to the west, south-

  -west and north-west. The German Stukas

  and fighter-bombers took full advantage of the

  opportunity, flying multiple missions during the

  late-morning and afternoon to stoke the chaos.

  These were the kinds of operations the Luftwa-

  ffe was designed to perform, so it is unsurpri-

  sing that it was so effective on the opening day

  of the battle. Unlike the Luftwaffe, the USAAF

  in North-West Africa was not focused on direct

  army support, with strategic bombing a real

  priority, and it would take several days before

  they reorientated all their efforts to the battle

  area.

  By day’s end, Sidi Bou Zid had been taken by

  the Germans, thanks in part to the efforts of the

  Luftwaffe. XII ASC flew 228 sorties over central

  Tunisia, reporting four aircraft lost and seven

  damaged. From its 289 sorties, Fliegerkorps

  Tunis had three aircraft lost and one damaged,

  and its daily report spoke of the “most effective

  air support” it provided at Sidi Bou Zid.

  More Axis Success at Sidi Bou Zid, 15

  February 1943

  Overnight, the Allies took stock of the situati-

  on, and decided to attempt another armoured

  counterattack at Sidi Bou Zid on 15 February

  1943. However, the Germans knew what was

  coming, and prepared accordingly.

  In the air, there was a daring early morning stri-

  ke by 23 Bf 109s of Jagdgeschwader 77 again-

  st the main XII ASC airfield at Thelepte, during

  which Hauptmann Heinz Bär claimed two aerial

  victories. A member of Bär’s unit, I./JG 77, wrote

  in his diary:

  “We make our approach out of the

  sun. As we roar over the runway, Spitfires are

  sighted, but we get back safe and sound.”

  The

  strafing raid was a complete surprise, dama-

  ging six Spitfires and two A-20s, while setting

  an A-20 on fire and wounding a pilot sitting at

  readiness in his Spitfire. One participant from

  8./JG 77 was shot down and captured, and

  a P-39 pilot who intercepted the raid later wro-

  te:

  “When you look back on it that was a very

  bold and daring raid by the Germans, sending

  so few aircraft against an airfield complex with

  six or seven enemy fighter squadrons …”

  Once the German raid was over, XII ASC ope-

  rations got going, and unlike the previous day,

  there was a real focus on the Sidi Bou Zid area,

  to support the counterattack that began soon

  after midday. The Luftwaffe had held back its

  Stukas until this moment, and a total of seven-

  teen St.G. 3 aircraft were sent out at 13:00 and

  15:00, playing a vital role in disrupting the U.S.

  Army counterattack, which had been soundly

  defeated by dusk. XII ASC did what it could to

  help, but it was to no avail.

  Meanwhile, in response to the worsening situa-

  tion, the Americans sent medium bombers of

  XII Bomber Command to raid the key German

  air base at Kairouan in the afternoon. B-26s

  and B-25s of the 17th and 12th BGs, escorted by

  P-38s, caused considerable damage. They

  badly damaged or destroyed four FW 190s, mo-

  derately damaged two, and damaged another

  eight aircraft, also destroying the fighter control

  installation at the airfield and gutting the Ger-

  HISTORY

  Photo: Roba

  Photo: Roba

  An FW 190 of III./SKG 10 in Tunisia. The Gruppe played an important role on 14 February 1943. Heinz Bär, the Kommandeur of I./JG 77.

  Photo: Vizcarra

  Photo: IWM via Wikimedia Commons

  Charles F. ‘Chuck’ Hoover, leader of the 346th

  FS/350th FG in February 1943. Pilots of No. 243 Squadron at Souk el Khemis. The unit flew over the Kasserine battlefield in February 1943.

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  HISTORY

  man fuel depot. The raid had a serious impact

  on Luftwaffe operations.

  In the opening two days of the battle, the rela-

  tively small number of Luftwaffe aircraft com-

  mitted created an indelible impression on U.S.

  Army troops, and reports of 14 and 15 February

  featured phrases such as: “Enemy aviation had

  been apparently unopposed”, “Enemy planes

  overhead continuously” and “The Stukas see-

  med to be shuttling their loads from very close

  airfields.” However, the devastating American

  raid on Kairouan was a warning shot to the

  Germans that despite the successes of their

  tactical air force, their opponent had a very ca-

  pable air force of his own.

  Thelepte Evacuated, 16-17 February

  1943

  The Axis army spent 16 February 1943 con-

  solidating and planning, while II Corps began

  a gradual withdrawal to the west. This withdra-

  wal meant that the American forward airfield of

  Thelepte would soon be threatened by advan-

  cing Axis troops, so during the day, the first

  moves were made to evacuate XII ASC units

  and personnel based there to safer airfields in

  eastern Algeria.

  The weather was reasonable on the sixteenth,

  with occasional showers, but both sides were

  much quieter in the air, with XII ASC conducting

  134 sorties, and Fliegerkorps Tunis around 60.

  P-39s reconnoitred the battle area, as did re-

  connaissance Bf 109s of 2.(H)/Aufklärungs-

  gruppe 14, but with no major land battles occu-

  rring, the Stukas were given a day off, while the

  FW 190 fighter-bombers had left Kairouan due

  to the bomb damage resulting from the previ-

  ous day’s XII Bomber Command raid.

  For the Allied air force, the major event on 17

  February 1943 was the full evacuation of The-

  lepte airfield, an event that lived long in the

  memory of those men who experienced it. The

  evacuation was relatively well-organized, and

  there were few signs of panic amongst those

  involved. Still, it was a melancholy situation for

  the Americans, as one pilot later wrote:

  “Eve-

  ryone hated to have to retreat.”

  34 unservice-

  able XII ASC aircraft had to be destroyed upon

  departure.

  Meanwhile, to the north of Thelepte, the Ger-

  mans resumed the offensive on 17 February

  and captured the town of Sbeitla. American

  air efforts were disrupted by the Thelepte eva-

  cuation and terrible weather, including snow,

  but XII ASC still managed to put up 166 sorties.

  To support their offensive, the Germans used

  only fighters and the Bf 109 fighter-bombers

  of I./Sch.G. 2, who operated successfully again-

  st vehicles near Sbeitla. A member of a U.S.

  Army tank destroyer unit recalled that the

  Bf 109 Jabos

  “… were bombing and strafing the

  vehicles in Sbeitla. About ten or twelve vehicles

  were temporarily blocking the road, and the

  men were running for cover in the ruins of buil

  -

  dings.”

  Photo: O'Boyle

  Photo: RobaPhoto: Roba

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  INFO Eduard - October 2021

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  HISTORY

  Bad Weather Prevails, 18-19 February

  1943

  By 18 February, Rommel felt confident that

  a full-scale advance into Algeria would su-

  cceed, and he sought approval for it from his

  superiors. The weather deteriorated during the

  day, and morning showers and overcast gave

  way to an afternoon sandstorm. As a result, the

  last mission by either side occurred at 14:45,

  and Rommel’s troops received very limited air

  support for their advance. Fliegerkorps Tunis

  committed just 25 sorties to central Tunisia,

  most of which were by reconnaissance Bf 109s

  of 2.(H)/Aufklärungsgruppe 14 and 4.(H)/Auf-

  klärungsgruppe 12.

  The full-scale German offensive began on the

  morning of 19 February, but there would be

  no Luftwaffe support for it due to horrendous

  weather throughout the day. Neither air force

  was able to get airborne, as rain fell across

  central Tunisia. George J. LaBreche of the 307th

  FS/31st FG later wrote:

  “During this period the

  weather was poor for aerial operations. Hea

  -

  vy rain made our unhardened fields difficult to

  operate from, and low ceilings and fog kept us

  grounded.”

  Rommel Takes the Kasserine Pass,

  20-21 February 1943

  Generalfeldmarschall Rommel’s forces had

  probed Kasserine Pass on 19 February, and on

  20 February they secured that vital position by

  late afternoon, albeit at heavy cost. At this point,

  it seemed the battle had been won by the Axis.

  Stukas and fighter-bombers were meant to as-

  sist Rommel’s Kasserine Pass attack, but once

  more, bad weather intervened, and there were

  Photo: Ausborn via Vincent

  Captain Charles E. Wilson of the 309th FS/31st FG, in front of his Spitfire Mk. Vc EP912 ‘WZ

  -

  C’.

  Personnel of the 5th FS/52nd FG seen in February 1943. The unit was rushed to the front after the German offensive

  began in the middle of that month.

  Photo: NARA

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  14

  INFO Eduard - October 2021

• Page 15

  HISTORY

  no air operations by either side on the mor-

  ning of the twentieth. A few missions were sent

  out in the afternoon, including P-39s, Spitfires,

  a handful of A-20s, and reconnaissance Bf 109s

  and Ju 88s.

  On 21 February, Rommel seized his opportunity

  and pushed his forces forward from the Kasse-

  rine Pass. The Allied defenders fought hard,

  but received minimal air support, as three XII

  ASC missions had to be cancelled due to the

  weather. The 31st FG reported that its airfields

  were soggy after receiving a drenching on the

  preceding night, and XII ASC undertook just 26

  sorties for the day. However, assistance was

  provided from further afield, as B-25s of XII

  Bomber Command flew to Gafsa to interdict

  the Axis supply lines. From the German side,

  III./St.G. 3 sent out eight of its Stukas in the af-

  ternoon under the watchful eyes of JG 77, and

  the Ju 87s successfully bombed American

  tanks at Djebel Hamra.

  Allied Air Power Dominates,

  22-24 February 1943

  The Axis offensive had run its course by the

  22nd, and it was called off that evening. The

  Germans cited the reasons as bad weather,

  rugged terrain, and a constantly reinforcing

  enemy army. The Allied air force had not been a

  major factor in previous days, but it really came

  to the fore during the course of 22 February

  1943.

  While there was still a possibility of Axis victory

  during the day, Fliegerkorps Tunis committed

  the ground-attack FW 190s of III./SKG 10 to the

  fighting, plus Bf 109s of I./Sch.G. 2, Stukas and

  fighters, and they enjoyed very good results

  against ground targets around Thala and Le

  Kef. Meanwhile, Allied air power was growing

  increasingly strong and influential. It was not

  just XII ASC, which flew dozens of missions on

  a maximum effort day, but also northern Tu-

  nisia-based RAF Spitfires and Hurribombers,

  P-38s employed on strafing duties, B-25s

  attacking a bridge near Kasserine, and B-17s on

  a raid against Axis forces in the Kasserine Pass.

  Although some B-17, B-25 and B-26 missions

  to the battlefront had to be called off due to bad

  weather, it had been a most impressive display

  of Allied air power, which increased in ferocity

  as the afternoon went on. The 47th BG and 31st

  FG undertook thirteen missions each, and the

  P-39s were also kept very busy. A participa-

  ting P-39 pilot of the 154th OS/58th OG noted:

  “Pilots and planes take off to participate in an

  all-out effort to drive Rommel from the Kasse

  -

  rine Pass.”

  The Luftwaffe efforts were effective,

  but paled in comparison to what the Allied air

  force achieved on the defining day of the battle.

  With withdrawal orders passed by the German

  commander on the evening of 22 February

  1943, for all intents and purposes the Battle of

  Kasserine Pass was over. The next two days, 23

  and 24 February, would see the Allied air force

  strongly harass the retreating German and Ita-

  lian troops, including more sorties by the RAF,

  XII Bomber Command, and the usual XII ASC

  units. The Allies undertook almost 500 sorties

  on the 23rd, and 270 on the 24th, most of which

  were to the Kasserine Pass area. Fliegerkorps

  Tunis did what it could with its fighters, fighter-

  -bombers and Stukas, but the Germans simply

  did not have the forces to match the Allies. The

  situation had changed completely since the

  opening days of the battle near Sidi Bou Zid,

  when the Stukas had ruled the battlefield.

  Conclusion

  So ended a short but ferocious land and air

  battle in Tunisia and eastern Algeria, fought by

  thousands of men and hundreds of aircraft. The

  Allies were the clear winners on land and in the

  air, but it had been a real shock to the British

  and Americans, and for a few days, it seemed

  that the tide might turn in the North African

  war. The Battle of Kasserine Pass was vital

  in educating the American army and air force

  on how to fight the Axis forces, but it had been

  a costly lesson. Units like the 31st FG were

  very green when they entered the battle, but

  emerged with considerable combat experience

  under their belts. For the Luftwaffe, there had

  been moments that revived memories of past

  glories, but as would be the case for the rest of

  the war, they were overwhelmed by a well-led,

  numerically superior enemy air force, which

  was constantly improving its tactics and equi-

  pment. When the Allies concentrated their air

  power, as they did in the final days of the Battle

  of Kasserine Pass, the Axis air force could not

  match them, and it was a harsh warning to the

  Luftwaffe of what they could expect in the mon-

  ths and years to come.

  Acknowledgements Gerhard Ausborn,

  Andreas Brekken, J.D. Collinsworth

  family, Bill Dickerson, Hugh D. Dow &

  family, Russell Fahey, Russell Guest,

  Drew Harrison, Hugo Hauck, James A.

  Isbell, Jr. family, Morten Jessen, Char-

  les C. Kenworthy family, Ken B. King,

  George J. LaBreche family, Rolland G.

  Lamensdorf, Jean-Yves Lorant, Ronald

  MacDonald, Eric Mombeek, Nigel Moo-

  re, Doug Norrie, Frank Olynyk, Walter J.

  Overend family, Michele Palermo, Mark

  Reardon, Sebastian Remus, Russell Ri-

  chardson & family, Jean-Louis Roba,

  Bernard J. Roche family, Derwood K.

  Smith family, Andre Stewart, Thomas

  Stieglitz family, Ida Thibodeau-Penne-

  lla, Adam Thompson, Rémi Tracanelli,

  Joe Vincent, Keith Vizcarra, Merritt C.

  Wolfe & family, Andreas Zapf

  French LeO 451 bombers flew operations to central Tunisia in February 1943.

  Photo: NARA

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  HISTORY

  Johns´ flying stories were very popular. He initially finished them with

  Biggles being promoted to the rank of Major and being shot down on

  11th November 1918, the day of the armistice. Demand for more flying

  stories meant that he then restarted them again with “BIGGLES LEARNS

  TO FLY” and he wrote about Biggles as a young recruit and how he inc-

  reased in experience to become the Air Ace he was. These short stories

  were collected in various early volumes.

  In 1933, Johns had a go at his first full length Biggles adventure novel,

  called “THE CRUISE OF THE CONDOR”. This story was very much an ad-

  venture in the style of Indiana Jones (Or should I say that the Indiana

  Jones films very much relied on the style of those type of adventure sto-

  ries!). Johns´ first five Biggles books were published by John Hamilton,

  but he was poorly paid for these early books. He then moved to Oxford

  Publishing, and they would publish the next 20 Biggles adventures from

  August 1935 to July 1943. The Oxford books are undoubtedly amongst the

  best Biggles stories due to their originality. Only two of the full-length

  books were World War One flying stories, but one of these, “BIGGLES

  FLIES EAST”, is generally considered by fans to be the best Biggles book.

  Johns has Biggles be recruited by an enemy agent and work for the

  Germans. Of course, he is really a double agent and working for the Bri-

  tish, but the book is very tense and cleverly plotted. It is this book that

  introduced Biggles´ arch enemy, Erich von Stalhein. He was to appear

  in numerous books over the years, working for the Germans, and then

  James Bigglesworth, known as “Biggles”

  started in short stories as a World War

  One fighter pilot. These early stories

  were originally written for an adult read-

  ership and featured swearing (“Biggles

  cursed tersely”) and the drinking of alco-

  hol. When THE MODERN BOY decided to

  publish Johns´ flying stories, these were

  toned down for the younger readership.

  This reached a nadir in the mid-1950s

  when stories of Biggles risking his life

  for a crate of whisky, republished by the

  Thames Publishing Company and Dean &

  Son, were changed to him risking his life

  for lemonade (!).

  The Biggless books

  TEXT: ROGER HARRIS

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  INFO Eduard - October 2021

• Page 17

  HISTORY

  the Russians, until his masters imprisoned him. In the book “BIGGLES

  BURIES A HATCHET” (1958), Johns has Biggles go and rescue him and

  the old enemies eventually become friends.

  Biggles has some faithful companions. In his early flying days, he is joi-

  ned at 266 Squadron by Algy Lacey. Biggles initially dislikes Algy, but

  he is soon won over by his skill as a pilot and his personality. Algy is

  a faithful companion in most of the Biggles books, although in later

  books, there is a reason given for his absence, such as being on lea-

  ve, when Johns needs less characters. In the book “THE BLACK PERIL”

  (1935), Johns introduces a 15-year-old boy “Ginger” Hebblethwaith. We

  never actually learn Ginger’s first name! He is a red-haired lad, that Bi-

  ggles calls “Ginger” from when he first meets him. Ginger is there to

  represent the teenage boys of the target audience of the books. He is

  someone for them to identify with. Ginger appears in virtually every Bi-

  ggles book thereafter – but he is never in the First World War flying

  stories. By the time the Second World War started, Johns has Biggles

  go back into action with his own squadron and there is one pilot who

  goes on to be permanent companion, Lord Bertie Lissie. Very much in

  the “silly ass” mould of characters, like someone from a P. G. Wodehou-

  se novel. When the Second World War ends, it is Biggles, Algy, Ginger

  and Bertie who join – and form – the Air Police. Johns then has Biggles

  becoming a detective and the post war Biggles books are Biggles and

  his friends investigating various mysteries. Number of the later Biggles

  books contain collections of short stories of their Air Police work. This is

  because there was huge demand for short stories for annuals and chi-

  ldren’s books and the short stories were later collected and published

  as Biggles books.

  Johns also wrote two Biggles books about Biggles’ early life. In 1951 we

  have “BIGGLES GOES TO SCHOOL” where we learn that Biggles was in

  fact born and bought up in India. However, it is not until March 1968 that

  “THE BOY BIGGLES” tells us about Biggles’ childhood in India. This, in fact,

  was the last Biggles book published in Johns’ lifetime. Although when

  Johns died, he left four (and a half) unpublished manuscripts that were

  published until the end of the 1960s, with the last one in July 1970. The

  unfinished novel was finally published in a very limited edition in Febru-

  ary 1998.

  The value of the original first editions has increased astonishingly. The

  original John Hamilton books and the twenty Oxford books are very

  hard to find in their original dust jackets. I presume this was because

  dust jackets were removed during war-time paper drives in the Second

  World War. So early Biggles first editions in good dust wrappers are rare

  and expensive. Post WW2, Biggles books are surprisingly very common

  in first edition. This is because the print runs were huge. But as the po-

  pularity of Biggles tailed off in the 1960s, the late 1960s books are much

  harder to find as the print runs were far lower. The “BIGGLES AND THE

  DEEP BLUE SEA” (1968) is one that is particularly rare and sought after.

  The inter war years

  As editor of Popular Flying magazine, Johns was an outspoken critic

  of the Government's air policy in the 1930's. Appeasement could only

  lead to war and of course, he was right. The monthly “Popular Flying”

  soon became the best-selling aviation magazine in the world. By 1934,

  its circulation was 24,500 a month. In 1935, John Hamilton sold Popu-

  lar Flying Ltd, as it then was, to George Newnes Ltd and Johns was

  asked to stay on as editor. Johns also began to contribute regular ar-

  ticles to “Men Only” and to “My Garden” magazine, where his regular

  column was called “The Passing Show”. On January 12, 1938, Doris and

  Bill Johns moved to Colley Chase, Reigate Hill, Surrey. On April 2, 1938,

  George Newnes Ltd launched a sister paper to “Popular Flying”. It was

  a weekly magazine called “Flying” and Johns was asked to edit that as

  well. It took many of the spill over articles for which there was no room

  in the monthly. From February 19, 1938, Johns was also writing a regular

  weekly column for “Modern Boy” called “Let's Look Around”. As well as

  all these commitments, Johns was also writing books at an astonishing

  rate, some 40 between 1931 and 1939! He wrote many short stories, both

  for adult magazines as well as for juvenile ones and many of these sto-

  ries were later collected into books. Johns' continued attacks on the

  Government upset prominent politicians and they brought pressure to

  bear on George Newnes Ltd to have him removed as editor of both of

  their flying magazines. His last editorial for the weekly “Flying” magazine

  was on January 21, 1939. Both magazines were to later fold during the

  Wartime paper shortages.

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  HISTORY

  The second world war

  At 46 Johns was too old for active service, so he became a lecturer to

  the Air Defence Cadet Corp (later to become the Air Training Corps in

  1941) and he wrote articles for their magazine, the Air Defence Cadet

  Corps Gazette. His biggest contribution to the War was the encourage-

  ment of young men to train to be pilots by virtue of his Biggles books.

  Recognising this, the Air Ministry asked Johns to create a female coun-

  terpart to aid recruitment to the W.A.A.F. (Women's Auxiliary Air Force)

  and so Worrals appeared in 1941. The War Office didn't want to be left out

  of this excellent recruiting method and so in 1943, commando officer

  “Gimlet” King appeared.

  The effect of Johns' books is not to be underestimated. Many pilots were

  to say that their inspiration had been the Biggles books of W. E. Johns.

  On October 3, 1939, Johns' son, Jack, married Sabena Hammond, a nurse

  who looked after his mother. In 1941 John Hamilton Ltd ceased trading,

  effectively being bombed out of business. Doris's brother Howard Lei-

  gh, the artist, died at the age of 32 of cancer on February 6, 1942. It was

  said in Johns’ biography that Doris was worried about Bill’s business

  dealings. At this time, he wrote and sold his Biggles books for a one-off

  payment of £250 and received no royalties. The biography says she per-

  suaded him to employ a literary agent and Johns went to see Peter Watt

  of A. P. Watt. In fact, from a letter in my possession, I can confirm that the

  truth of the situation is that Peter Watt wrote to Bill Johns, offering his

  services in 1939. I have the letter, dated September 28, 1939, from Peter

  Watt to Bill Johns in my collection. A. P. Watt’s first move was to seek to

  persuade Oxford University Press to give Johns’ royalty payments but

  the phenomenal sales that Biggles books were to achieve did not really

  happen until after the Second World War, so Oxford University Press

  chose to let the Biggles books go and they were taken over by Hodder

  and Stoughton. In later years, Oxford University Press let the rights of

  the 20 Biggles books they owned revert to W. E. Johns, but he “lost”

  the rights to the five John Hamilton books having sold them outright.

  I can say from letters in my collection that Johns sold the rights to the

  John Hamilton books for a mere £25 each. Those stories were bought

  and reprinted by the Thames Publishing Company and later published

  by Dean & Son Ltd.

  In the Autumn 1944, after five years of bombing, Doris and Bill Johns

  moved to Scotland where they stayed in the Richmond Hotel, Tomin-

  toul, before taking a lease on Pitchroy Lodge, Grantown-on-Spey, Mo-

  rayshire. From documents in my own collection, including the original

  solicitor’s bill for drawing up the lease, I can say that Johns took out

  a six-year lease on Pitchroy Lodge in June 1947 at a cost of £2750 per

  year. The September 1944 issue of “My Garden” magazine carried no

  Johns’ column for the first time since 1936 and in February 1947 Johns

  wrote his last article for that periodical called “The Show has Passed” to

  explain his departure.

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  INFO Eduard - October 2021

• Page 19

  HISTORY

  The post war years

  Johns continued to write his books. For the post-war Biggles stories,

  Biggles was to join the “Air Police” which was not an original Johns'

  idea. The Air Police had been created by writer John Templer, author

  of “Jaggers of the Air Police” in 1936. Templer was a friend and former

  business partner of Johns. Johns sold serial rights to various newspa-

  pers and magazines as well as one-off stories to the vast number of

  children's annuals being published. Compilations of these stories were

  regularly published in book form. In 1953, Johns moved back from Scot-

  land to a mansion at Park House, Hampton Court, which overlooked the

  Royal Paddock.

  Johns often saw and heard the Queen and her family. On March 15, 1954,

  Johns' son, Jack, died from a combination of multiple sclerosis, diabetes,

  and tuberculosis. Jack's mother was not to die until April 1, 1961. By this

  time, it really was not possible for Doris and Bill Johns to marry without

  creating a scandal because it would reveal that they were not married.

  Such a scandal would have damaged Johns' reputation as a children’s

  author and also his book sales.

  The post-war years saw the sale of translation rights to the Biggles

  books to many countries. They were extremely successful. In 1954,

  Johns wrote the first of a series of science fiction stories and as a result

  stopped writing Worrals and Gimlet stories. By 1964, the UNESCO Statis-

  tical Yearbook placed Biggles books 29th on a list of the most translated

  books in the world and Biggles was the most popular juvenile hero in the

  world. However, sales in North America were low and Johns never re-

  ally cracked the American market. The books were considered just “too

  British”. Biggles stories were serialised on the radio and also appeared

  in 1960 in a television series (although Johns' actual stories were not

  used). In the mid 1960's Johns began to face criticism that his books were

  racist and sexist as well as jingoistic although anybody who has read all

  of the books knows that such criticisms cannot be sustained.

  It was on the June 21, 1968 at 8.30 a.m. that William Earl Johns (born

  February 5, 1893) stopped mid-sentence, whilst writing “Biggles Does

  Some Homework” to make himself and Doris a cup of tea. He went

  upstairs to her, sat in his armchair and suffered a fatal heart attack. He

  died immediately at the age of 75. Doris was to die on September 26, 1969

  from cancer.

  If you are interested in the full details of the life of W. E. Johns you must

  read “By Jove, Biggles! The Life of Captain W. E. Johns” by Peter Berres-

  ford Ellis and Jennifer Schofield, first published on October 15, 1981.

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  INFO Eduard - October 2021

• Page 20

  KITS 10/2021

  Product page

  1/48 Cat. No. 11150

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  and antenna, Phalanga missile

  and holder of the Phalanga racks

  Extra: a pictorial book about Mi-24D serice

  in the Czechoslovak and Czech Air Force

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  INFO Eduard - October 2021

• Page 21

  KITS 10/2021

  Mi-24D, 4011, 331 Attack Helicopter Sqn, 33 Helicopter Base, Přerov, RIAT Fairford (UK),

  July 24, 1995

  Mi-24D, 0219, 1 Sqn, 51 Helicopter Regiment, Prostějov, Kit Show Zlín, Kunovice, May 2, 1992

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  INFO Eduard - October 2021

• Page 22

  KITS 10/2021

  Mi-24D, 4011, 331 Attack Helicopter Sqn, 33 Helicopter Base, Přerov, Pardubice Airshow, June 1, 1997

  Mi-24D, 2 Sqn, 51 Helicopter Regiment, Prostějov, flight Prostějov – Kbely and back, August 18, 1992

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  INFO Eduard - October 2021

• Page 23

  KITS 10/2021

  Mi-24D, 0220, 231 Helicopter Sqn, 23 Helicopter Base, Přerov, Gilze-Rijen (NL), July 6, 2002

  Mi-24D, 4011, 1 Sqn, 51 Helicopter Regiment, Prostějov, April 13, 1994

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  INFO Eduard - October 2021

• Page 24

  KITS 10/2021

  Mi-24D, 4009, 11 Helicopter Regiment, Plzeň-Bory, 1985

  Mi-24D, 0222, 1 Sqn, 4 Helicopter regiment, Air Base Prešov, 2009

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  INFO Eduard - October 2021

• Page 25

  OVERTREES

  Mi-24V/VP

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  KITS 10/2021

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  648126 OFAB-100 Soviet bombs (Brassin)

  648574 UB-32A-24 rocket launcher (Brassin)

  648585 Mi-24V/VP Pitot tubes (Brassin)

  648675 Falanga 9M17P missiles (Brassin)

  648685 Mi-24D wheels (Brassin)

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  3DL48043 Mi-24D SPACE (3D Decal Set)

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  eduard

  25

  INFO Eduard - October 2021

• Page 26

  KITS 10/2021

  1/72 Cat. No. 2140

  DUAL COMBO

  Plastic parts Arma Hobby

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  Brassin: wheels and exhaust Paiting mask

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  eduard

  26

  INFO Eduard - October 2021

• Page 27

  KITS 10/2021

  N2359, P/O L. W. Stevens, No. 17 Squadron, Debden, Great Britain, July 1940

  P3576, Fl/Lt J. B. Nicolson VC, No. 249 Squadron, Boscombe Down, Wiltshire, Great Britain, August 1940

  Leonard Walter Stevens was born on March 7, 1914, in the village of Hindhead in the county of Surrey. He enlisted in the RAF in

  January 1939. After the training and conversion to Hurricane he was posted to No. 229 Squadron but from the beginning of July

  he flew with No. 17 Squadron, at that time based at Debden airport. On March 30, 1941, he was transferred to No. 145 Squadron

  where he flew as a B flight leader. His life came to an end on May 21, 1941, when upon returning from a patrol he collided with

  his wingman over Tangmere. Stevens’ Spitfire Mk.IIa together with Canadian D. W. Owen crashed and both pilots perished. The

  ground personnel painted Popeye the Sailorman as an angel on the Hurricane regularly flown by Leonard Stevens. Note the ol-

  der type of antenna and large fuselage cockades. Their „trim” according to the upper and lower colors demarcation is fairly rare.

  Twenty-three years old A flight leader James Brindley Nicolson was awarded Victoria Cross for the mission which took place

  on August 16, 1940, when at 13:00 the whole unit took off for a patrol. During the flight Nicolson with his two wingmen was tasked

  to search an area of a probable location of three Ju 88 which in the meantime were attacked by Spitfires. Upon their return to

  the unit the trio of Hurricanes was jumped from the sun by Messerschmitts Bf 110 and all British airplanes were hit. Their pilots

  had to either bale out or return to the base. Wounded Fl/Lt Nicolson wanted to bale out of the burning aircraft but during his

  „stepping out“ of the cockpit he was taken over by a Bf 110 so James returned to his seat and fired a good burst into him! After

  that he finally baled out, burnt, and wounded and moreover, after he landed, he was shot at (and hit) by a sergeant from the

  Home Guard. After he returned from the hospital in September 1941 he was ordered to India where, between August 1943 and

  August 1944, he led No. 27 Squadron flying Beaufighters. W/Cdr Nicolson perished on May 2, 1945, when during the flight over the

  Bay of Bengal the No. 355 Squadron Liberator, in which he was on board as an observer, caught fire. His body has never been

  found. By the order dated August 11, 1940, the British cockades were to be painted on the lower surfaces of the RAF fighters. It is

  not clear if, by August 16, the order was complied with on Hurricane P3576.

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  INFO Eduard - October 2021

• Page 28

  KITS 10/2021

  P3120, F/O Z. Henneberg, No. 303 (Polish) Squadron, Northolt, Great Britain, September 1940

  P3395, S/Ldr A. V. Clowes, No. 1 Squadron, Wittering, West Sussex, Great Britain, autumn 1940

  Apparently, the best-known Polish fighter squadron, No.303 (Polish) Squadron, was established in July 1940 in Blackpool. After a short training

  in August, it was declared operational and flying Hurricanes took part in the Battle of Britain. Its flying personnel was formed by experienced

  aviators who had fought in Polish and French skies therefore right after their combat deployment the number of the enemy aircraft shot down

  was rising rapidly. Until the end of the Battle of Britain the No. 303 Squadron pilots shot down 126 enemy aircraft in total, 13 were probables and

  9 damaged. Hurricane coded RF

  -

  A, camouflaged in standard Temperate Land Scheme colors (upper and side surfaces in Dark Earth and Dark

  Green, lower surfaces in Sky), carries the unit insignia under the antenna mast. It is possible that closer to the cockpit it also sported small

  Polish national insignia, but it cannot be ascertained from the photograph. The red stripe on the rear fuselage was a recognition marking of the

  formation leaders.

  Arthur Victor Clowes was born on August 16, 1912, in New Sawley in the county of Derbyshire. He enlisted in the RAF in January 1929. Initially he

  served as a ground personnel member but later he completed the pilot training. At the outbreak of WWII, he flew with No. 1 Squadron equipped

  with Hurricanes. He participated in the air battles over France and after that in the Battle of Britain. During these fightings he was credited

  with nine kills (plus one in cooperation), three probables and two damaged enemy aircraft for which he was awarded DFC in May 1941. Since

  December 1941 he commanded No. 79 Squadron and between August and November No. 601 Squadron in North Africa. After the rest he led No.

  94 Squadron between July and September 1943. During one wild party he lost sight in one eye and consequently was invalided from combat.

  He remained in RAF service after the war. He passed away on December 7, 1949, from a liver cancer. He flew his Hurricane Mk.I P3395 with

  a wasp marking on its nose. The areas where ground personnel stepped frequently show the paint worn down to the bare metal.

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  INFO Eduard - October 2021

• Page 29

  KITS 10/2021

  P2961, F/O W. L. McKnight, No. 242 Squadron, Coltishall, Norfolk, Great Britain, December 1940

  V6864, S/Ldr R. R. S. Tuck, No. 257 (Burma) Squadron, North Weald, Essex, Great Britain, winter 1940

  The future fighter ace, William Lidstone McKnight, was born on November 18, 1918, in Edmonton, Canada. He enlisted in the RAF in February

  1939 and completed his pilot training in the Great Britain. On May 6, 1940, he was posted to No. 242 Squadron with which he saw combat in

  France and consequently in the Battle of Britain. During this half a year he shot down 17 enemy aircraft (plus two in cooperation), another three

  kills were not confirmed. For these accomplishments he was decorated with DFC in August and Bar to DFC in October. On January 12, 1941, his

  unit started to fly the offensive missions to the French coast. F/O McKnight flew a mission codenamed Rhubarb, an attack against the ground

  communications, ground troops etc. from which he did not return, and his body has never been found. He is mentioned on the memorial in

  Runnymede. Hurricane flown by „Willie“ McKnight carried the personal insignia in the form of the boot kicking Adolf Hitler painted on the nose

  port side. There was also a skeleton painted under the cockpit with one hand pointed forward and the other hand holding a sickle.

  Robert Tuck enlisted in the RAF in 1935. In May 1940 he was given the command of a No. 92 Squadron flight equipped with Spitfires. He claimed

  his first kills over Dunkerque, and his score was increasing rapidly. On June 11 he was decorated with DFC. On September 11 he took over the co-

  mmand of No. 257 Squadron equipped with Hurricanes, and he continued to shoot down the enemy aircraft. Tuck received his first Bar to DFC on

  October 25 and the second one in March 1941. In June of the same year, he was promoted to the Wing Leader at Duxford followed by the command

  of the Biggin Hill Wing. On January 28, 1942, during the Rhubarb mission (fighter attacks on the ground targets) his Spitfire was hit by the anti-air-

  craft fire and W/Cdr Tuck ended up in the POW camp. He did not stop fighting there and participated in the preparation of several escapes (among

  others the famous escape from Sagan). Only the escape together with Zbigniew Kustrzyński from Stalag Luft III satellite camp called Belaria on

  February 1, 1945, was successful. After that they made it behind Soviet lines (Tuck’s knowledge of Russian was helpful). His total score during the

  WWII is 27+3-6-6+1. He left the active service in RAF on May 13, 1949, and after that he worked as a test pilot. In 1953 he became a co-founder of

  the mushroom growing farm and dedicated himself to this business until the retirement. He passed away on May 5, 1987.

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  INFO Eduard - October 2021

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  KITS 10/2021

  P3612, No. 312 (Czechoslovak) Squadron, Speke, Great Britain, January 1941

  V7544, F/O J. E. Storrar, No. 73 Squadron, El Adem, Libya, February 1941

  No. 312 (Czechoslovak) Squadron was the second fighter squadron formed from the former pilots of the pre-war Czechoslovak Air Force who

  served in the French Air Force. It was established on August 29, 1940, in Duxford. It was declared operational on October 2 at the Speke airport

  from where it was deployed to the defense of the important port of Liverpool. The unit became famous on October 8 because of its aerial kill

  scored right in front of the eyes of Liverpool citizens. During the WWII its pilots flew initially Hurricanes which they traded for Spitfires in the

  fall of 1941 and flew various versions of them until the end of war. According to the order issued on November 27, 1940, RAF fighters carried so

  called Temperate Land Scheme with upper surfaces camouflaged in the disruptive patterns of Dark Earth and Dark Green, lower surfaces in

  Sky and the left lower wing was painted black. At the same time 18 in wide fuselage stripe in Sky color painted in front of the tail surfaces was

  introduced. The propeller spinner was painted in the same color. Code letters continued to be painted in Medium Sea Grey.

  James Eric Storrar was born on July 24, 1921, in Ormskirk. He enlisted in the RAF in 1937 and after he completed the pilot training in October 1939,

  he was posted to No. 145 Squadron which in March 1940 converted from Blenheims to Hurricanes. During the Battle of Britain, he was transferred

  to No. 73 Squadron (October 23) with which he was dispatched on board of HMS Furious to the Middle East. The unit was off loaded in Takoradi on

  the Golden Coast and flew their Hurricanes over to Egypt. He returned to the Great Britain in November 1941 and the rest at No. 55 OTU followed.

  James Storrar continued combat flying, commanded several units, and participated in the famous attack on Gestapo Headquarters in Copen-

  hagen. At that time, he was already flying the American P-51 Mustang. He finished his combat career by participating in the liberation of the Cha-

  nnel Islands. During WWII he shot down 12 enemy aircraft. He continued his service with RAF after the war and retired in 1957. After he finished

  his veterinary studies at the Edinburgh University, he opened the private practice in Chester. He passed away on March 29, 1995. No. 73 Squadron

  Hurricanes which the pilots flew over to Egypt, were camouflaged in the disruptive patterns of Dark Earth and Dark Green, the lower surfaces

  were painted in Sky color. Leading edge coloration is the subject of the varied opinions of the aviation historians. It varies from silver to light grey

  to white color. Color selection in this case will be up to the modeler’s decision, his references and opinion.

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  INFO Eduard - October 2021

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  KITS 10/2021

  Capt. J. E. Frost, No. 3 Squadron SAAF, Jigiga, Abyssinia (Ethiopia), March/April 1941

  W9200, S/Ldr J. W. C. Simpson, No. 245 Squadron, Aldergrove, Antrim, Northern Ireland, Great Britain,

  end of May 1941

  John Frost was born on July 16, 1918, in Queenstown, South Africa and enlisted in the South African Air Force (SAAF) in 1936. In 1940 he served

  as a A flight leader with No. 3 Squadron SAAF flying Hurricanes. The unit took part in the fighting against Italian troops in Ethiopia. On May 22,

  1941, his service was interrupted as he was sent to hospital diagnosed with appendicitis. After his recovery he was given command of the No. 5

  Squadron SAAF flying P-40 in the North African combat zone starting in March 1942. He met his fate on June 16, 1942, when his unit was escor-

  ting the Boston formation which was attacked by Bf 109s from JG 27. Neither John Frost’s Kittyhawk nor his body have ever been found. During

  his WWII combat career John Frost shot down 14 enemy aircraft (plus two in cooperation) for which feat he was decorated DFC and Bar. Major

  John Everitt Frost was the highest scoring SAAF fighter ace of WWII. His Hurricane flew in the same camouflage and markings as the aircraft

  serving with RAF. Red color in the national insignia was replaced with orange as a standard on all SAAF aircraft.

  John William Charles Simpson was born on March 14, 1913, in Ramsay St. Mary’s. He enlisted in the RAF in January 1936 and the first unit he was

  posted to after the pilot training was No. 43 Squadron flying Fury fighters. He flew with this unit, already re-equipped with Hurricanes, at the begi-

  nning of WWII. In December 1940 he was given command of No. 245 Squadron based in Northern Ireland. Here, during night combat, he shot down

  two German He 111 bombers for which he was decorated with Bar to DFC in June 1940. His 13th and last victory was a Do 17 shot down over the

  Irish Sea on May 13, 1941. After that he served in several HQ posts in Gibraltar and North Africa. He remained in the RAF service after the war and

  passed away on August 12, 1949. On May 22, 1941, an order was issued which required the black color from the fighters’ lower surfaces to be dele-

  ted and at the same time the tricolor size on the vertical tail surfaces to be modified. The Simpson’s personal marking carried on his Hurricane in

  the form of a question mark is rather atypical. Playing cards Joker was painted on the fuselage port side under the cockpit.

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  INFO Eduard - October 2021

• Page 32

  KITS 10/2021

  W9266, Fl/Lt D. S. G. Honor, No. 274 Squadron, Gerawla, Egypt, May 1941

  Z4244 or Z4245, Lt. H. P. Allingham, Royal Navy Fighter Squadron, Western Desert, August 1941

  Dudley Sandry Garton Honor was born on September 5, 1913, to the British parents in Quilmes, Argentina where he was also educated. After

  that he relocated to the Great Britain where, in July 1937, he enlisted in the RAF for pilot training. After the training completion his was posted

  to No. 88 Squadron equipped with Fairey Battle with which he participated in combat at the beginning of the German advance in France. Du-

  ring these battles the unit suffered heavy losses and F/O Honor was decorated with DFC for his conduct. After his conversion to Hurricanes,

  as of August 28, 1940, he started his service with No. 145 Squadron. After a short stint at the No. 85 (Night) Squadron on January 29 he was

  promoted to lead a flight with No. 274 Squadron operating in the Middle East. On May 25, 1941, he was shot down in this aircraft near Crete and

  after seven days of evading the capture he was rescued by a Sunderland flying boat crew. In August 1941 he assumed command over the whole

  squadron and as of November 12, 1941, he commanded No. 258 Wing. In 1944 he was named an aviation attaché to Columbia, Venezuela, and

  Ecuador. He retired from the RAF in 1947 and remained in South America as a representative for several airlines. In 1973 he moved to Spain

  where he successfully grew and cultivated lettuce until his return to England where he passed away on December 26, 2007.

  After the Allied occupation of Syria (June 8 - July 11, 1941), from the remnants of 803, 805 and 806 Naval Air Squadrons at Dekheila base the

  unit called Royal Navy Fighter Squadron was formed and equipped with Hurricanes (803 and 806 NAS) and Wildcats (805 NAS) originally des-

  tined for Greek Air Force. Its mission was convoy escorts and defense behind the front lines. During the large-scale attack on German and Ita-

  lian forces in Libya the unit was also sent into combat. Lt. Henry Allingham, originally 806 Naval Air Squadron pilot, achieved his first success

  on August 21 when he shot down a Bf 109. In December he added two more kills. Royal Naval Fighter Squadron was disbanded in spring 1942

  when 803 and 805 NAS were re-equipped with Fulmars and dispatched to Ceylon. There is no clarity in regard to „red H“ serial number. Some

  sources state Z4244, others Z4245. It is probable that the ground personnel painted additional ROYAL NAVY above the serial number.

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  INFO Eduard - October 2021

• Page 33

  KITS 10/2021

  OVERTREES

  Hurricane Mk.I

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  33

  INFO Eduard - October 2021

• Page 34

  KITS 10/2021

  1/72 Cat. No. 7457

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  eduard

  34

  INFO Eduard - October 2021

• Page 35

  KITS 10/2021

  VF-38, Munda Airfield, New Georgia, Solomon Islands, autumn 1943

  BuNo. 40994, Lt. Alexander Vraciu, VF-16, USS Lexington, June 1944

  VF-38, established on June 30, 1943, fought in the Solomon Islands area flying from land bases together with VF-33, VF-34, and

  VF-40. The unit operated in the area from August 1943 until the end of fighting in March 1944. Hellcats provided the cover for

  Avengers and Dauntlesses on their raids against the enemy naval bases, combat ships or shipping. Besides having achieved

  success against the naval and ground targets during this period VF-38 pilots shot down at least 22 Japanese aircraft. Hellcats

  deployed from the Solomon Islands bases belonged to the first aircraft of this type which saw combat and arrived in Guadal-

  canal during the period of re-designing the national insignias from roundels to the roundels with bars and red trim. The unit

  received its Hellcats in San Diego, California on August 1, 1943, and arrived in the combat zone on August 14, 1943. On the aircraft

  named Miss New Orleans there was apparently an extensive camouflage repair done around the fuselage roundels and there is

  a trace of masking on the fuselage after they were sprayed. This aircraft probably arrived in the combat area still carrying facto-

  ry applied roundels to which the bars were added at the unit level. The national insignia red bars,

  applicable during July and August 1943, was most likely not painted on this aircraft.

  Having finished his first tour of duty with VF-6 Lt. Vraciu declined to return to the USA and on his own request dated February 27th,

  1944, was assigned to VF-16 aboard USS Lexington (CV-16). During his service with this unit he was credited with further 10 kills of

  the Japanese aircraft. His best day was June 19th, 1944, when during the Battle of the Philippine Sea (thanks to the enormous num-

  ber of victories over the Japanese airplanes also known as The Great Marianas Turkey Shoot) he claimed 6 Japanese D4Y Judy dive

  bombers shot down in the mere 8 minutes. Vraciu’s plane marked 32 is camouflaged is camouflaged with Glossy Sea Blue on the

  upper surfaces, the sides are sprayed with Intermediate Blue, the lower surfaces are sprayed with white colour. There is

  a noticeable overpainting of the previous marking, including the stencils, right under the fuselage number. The current pilot’s score

  is visible under the cockpit besides the VF-16 marking.

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  INFO Eduard - October 2021

• Page 36

  KITS 10/2021

  Lt. Cdr. D. McCampbell, CO of CAG-15, USS Essex, June 1944

  VF-27, USS Princeton, October 1944

  The future top American fighter ace, David McCampbell, was born on January 16, 1910, in Bessemer, Alabama. After graduating

  from the United States Naval Academy in 1933 next year he was posted to the light cruiser Portland (CA-33). In 1937 he was

  accepted to the pilot training at NAS Pensacola. He received his “wings” on April 21, 1938 and was posted to VF-4 on the board

  of USS Ranger (CV-4). This was followed by the service on USS Wasp (CV-7) as an LSO (Landing Signal Officer). After Wasp

  was sunk, he first taught the future LSOs at NAS Melbourne. On September 1, 1943, he was promoted to command VF-15 and in

  February 1944 he was given command of CAG-15 (Carrier Air Group) operating from USS Essex (CV-9). At the controls of this

  aircraft, during June 1944 battles over Saipan, Philippine Sea and Guam, he scored 10.5 kills (5xD4Y, 4½x A6M, 1xKi-49) out of his

  total 34 victories. The Minsi was scrapped in September 1944 after the damage sustained by AA fire and after that Campbell flew

  F6F-5 named The Minsi II and III.

  The most striking markings applied to the Hellcat were applied to the aircraft of VF-27 on the USS Princeton (CVL-23). The

  sharkmouth and bloodshot eyes seared themselves into the memory of more than one Japanese pilot. The sharkmouth and

  eyes were applied to all the Hellcats serving with VF-27 by one of its pilots, Robert Burnell, and with them, wreaked havoc eve-

  rywhere they operated in the Pacific. Over this span, they accounted for some two hundred downed enemy aircraft. The end of

  combat for VF-27 came about on October 24th, 1944, when the Princeton suffered a Japanese bomb hit. A major fire ensued, and

  the Princeton was finally sunk using torpedoes launched from friendly ships. Only a few aircraft that were in the air at the time

  landed on the USS Essex. One of them was this Hellcat, with the uncommon ‘F11’ marking and with two kill marks in the form of

  small Japanese flags below the cockpit.

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  INFO Eduard - October 2021

• Page 37

• Page 38

  KITS 10/2021

  Product page

  Re-release

  1/48 Cat. No. 8238

  Eduard plastic parts

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  eduard

  38

  INFO Eduard - October 2021

• Page 39

  KITS 10/2021

  263rd Independent Reconnaissance Air Squadron, Soviet Air Force, Kabul Airfield, Afghanistan, 1981

  353rd Reconnaissance Air Squadron, Yugoslav Air Force, Zelyava Air Base, Yugoslavia, 1971

  Air Test Department, Czech Air Force, Caslav Air Base, Czechoslovakia, 1994

  Following the Soviet invasion of Afghanistan, recce aircraft appeared at local airfields. The 263rd Independent Reconnaissance

  Air Squadron (ORAE) moved to Afghanistan in early January 1980 and found its home at Bagram and Kandahar air bases. The

  squadron began to fly their aircraft from Kabul in late April 1980 and stayed there till 1984. The depicted MiG-21R was one of the

  recce aircraft that operated from this air base. The camouflage scheme was created to match the appearance of the local land-

  scape. Many Soviet aircraft flown in Afghanistan were equipped with chaff and flare dispensers. These could be carried by this

  specific aircraft as well, however this are not visible in photographs.

  The Yugoslav Air Force purchased a dozen MiG-21Rs from the Soviet Union. These were delivered either in 1968 or 1969 and

  served under the local type designation L-14I. The first user of Aircraft 26104 was the 126th Reconnaissance Squadron that flew

  all of the Yugoslav MiG-21Rs. This Squadron was a part of the 204th Fighter Air Regiment. The next users of this aircraft were

  the 352nd and 353rd Reconnaissance Squadrons prior to being scrapped at Kraljevo. The white lightning appeared on the nose

  during 'Sloboda' military exercise in 1971.

  The appearance of the MiG-21R No. 1501 (s/n 94R001501) changed many times during its service in the Czechoslovak and Czech

  Air Force. Delivered in natural metal finish, it served in that form until general overhaul when a green and brown camouflage

  was applied. The black and white checkerboard on the rudder and triangles on the nose were painted afterwards. The aircraft

  was delivered to Czechoslovakia in January 1969 and was flown by the 47th Reconnaissance Air Regiment till 1993. In 1994, after

  overhaul, it was flown by the 28th Fighter-Bomber Air Regiment for a short period and then used by the Air Test Department

  (also known as 'Stress Flight') during late 1994 and 1995. The 47th Recce Air Regiment unit badge – a jackal head – is painted on

  the port side of the nose. The nickname of ground personnel member DOKTOR is painted on the canopy frame. Currently, the

  aircraft is preserved in Prague-Kbely Air Museum.

  eduard

  39

  INFO Eduard - October 2021

• Page 40

  KITS 10/2021

  32nd Tactical Reconnaissance Air Regiment, Polish Air Force, Sochaczew-Bielice Air Base,

  Poland, early 1980s

  Cuban Air Force, 1980s – 1990s

  MiG-21R s/n 94R011423 was delivered to Poland on September 29, 1968, along with another 'R'. These two examples were the

  first MiG-21Rs to arrive in Poland. The '1423' was flown by the 41st Fighter Air Regiment based at Malbork Air Base. In a very

  short period of time, on July 8, 1969, the aircraft was overhanded to the 21st Tactical Reconnaissance Air Regiment and moved

  to Sochaczew. From December 1982 it entered the inventory of the 2nd Squadron, 32nd Tactical Reconnaissance Air Regiment.

  Service with this unit is symbolized by the squadron badge on the port side of the nose, while the starboard side sports the 32nd

  Tactical Reconnaissance Air Regiment unit badge. This aircraft is preserved at the air museum in Drzonow in Poland.

  The Cuban Air Force obtained twelve MiG-21Rs in total. These were delivered from the Soviet Union and put into service in 1968.

  Aircraft No. 111 can be seen at the air museum in Havana. The green and blue camouflage scheme was recently seen on Cuban

  Air Force aircraft. The instrument panel of this MiG is painted black despite the specification calling for turquoise. Cuban

  MiG-21Rs were typically armed with two R-3S missiles mounted along with recce pod and two external 490l fuel tanks.

  eduard

  40

  INFO Eduard - October 2021

• Page 41

  KITS 10/2021

  OVERTREES

  MiG-21R

  Cat. No. 8243X

  1/48

  Product page

  Product page

  Cat. No. 8238-LEPT1

  Recommended for MiG-21R

  48704 MiG-21 ladder (PE

  -

  Set)

  FE1224 MiG-21R seatbelts STEEL (PE

  -

  Set)

  644091 MiG-21R LööK (Brassin)

  648025 Rocket launcher UB-16 and UB-32 (Brassin)

  648026 MiG-21 wheels (Brassin)

  648030 MiG-21 seat late (Brassin)

  648040 RS-2US / AA-1 Alkali (Brassin)

  648049 MiG-21 wheel wells (Brassin)

  648064 MiG-21 late airbrakes (Brassin)

  648080 MiG-21 undercarriage legs BRONZE (Brassin)

  648490 MiG-21 F.O.D. (Brassin)

  648125 R-3S / AA-2 Atoll-A (Brassin)

  648126 OFAB-100 Soviet bombs (Brassin)

  648127 OFAB-250 Soviet bombs (Brassin)

  648129 MiG-21R interior (Brassin)

  648445 R-13M missiles (Brassin)

  3DL48042 MiG-21R SPACE (3D Decal Set)

  Cat. No. 3DL48042

  Cat. No. 648129

  Cat. No. 648064

  eduard

  41

  INFO Eduard - October 2021

• Page 42

  KITS 10/2021

  Product page

  Re-release

  1/48 Cat. No. 8285

  Eduard plastic parts

  Photo-etched set

  Paiting mask

  5 marking options

  eduard

  42

  INFO Eduard - October 2021

• Page 43

  KITS 10/2021

  TD138, No. 317 (Polish) Squadron RAF, Ahlhorn Air Base, Germany, spring – summer 1946

  TB702, Cpt. P. G. J. Albertin, No. 340 (Free French) Squadron RAF, B105 Airfield (Lingen/Drope),

  Germany, May 1945

  SL549, No. 17 Squadron RAF, Farnborough Air Base, 1950

  TD138, previously operated by Nos. 345, 340 and 127 Squadrons, was assigned to No. 317 (Polish) Squadron in late May 1945. It

  was one of two Spitfires that were planned to be flown in a military parade in October 1945 in Warsaw. Soviet representatives

  didn´t want UK based Polish pilots to fly the aircraft in post-war Poland, so these Spitfires were flown by British pilots on a

  journey from Celle in Germany to Warszaw. Unfortunately, unpleasant weather forced the pilots to land in Poznan. More discord

  with the Soviets caused both of the Spitfires to head back to Germany instead of the Polish capital.

  The scoreboard below the windscreen is fictitious and was intended to stress the combat deployment of Polish flyers against

  Nazi Germany. TD138 also wore the code letters JH M for a time.

  This aircraft was assigned to No. 340 (Free French) Squadron in late April 1945. The standard British roundels and fin flash were

  applied at that time. The French national insignia were not added until mid-May. Later on, in 1951, the aircraft was flown by No.

  103 Flying Refresher School. It was written off after a cash in May 1954. TB702 was operated by No. 3 Civilian Anti-Aircraft

  Co-Operation Unit at that time.

  The Day Fighter scheme camouflage colors are applied, and the Sky band on the rear fuselage was overpainted with fresh (thus

  slightly darker) camouflage colors.

  SL549 was overpainted in Aluminium. The national insignia matched regulations issued in May 1947. Close examination of photos

  reveals that the roundels and serial number were not painted on the lower surface of the wings.

  eduard

  43

  INFO Eduard - October 2021

• Page 44

  KITS 10/2021

  RW393, No. 601 Squadron RAuxAF, 1949

  This aircraft took part in the Cooper Air Race of 1949. The competition for RAuxAF squadrons was named after W/Cdr Geoffrey

  Cooper, M.P. The winged sword painted in front of the windscreen is the No. 601 Squadron crest.

  TE199, Air Officer Commanding, No. 21 Group RAF, Swindersby Air Base, Great Britain, 1948

  This aircraft from No. 21 Group was painted gloss black. The spinner and wings tips were gold. The Group was subordinate to

  Flying Training Command.

  Note the Air Vice Marshall pennant under the windscreen. The hue of the national insignia colors seems to be quite light, though

  it may be the result of the overall dark appearance of the aircraft.

  The aircraft was unarmed.

  eduard

  44

  INFO Eduard - October 2021

• Page 45

  KITS 10/2021

  OVERTREES

  Spitfire Mk.XVI Bubbletop early

  Cat. No. 8285X

  1/48

  Product page

  Product page

  Product page

  Cat. No. 8285-LEPT1

  Recommended for Spitfire Mk.XVI

  48850 Spitfire Mk.XVI surface panels (fotolept)

  49083 Spitfire Mk.XVI seatbelts FABRIC (fotolept)

  49725 Spitfire Mk.XVI (fotolept)

  FE1223 Spitfire Mk.XVI seatbelts STEEL (fotolept)

  648124 Spitfire undercarriage legs BRONZE (Brassin)

  648218 Spitfire Mk.XVI wheels - 3 spoke (Brassin)

  648307 Spitfire Mk.XVI top cowl (Brassin)

  3DL48041 Spitfire Mk.XVI SPACE (3D decalová sada)

  EX808 Spitfire Mk.XVI TFace (maska)

  Cat. No. 3DL48041

  Cat. No. 648307

  Cat. No. 648124

  Cat. No. 648218

  Spitfire Mk.XVI Bubbletop late

  Kat. č. 8295X

  1/48

  eduard

  45

  INFO Eduard - October 2021

• Page 46

  10/2021

  LööK set - Brassin pre-painted dashboard and

  STEEL seatbelts for Mi-24D in 1/48 scale.

  Easy to assemble, replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painng mask: no

  LööK set - Brassin pre-painted dashboard

  and STEEL seatbelts for Z-226 Trener in 1/48 scale.

  Easy to assemble, replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details: yes, pre-painted

  - painng mask: no

  644121

  Mi-24D LööK

  1/48 Eduard/Zvezda

  644120

  Z-226 Trener LööK

  1/48 Eduard

  Product page

  Product page

  eduard

  46

  INFO Eduard - October 2021

• Page 47

  Brassin set - the bomb carrier for Sopwith

  Camel in 1/48 scale. The set consists of the

  carrier and four bombs.

  Recommended kit: Eduard

  Set contains:

  - resin: 5 parts

  - decals: no

  - photo-etched details: yes

  - painng mask: no

  Brassin set - the undercarriage wheels for

  B-17 in 1/48 scale. The set consists of the

  main wheels and a tail wheel.

  Easy to assemble, replaces plasc parts.

  Recommended kit: HKM

  Set contains:

  - resin: 7 parts

  - decals: no

  - photo-etched details: no

  - painng mask: yes

  648662

  Sopwith Camel 20lb bomb carrier

  1/48 Eduard

  648644

  B-17 wheels oval tread

  1/48 HKM

  BRASSIN 10/2021

  Product page

  Product page

  eduard

  47

  INFO Eduard - October 2021

• Page 48

  BRASSIN 10/2021

  Brassin set - the propeller for Bf 109G-10

  in 1/48 scale. Easy to assemble, replaces

  plasc parts. Recommended kit: Eduard

  Set contains:

  - resin: 7 parts

  - decals: no

  - photo-etched details: yes

  - painng mask: no

  Brassin set - the cockpit for Spiire Mk.V

  in 1/48 scale. Recommended kit: Eduard

  Set contains:

  - resin: 32 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painng mask: no

  648672

  Bf 109G-10 propeller

  1/48 Eduard

  648663

  Spitre Mk.V cockpit

  1/48 Eduard

  Product page

  Product page

  eduard

  48

  INFO Eduard - October 2021

• Page 49

  Brassin set - the engine for Sopwith Camel

  in 1/48 scale.Easy to assemble, replaces plasc

  parts. Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details: yes

  - painng mask: no

  Brassin set - Falanga 9M17P missiles

  for Mi-24 copter in 1/48 scale. The set consists

  of four missiles with railing launchers.

  Recommended kit: Eduard/Zvezda

  Set contains:

  - resin: 6 parts

  - decals: yes

  - photo-etched details: yes

  - painng mask: no

  648676

  Sopwith Camel Clerget engine

  1/48 Eduard

  648675

  Falanga 9M17P missiles

  1/48 Eduard/Zvezda

  BRASSIN 10/2021

  Product page

  Product page

  eduard

  49

  INFO Eduard - October 2021

• Page 50

  BRASSIN 10/2021

  Brassin set - the undercarriage wheels for

  Z-126/226 Trener in 1/48 scale. The set consists

  of the main wheels and a tail wheel.

  Easy to assemble, replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painng mask: yes

  Brassin set - the engine for Sopwith Camel in 1/48

  scale.Easy to assemble, replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 2 parts

  - decals: no

  - photo-etched details: yes

  - painng mask: no

  648679

  Z-126/226 Trener wheels

  1/48 Eduard

  648677

  Sopwith Camel Bentley engine

  1/48 Eduard

  Product page

  Product page

  eduard

  50

  INFO Eduard - October 2021

• Page 51

  Brassin set - the undercarriage wheels for

  F-4b in 1/48 scale. The set consists of the

  main wheels and nose wheels. Easy to

  assemble, replaces plasc parts.

  Recommended kit: Tamiya

  Set contains:

  - resin: 4 parts

  - decals: no

  - photo-etched details: no

  - painng mask: yes

  Brassin set - the exhaust stacks for F6F

  in 1/48 scale. Easy to assemble, replaces

  plasc parts. Recommended kit: Eduard

  Set contains:

  - resin: 4 parts

  - decals: no

  - photo-etched details: no

  - painng mask: no

  648682

  F-4B wheels

  1/48 Eduard

  648683

  F6F exhaust stacks

  1/48 Eduard

  BRASSIN 10/2021

  Product page

  Product page

  eduard

  51

  INFO Eduard - October 2021

• Page 52

  BRASSIN 10/2021

  Brassin set - the undercarriage wheels for

  Mi-24D in 1/48 scale. The set consists of

  the main wheels and nose wheels. Easy to

  assemble, replaces plasc parts.

  Recommended kit: Eduard

  Set contains:

  - resin: 4 parts

  - decals: no

  - photo-etched details: no

  - painng mask: yes

  Brassin set - the undercarriage wheels for

  Me 163B in 1/48 scale. The set consists of

  the main wheels and a tail wheel. Easy to

  assemble, replaces plasc parts.

  Recommended kit: Gaspatch Models

  Set contains:

  - resin: 3 parts

  - decals: no

  - photo-etched details: no

  - painng mask: yes

  648685

  Mi-24D wheels

  1/48 Eduard/Zvezda

  648684

  Me 163B wheels

  1/48 Gaspatch Model

  Product page

  Product page

  eduard

  52

  INFO Eduard - October 2021

• Page 53

  Brassin set - the cokpit for Tornado GR.1 in 1/72

  scale. Recommended kit: Eduard/Revell

  Set contains:

  - resin: 17 parts

  - decals: yes

  - photo-etched details: yes, pre-painted

  - painng mask: no

  672274

  Tornado GR.1 cockpit

  1/72 Eduard/Revell

  BRASSIN 10/2021

  Product page

  eduard

  53

  INFO Eduard - October 2021

• Page 54

  BRASSIN 10/2021

  Collection of 3 sets for Sabre F.4 in 1/48 scale.

  Recommended kit: Airx

  - LööK set (pre-painted Brassin dashboard & Steelbelts)

  - TFace painting mask

  - undercarriage wheels

  644122

  Sabre F.4 LööKplus

  1/48 Airx

  Product page

  eduard

  54

  INFO Eduard - October 2021

• Page 55

  Collection of 3 sets for Lancaster B Mk.I in 1/48 scale.

  Recommended kit: HKM

  - LööK set (pre-painted Brassin dashboard & Steelbelts)

  - TFace painting mask

  - undercarriage wheels

  644123

  Lancaster B Mk.I LööKplus

  1/48 HKM

  BRASSIN 10/2021

  Product page

  eduard

  55

  INFO Eduard - October 2021

• Page 56

  SPACE 10/2021

  for 1/48 kit Eduard

  for 1/48 kit Eduard

  3DL48041 Spitfire Mk.XVI SPACE

  3DL48042 MiG-21R SPACE

  Product page

  Product page

  eduard

  56

  INFO Eduard - October 2021

• Page 57

  for 1/48 kit Eduard

  for 1/48 kit Eduard

  3DL48043 Mi-24D SPACE

  3DL48045 Z-226 SPACE

  Product page

  Product page

  SPACE 10/2021

  eduard

  57

  INFO Eduard - October 2021

• Page 58

  FOTOLEPTY OCOTBER 2021

  USS Interpid CV-11 pt.1 1/350 Trumpeter (53272)

  USS Interpid CV-11 pt.2 1/350 Trumpeter (53273)

  USS Interpid CV-11

  1/350 Trumpeter

  eduard

  58

  INFO Eduard - October 2021

• Page 59

  PHOTO-ETCHED 10/2021

  Ferdinand 1/35 Amusing Hobby (36472)

  Ferdinand

  1/35 Amusing Hobby

  eduard

  59

  INFO Eduard - October 2021

• Page 60

  PHOTO-ETCHED 10/2021

  TOR M-2 / SA-15 Gauntlet 1/35 Zvezda (36473)

  TOR M-2 / SA-15 Gauntlet

  1/35 Zvezda

  eduard

  60

  INFO Eduard - October 2021

• Page 61

  DECAL SETS 10/2021

  Cat. No. D32015

  P-51D stencils

  1/32 Revell/Tamiya

  Cat. No. D48091

  Mi-24D stencils

  1/48 Zvezda

  Cat. No. D48092

  Z-226 stencils

  1/48 Eduard

  Product page

  Product page

  Product page

  eduard

  61

  INFO Eduard - October 2021

• Page 62

  Cat. No. D48093

  F-4B NAVY

  1/48 Tamiya

  Product page

  DECAL SETS 10/2021

  BuNo. 151478, VF-84 Jolly Rogers, AG211,

  USS Independence, South East Asia,

  The Gulf of Tonkin, 1965

  BuNo. 148417, VF-121 Peacemaker, NJ121,

  NAS Miramar, USA, 1964

  BuNo. 153018, VF-114 Aardvarks, NH205, USS Kitty Hawk,

  South East Asia, The Gulf of Tonkin, 1968

  BuNo. 153020, VF-92 Silver Kings, NG204, USS Enterprise, South East Asia, The Gulf of Tonkin, 1968

  BuNo.149461, VF-32 Swordsmen, AB212, USS John F. Kennedy, European and Mediterranean cruise, 1972

  eduard

  62

  INFO Eduard - October 2021

• Page 63

  BuNo. 153020, VF-92 Silver Kings, NG204, USS Enterprise, South East Asia, The Gulf of Tonkin, 1968

  Cat. No. D48094

  F-4B stencils

  1/48 Tamiya

  Cat. No. D72036

  Hurricane Mk.I stencils

  1/72 Arma Hobby/Revell/Airxt

  Product page

  Product page

  DECAL SETS 10/2021

  eduard

  63

  INFO Eduard - October 2021

• Page 64

  53203 USN ensign ag WWII STEEL 1/700

  53254 USS Langley CV-1 1/350

  53255 USS Langley CV-1 safety nets 1/350

  53203 USN ensign ag WWII STEEL 1/700

  53267 USS Langley AV-3 1/350

  53268 USS Langley AV-3 safety nets 1/350

  BIG5360 USS Langley CV-1 1/350 Trumpeter

  BIG5361 USS Langley AV-3 1/350 Trumpeter

  All sets included in this BIG ED are available separately,

  but with every BIG ED set you save up to 30%.

  Product page

  Product page

  eduard

  64

  INFO Eduard - October 2021

• Page 65

  32990 AH-1G 1/32

  33287 AH-1G seatbelts STEEL 1/32

  JX279 AH-1G 1/32

  49103 Remove Before Flight STEEL

  491198 F-84F 1/48

  FE1199 F-84F seatbelts STEEL 1/48

  EX790 F-84F 1/48

  481057 Mi-24P cargo interior 1/48

  481058 Mi-24P exterior 1/48

  491205 Mi-24P interior 1/48

  FE1206 Mi-24P seatbelts STEEL 1/48

  EX798 Mi-24P 1/48

  BIG33138 AH-1G 1/32 ICM

  BIG49304 F-84F 1/48 Kinetic

  BIG49305 Mi-24P 1/48 Zvezda

  All sets included in this BIG ED are available separately,

  but with every BIG ED set you save up to 30%.

  Product page

  Product page

  Product page

  eduard

  65

  INFO Eduard - October 2021

• Page 66

  MASKS 10/2021

  EDUARD MASK IT FITS!

  EX805 Z-226 TFace 1/48 Eduard

  EX806 Mi-24D TFace 1/48 Eduard/Zvezda

  EX807 Mirage 2000D TFace 1/48 Kinec

  EX808 Spiire Mk.XVI TFace 1/48 Eduard

  CX607 Hurricane Mk.IIc 1/72 Zvezda

  CX608 Ki-54c 1/72 Special Hobby

  EX806

  EX806

  EX808

  CX607

  CX608

  CX608

  CX608

  CX607 CX607

  EX808 EX808

  EX806EX806

  EX806 EX806

  EX807 EX807

  eduard

  66

  INFO Eduard - October 2021

• Page 67

  KITS

  11150 HIND D 1/48 Limited edition

  2138 HURRISTORY: Hurricane Mk.I 1/72 Limited edition

  7457 F6F

  -

  3 1/72 Weekend edition

  8238 MiG-21R (reedice) 1/48 ProPACK

  8285 Spitre Mk.XVI (reedice) 1/48 ProPACK

  PE-SETS

  53272 USS Intrepid CV-11 pt.1 1/350 Trumpeter

  53273 USS Intrepid CV-11 pt.2 1/350 Trumpeter

  36472 Ferdinand 1/35 Amusing Hobby

  36473 TOR M-2 / SA-15 Gauntlet 1/35 Zvezda

  481067 Mi-24D cargo interior 1/48 Eduard

  481068 Mi-24D upgrade set 1/48 Eduard

  481069 Mirage 2000D exterior 1/48 Kinetic

  491217 Ar 234B 1/48 Hasegawa/Hobby 2000

  491221 Mirage 2000D 1/48 Kinetic

  72715 Vulcan B.2 bomb bay 1/72 Airx

  72716 Vulcan B.2 undercarriage 1/72 Airx

  72717 Hurricane Mk.IIc landing aps 1/72 Zvezda

  73748 Vulcan B.2 1/72 Airx

  73752 Ki-54 1/72 Special Hobby

  73753 Hurricane Mk.IIc 1/72 Zvezda

  ZOOMS

  FE1217 Ar 234B 1/48 Hasegawa/Hobby 2000

  FE1218 Ar 234B seatbelts STEEL 1/48 Hasegawa/Hobby 2000

  FE1219 Z-126/226 seatbelts STEEL 1/48 Eduard

  FE1220 Mi-24D seatbelts STEEL 1/48 Eduard/Zvezda

  FE1221 Mirage 2000D 1/48 Kinetic

  FE1222 Mirage 2000D seatbelts STEEL 1/48 Kinetic

  FE1223 Spitre Mk.XVI seatbelts STEEL 1/48 Eduard

  FE1224 MiG-21R seatbelts STEEL 1/48 Eduard

  SS748 Vulcan B.2 1/72 Airx

  SS753 Hurricane Mk.IIc 1/72 Zvezda

  SS754 F6F-3 Weekend 1/72 Eduard

  MASKS

  EX805 Z-226 TFace 1/48 Eduard

  EX806 Mi-24D TFace 1/48 Eduard/Zvezda

  EX807 Mirage 2000D TFace 1/48 Kinetic

  EX808 Spitre Mk.XVI TFace 1/48 Eduard

  CX607 Hurricane Mk.IIc 1/72 Zvezda

  CX608 Ki-54c 1/72 Special Hobby

  BIGED SETS

  BIG5360 USS Langley CV-1 1/350 Trumpeter

  BIG5361 USS Langley AV-3 1/350 Trumpeter

  BIG33138 AH-1G 1/32 ICM

  BIG49304 F-84F 1/48 Kinetic

  BIG49305 Mi-24P 1/48 Zvezda

  BRASSINY

  644120 Z-226 Trener LööK 1/48 Eduard

  644121 Mi-24D LööK 1/48 Eduard/Zvezda

  648644 B-17 wheels oval tread 1/48 HKM

  648662 Sopwith Camel 20lb bomb carrier 1/48 Eduard

  648663 Spitre Mk.V cockpit 1/48 Eduard

  648672 Bf 109G-10 propeller 1/48 Eduard

  648675 Falanga 9M17P missiles 1/48 Eduard/Zvezda

  648676 Sopwith Camel Clerget engine 1/48 Eduard

  648677 Sopwith Camel Bentley engine 1/48 Eduard

  648679 Z-126/226 Trener wheels 1/48 Eduard

  648682 F-4B wheels 1/48 Tamiya

  648683 F6F exhaust stacks 1/48 Edurad

  648684 Me 163B wheels 1/48 Gaspatch Model

  648685 Mi-24D wheels 1/48 Eduard/Zvezda

  672274 Tornado GR.1 cockpit 1/72 Eduard/Revell

  LookPLUS

  644122 Sabre F.4 LööKplus 1/48 Airx

  644123 Lancaster B Mk.I LööKplus 1/48 HKM

  DECAL SETS

  D32015 P-51D stencils 1/32 Revell/Tamiya

  D48091 Mi-24D stencils 1/48 Zvezda

  D48092 Z-226 stencils 1/48 Eduard

  D48093 F-4B NAVY 1/48 Tamiya

  D48094 F-4B stencils 1/48 Tamiya

  D72036 Hurricane Mk.I stencils 1/72 Arma Hobby/Revell/Airx

  SPACE

  3DL48041 Spitre Mk.XVI SPACE 1/48 Eduard

  3DL48042 MiG-21R SPACE 1/48 Eduard

  3DL48043 Mi-24D SPACE 1/48 Eduard/Zvezda

  3DL48045 Z-226 SPACE 1/48 Eduard

  October 2021

  Releases

• Page 68

  Built by Robert Szwarc

  Cat. No. 82154

  Kamo D

  Product page

  BUILT

  Spitfire Mk.IIb

  1/48

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  P8505, Sgt. Eric S. Dicks-Sherwood, No. 266 (Rhodesia) Squadron, RAF Wittering, Cambridgeshire,

  United Kingdom, September 1941

  Rhodesian Eric „Dickie“ Dicks-Sherwood commenced

  his service at No. 266 RAF Rhodesian Squadron in the

  summer of 1941 with the rank of Sergeant. In Novem-

  ber he was promoted to Pilot Officer and transferred

  to No. 603 Squadron with which he sailed to Malta on

  board of USS Wasp aircraft carrier. Later he fought in

  Northern Africa and Italy. During the conflict he was

  credited with 2 shared and 5 individual victories. On

  September 15, 1941, he flew as a wingman to the Wi-

  ttering Wing commander W/Cdr Jameson (RNZAF)

  on one of the Rhubarb missions against the De Kooy

  airport in the Netherlands. Over the ocean they were

  attacked by four Bf 110 from 5./ZG 76. Dicks-Sherwood

  claimed one enemy aircraft damaged, W/Cdr. Jame-

  son claimed one shot down. In fact none of the enemy

  aircraft participating in the combat sustained any da-

  mage. P8505 sported the coat of arms of the city of

  Stamford on the port side of the fuselage and name

  Eva III on the starboard side.

  BUILT

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  BUILT

  MiG-21MF

  1/48

  Built by Patrik Pěcha

  Cat. No. 84177

  Kamo A

  Product page

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  POSTAVENO

  MiG-21M, 1st Squadron, 4th Fighter Air Regiment, Pardubice air base, Czechoslovakia, June 1989

  The relaxing of the political strictness through 1989, along with the disbandment of Pardubice’s 4th slp, gave rise to something as yet unheard of. Two more or less

  clothed ladies graced the noses of a MiG-21M. Greater scorn was provoked by the markings denoting ‘Pardubice’ and ‘4.slp’ (translator’s note: typically, the period

  behind the number is the equivalent to the English ‘st’, ‘th’ or ‘nd’, so that the 4. is equivalent to 4th , the 1. to the 1st, and so on), since these bits of information were

  still strictly classified. The inspiration for the artwork on ‘1113’ was pin up on B-24 „Barbara Jean“ from the Second World War. The image was projected and trans-

  ferred onto the aircraft with the use of a Meotar apparatus, and this aircraft made it into the air at least once with the pin-up in place.

  These aircraft were updated to MF standard likely during their general overhaul in 1987. They were given the rear view periscope mounted in the canopy and had

  the small wing fences added adjacent to the auxiliary air intake doors. The R-13 power egg was added already during the midlife upgrade. Aircraft after general

  overhauls in April 1986, retained their original look without paint, the wheel wells were a grey-green color, and the air brake interiors were painted their usual

  dense yellow color.

  BUILT

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  INFO Eduard - October 2021

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  BUILT

  Built by Robert Szwarc

  Cat. No. 2125

  Kamo B

  THE

  DAY

  LONGEST

  DUAL COMBO

  LIMITED EDITION

  1/72

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  INFO Eduard - October 2021

• Page 73

  BUILT

  Spitfire LF Mk.IXe, PL124, No. 312 Squadron RAF, June 1944

  Czechoslovak pilots flew the Spitfire Mk.IXe for the first time during the Normandy landings. Czechoslovak RAF squadrons were re-armed with low-altitude

  Merlin 66 Spitfires because these had underwing bomb racks and were more suitable for operations over the Normandy beachhead. The first unit to get the new

  Spitfires within No. 134 Wing was No. 312 Squadron, which received the aircraft on June 11th, 1944. The E-type wing Spitfires served with the wing till July 3rd,

  1944 when the F and HF.IXc machines arrived and the LF Mk.IXe were passed on to other units. Photos of PL124 show that the quick identification black & white

  bands were not fully painted on the fuselage. The black stripes are missing. Note the dark, probably blue, rudder tip.

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  BIG5362 SMS Szent István 1/350 Trumpeter

  BIG35100 IDF Shot Kal 1/35 Amusing Hobby

  BIG49306 F-4B 1/48 Tamiya

  BIG49307 Lancaster B Mk.I PART I 1/48 HKM

  BIG49308 Lancaster B Mk.I PART II 1/48 HKM

  644126 Ar 234B LööK 1/48 Hasegawa/Hobby 2000

  644127 F-4B LööK 1/48 Tamiya

  648627 Lutorpedo F5b 1/48

  648645 B-17 wheels rhomboid tread 1/48 HKM

  648646 GBU-15(V)21/B 1/48

  648652 AGM-142 Popeye Have Nap 1/48

  648669 Spiire Mk.V six-stacks exhausts shtail 1/48 Eduard

  648678 Sopwith Camel Le Rhone engine PRINT 1/48 Eduard

  648686 Tempest Mk.II landing aps PRINT 1/48 Eduard/Special Hobby

  648687 Ar 234B wheels 1/48 Hasegawa/Hobby 2000

  648688 Fw 190D exhaust stacks 1/48 Eduard

  648690 F-4B exhaust nozzles PRINT 1/48 Tamiya

  648691 US Mk.17 depth charges PRINT 1/48

  672272 GBU-15(V)1/B 1/72

  672275 B-25J engines 1/72 Eduard/Hasegawa

  644124 Me 163B LööKplus 1/48 Gaspatch Model

  644125 Mi-24D LööKplus 1/48 Eduard/Zvezda

  SIN64876 F-4B Air to Air weapons 1/48 Tamiya

  SIN64877 F-4B Air to Ground weapons 1/48 Tamiya

  BIG ED (November)

  BRASSIN (November)

  LöökPlus (November)

  BIGSIN (November)

  BIG49306

  BIG35100

  BIG49308

  ON APPROACHON APPROACHON APPROACHON APPROACH

  NOVEMBER 2021

  BRASSIN

  644126 Ar 234B LööK 1/48 Hasegawa/Hobby 2000

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• Page 75

  644127 F-4B LööK 1/48 Tamiya

  648627 Lufttorpedo F5b 1/48

  BRASSIN

  NOVEMBER 2021

  ON APPROACHON APPROACHON APPROACHON APPROACH

  PRELLIMINARY IMGES

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  INFO Eduard - October 2021

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  648645 B-17 wheels rhomboid tread 1/48 HKM

  648646 GBU-15(V)21/B 1/48

  ON APPROACHON APPROACHON APPROACHON APPROACH

  BRASSIN

  NOVEMBER 2021

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• Page 77

  648652 AGM-142 Popeye Have Nap 1/48

  648669 Spitre Mk.V six-stacks exhausts shtail 1/48 Eduard

  BRASSIN

  ON APPROACHON APPROACHON APPROACHON APPROACH

  NOVEMBER 2021

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  INFO Eduard - October 2021

• Page 78

  648678 Sopwith Camel Le Rhone engine PRINT 1/48 Eduard

  648686 Tempest Mk.II landing aps PRINT 1/48 Eduard/Special Hobby

  ON APPROACHON APPROACHON APPROACHON APPROACH

  BRASSIN

  NOVEMBER 2021

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  INFO Eduard - October 2021

• Page 79

  648688 Fw 190D exhaust stacks 1/48 Eduard

  648687 Ar 234B wheels 1/48 Hasegawa/Hobby 2000

  BRASSIN

  ON APPROACHON APPROACHON APPROACHON APPROACH

  NOVEMBER 2021

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  INFO Eduard - October 2021

• Page 80

  648690 F-4B exhaust nozzles PRINT 1/48 Tamiya

  648691 US Mk.17 depth charges PRINT 1/48

  ON APPROACHON APPROACHON APPROACHON APPROACH

  BRASSIN

  NOVEMBER 2021

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  INFO Eduard - October 2021

• Page 81

  672275 B-25J engines 1/72 Eduard/Hasegawa

  672272 GBU-15(V)1/B 1/72

  BRASSIN

  ON APPROACHON APPROACHON APPROACHON APPROACH

  NOVEMBER 2021

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  INFO Eduard - October 2021

• Page 82

  644124 Me 163B LööKplus 1/48 Gaspatch Model

  Collection of 3 sets for Me 163B in 1/48 scale.

  Recommended kit: Gaspatch Models

  - LööK set (pre-painted Brassin dashboard & Steelbelts)

  - TFace painting mask

  - undercarriage wheels

  ON APPROACHON APPROACHON APPROACHON APPROACH

  BRASSIN

  NOVEMBER 2021

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  INFO Eduard - October 2021

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  644125 Mi-24D LööKplus 1/48 Eduard/Zvezda

  Collection of 4 sets for Mi-24D in 1/48 scale.

  Recommended kit: Eduard / Zvezda

  - LööK set (pre-painted Brassin dashboard & Steelbelts)

  - TFace painting mask

  - undercarriage wheels

  - Pitot tubes

  BRASSIN

  ON APPROACHON APPROACHON APPROACHON APPROACH

  NOVEMBER 2021

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  INFO Eduard - October 2021

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  SIN64876 F-4B Air to Air weapons 1/48 Tamiya

  Collection of 3 sets for F-4B in 1/48 scale.

  Recommended kit: Tamiya

  - AIM-9B missiles (4 pcs)

  - AIM-7E missiles (4 pcs)

  - Remove before Flight tags STEEL

  All sets included in this BIG SIN are available separately,

  but with every BIG SIN set you save up to 30%.

  ON APPROACHON APPROACHON APPROACHON APPROACH

  BRASSIN

  NOVEMBER 2021

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  SIN64877 F-4B Air to Ground weapons 1/48 Tamiya

  Collection of 5 sets for F-4B in 1/48 scale.

  Recommended kit: Tamiya

  - TER racks

  - MER racks

  - 3 sets of Mk.82 bombs

  All sets included in this BIG SIN are available separately,

  but with every BIG SIN set you save up to 30%.

  ON APPROACHON APPROACHON APPROACHON APPROACH

  BRASSIN

  NOVEMBER 2021

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  PE-SETS

  53274 USS Intrepid CV-11 pt.3 1/350 Trumpeter

  53275 USS Intrepid CV-11 pt.4 1/350 Trumpeter

  32991 AH-1G late 1/32 ICM

  36474 Elefant 1/35 Amusing Hobby

  36475 M4A3 (76)W 1/35 Zvezda

  481070 CH-47A rear ramp 1/48 Hobby Boss

  491225 Chipmunk T.10 1/48 Airx

  491227 F/A-18E 1/48 Hobby Boss

  491229 CH-47A 1/48 Hobby Boss

  491230 CH-47A cargo seatbelts 1/48 Hobby Boss

  ZOOMS

  33288 AH-1G late 1/32 ICM

  33289 AH-1G late seatbelts STEEL 1/32 ICM

  FE1225 Chipmunk T.10 1/48 Airx

  FE1226 Chipmunk T.10 seatbelts STEEL 1/48 Airx

  FE1227 F/A-18E 1/48 Hobby Boss

  FE1228 F/A-18E seatbelts STEEL 1/48 Hobby Boss

  FE1229 CH-47A 1/48 Hobby Boss

  FE1230 CH-47A seatbelts STEEL 1/48 Hobby Boss

  FE1231 P-51D-20 Weekend 1/48 Eduard

  MASKS

  JX281 D.510 1/32 Dora Wings

  EX809 Chipmunk T.10 1/48 Airx

  EX810 Chipmunk T.10 TFace 1/48 Airx

  EX811 F/A-18E 1/48 Hobby Boss

  EX812 F/A-18E TFace 1/48 Hobby Boss

  EX813 CH-47A 1/48 Hobby Boss

  EX814 CH-47A TFace 1/48 Hobby Boss

  EX815 AT-9 Jeep 1/48 Dora Wings

  EX816 AT-9 Jeep TFace 1/48 Dora Wings

  EX817 P-40N 1/48 Academy

  EX818 P-40N TFace 1/48 Academy

  CX609 Mirage III CJ 1/72 Modelsvit

  DECAL SETS

  D24001 Flying circus / JG I 1/24 Meng

  D32016 Spiire Mk.IX stencils 1/32 Tamiya/Revell

  D48095 F-4B MARINES 1/48 Tamiya

  D48096 F-4B Good Morning Da Nang 1/48 Tamiya

  SPACE

  3DL48046 Fw 190A-3 SPACE 1/48 Eduard

  3DL48047 Fw 190A-5 SPACE 1/48 Eduard

  3DL48048 Chipmunk T.10 SPACE 1/48 Airx

  3DL48049 Bf 109E-4 SPACE 1/48 Eduard

  PE-Sets, Masks, Decal sets and SPACE

  NOVEMBER 2021

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  STAVEBNICE

  ČERVENEC 2021

  ON APPROACHON APPROACHON APPROACHON APPROACH

  Tempest Mk.II late version

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  NOVEMBER 2021

  Cat. No. 82125

  1/48

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  INFO Eduard - October 2021

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  TRENÉR

  STAVEBNICE

  ČERVENEC 2021

  ON APPROACHON APPROACHON APPROACHON APPROACH

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  Cat. No. 11152

  Z-226MS, OK

  -

  KND, No. 31-09, Aero Club Chomutov,

  Czech Republic, 2021

  Z-226M, OK

  -

  KND, No. 31-09, Aero Club Chomutov,

  Czech Republic, around 1995

  Z-226MS, OK

  -

  LMG, No. 135, private owner,

  Rakovník airfield, Czech Republic, 2020

  NOVEMBER 2021

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  INFO Eduard - October 2021

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  TRENÉR

  Z-226M, OK

  -

  KND, No. 31-09, Aero Club Chomutov,

  Czech Republic, around 1995

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  Z-226T, OK

  -

  MUA, No. 370, Ladislav Bezák,

  Kladno airfield, Czechoslovakia, 1971

  Z-226T, HA

  -

  TRM, No. 369, JGTaviation, Tököl airfield,

  Hungary, 2021

  Z-226M, OK

  -

  KNM, No. 40-09, Aero Club Roudnice nad Labem,

  Czech Republic, 2019

  Z-226B, OK

  -

  MQL, No. 283, Aero Club Kralupy nad Vltavou,

  Czech Republic, 2010

  Z-226MS, OM

  -

  IFE, No. 741, Aero Club Trenčín,

  Slovakia, 2021

  Z-226B, OK

  -

  MPJ, No. 255, Aero Club Kladno,

  Czechoslovakia, 1970s

  Z-226MS, OM

  -

  MPX, No. 264, Aero Club Nové Zámky,

  Slovakia, 2021

  Z-226MS, OK

  -

  KMR, No. 19-08, private owner,

  Praha-Letňany airfield, Czech Republic 2020

  NOVEMBER 2021

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  INFO Eduard - October 2021

• Page 90

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• Page 91

  SPITFIRE STORY: The Sweeps

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  1/48

  Cat. No. 11153

  Dual Combo

  W3257, F/Lt Eric S. Lock, No. 611 Squadron,

  RAF Hornchurch, Great Britain, July 1941

  BL973, F/Lt Stanislav Fejfar, No. 313 (Czechoslovak)

  Squadron, RAF Hornchurch, Great Britain,

  March – May 1942

  BM324, F/Lt Bernard Dupérier (Baron Léon Sternberg

  de Armella), No. 340 (Free French) Squadron,

  RAF Westhampnett, West Sussex, Great Britain,

  July 1942

  W3320, P/O Donald E. Kingaby, No. 92 squadron,

  RAF Biggin Hill, Great Britain, August 1941

  BM124, S/Ldr Brendan E. F. Finnucane,

  CO of No. 602 Squadron, RAF Kenley,

  Great Britain, April 1942

  NOVEMBER 2021

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  SPITFIRE STORY: The Sweeps

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  BM564, P/O André M. A. F. Plisnier,

  No. 350 (Belgium) Squadron, RAF Redhill, Surrey,

  Great Britain, summer - fall 1942

  EN824, F/Lt John Yarra, No. 453 Squadron RAAF,

  RAF Ipswich, Suffolk, Great Britain, December 1942

  EN921, F/O Jackson E. Sheppard, No. 401 Squadron RCAF,

  RAF Biggin Hill, Great britain, October 1943

  W3518, S/Ldr Count Franz F. Colloredo-Mansfeld,

  CO of No. 132 Squadron, RAF Newchurch, Kent,

  Great Britain, September 1943

  EN951, S/Ldr Jan Zumbach, CO of No. 303 (Polish)

  Squadron, RAF Kirton in Lindsey, Lincolnshire,

  Great Britain, September 1942

  NOVEMBER 2021

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  P-51D-20 Mustang

  1/48

  Cat. No. 84176

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  44-72505, Maj. William A. Shomo, 82nd TRS, 71st TRG,

  5th AF, Lingayen, Luzon, The Philippines, May-June 1945

  44-72199, Capt. Charles E. Weaver, 362nd FS, 357th FG,

  8th AF, RAF Leiston, Great Britain, April 1945

  44-72099, Lt. Warren S. Blodgett, 84th FS, 78th FG, 8th AF,

  RAF Duxford, Cambridgeshire, Great Britain, April 1945

  44-72558, 2nd Lt. Bennett C. Commer/2nd Lt. Henry C. Seegers jr.,

  458th FS, 506th FG, 20th AF, Iwojima, July 1945

  NOVEMBER 2021

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  MiG-21MF Fighter Bomber

  1/ 72

  Cat. No. 7458

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  c/n 9668143, 3. Eskadra Lotnicza Taktycznego,

  Poznań-Krzesiny, Poland, 2002

  Jagdfliegergeschwader 3, Preschen AB,

  German Democratic Republic, 1990

  No. 7628, Egyptian Air Force, Tanta AB, Arab Republic of Egypt, 1988

  No. 5212, MiG-21MF, 2nd Fighter Squadron,

  11th Fighter Regiment, Zatec Air Base,

  Czechoslovakia, October 1991

  NOVEMBER 2021

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  STAVEBNICE

  ČERVENEC 2021

  ON APPROACHON APPROACHON APPROACHON APPROACH

  Tempest Mk.V Series 2

  Cat. No. 82122Re-release

  1/48

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  JN803, No. 486 (RNZAF) Squadron, No. 122 Wing,

  B.80 Volkel, the Netherlands, October 1944

  NV994, S/Ldr Pierre Clostermann, No. 3 Squadron,

  No. 122 Wing, B.152 Fassberg, Germany, June 1945

  NV708, W/Cdr John C. Button DSO, DFC, CO of No. 123 Wing,

  RAF Station Wunstorf, Germany, 1946/47

  NV994, F/Lt Pierre Clostermann, No. 3 Squadron,

  No. 122 Wing, B. 112 Hopsten, Germany, April 1945

  JN862, No. 3 Squadron, No. 150 Wing, RAF Newchurch,

  Great Britain, June 1944

  EJ865, No. 80 Squadron, No. 123 Wing, RAF Station Wunstorf,

  Germany, October 1947

  NOVEMBER 2021

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  STAVEBNICE

  ČERVENEC 2021

  ON APPROACHON APPROACHON APPROACHON APPROACH

  Bf 109E-4

  Cat. No. 8263

  Re-release

  1/48

  KITS

  ON APPROACHON APPROACHON APPROACHON APPROACH

  WNr. 5587, Ofw. Fritz Beeck, 6./JG 51, Wissant,

  France, August 24, 1940

  Ltn. Josef Eberle, 9./JG 54, The Netherlands,

  August 1940

  WNr. 5819, Obstlt. Adolf Galland, CO of JG 26,

  Audembert, France, December 1940

  WNr. 5344, Maj. Helmut Wick, CO of JG 2, Beaumont,

  France, November 1940

  WNr. 1480, Oblt. Franz von Werra, Gruppenadjutant II./JG 3,

  Wierre-au-Bois, France, September 5, 1940

  NOVEMBER 2021

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  PEOPLE OF TRENERS, TRENER FROM

  EDUARD

  For several months now I have been li-

  ving a topic that gives me a great joy. It is

  a 1/48th scale model of the Trener, a topic

  I have already written about once in this

  section. That was when I came up with the

  challenge of marking designs. And I have

  to say, it fell on fertile ground. There were

  a lot of suggestions and the first one made

  it into the very first edition of the kit. The

  next ones will come gradually, because

  strangely enough, most of them contained

  different versions than the Z-226 series,

  which will kick off the whole series of re-

  leases.

  What I particularly enjoy about this project

  is the opportunity to meet and get to know

  people who have something to say about

  this legendary machine. As pilots, history

  experts, memoirists... And as I have gra-

  dually searched for individual machines,

  I have been able to penetrate not only their

  fates, but also the fates of the people co-

  nnected with them. It's a completely diffe-

  rent job than reconstructing the markings

  of second- or even first-war aircraft from

  a few, sometimes even just one photo, and

  without the possibility to talk to the sur-

  vivors, because unfortunately they are no

  longer with us.

  When I called for suggestions for markings,

  I had no idea what the response would be.

  I believed I would meet with friendliness,

  but the reality exceeded all my expectati-

  ons. Owners and operators of Treners are

  duly proud of their machines and the fact

  that theirs has a chance to be depicted in

  an Eduard model kit makes most of them

  happy or even excited. The friendliness

  I encounter is unbelievable. For example,

  the Aero Club Nové Zámky took pictures

  of their OM

  -

  MPX including a tape measure

  for each marking detail to make our work

  easier when scaling it down. They have

  plastic modelers among them, so they

  know what is needed... And they are not

  alone, of course, as it turns out, there are

  a lot of modelers among active pilots, so

  it is not surprising that I usually get a re-

  action like "I am really looking forward to

  the Trener model!" This is true not only for

  modelers in Czech Republic or Slovakia,

  but also from Hungary, where the Trener is

  very popular by the way, and also from this

  country we got great help from the owner

  of the aircraft that is included in the first

  box of the Trainer.

  On the other hand, thanks to this, we are

  experiencing the opposite to the critical

  lack of documentation, which is perhaps

  too much of documentation... Just listing

  the colors for the interior of the individual

  machines included in the first kit (inclu-

  ding the colors of the seat cushion) started

  to complicate the instructions extreme-

  ly, and we were still thinking of creating

  a corresponding set of operating labels

  and interior labels for each aircraft. This

  proved to be unfeasible in the end, ho-

  wever, those who want to bring the model

  up to full detail will not come short. We

  will offer a decal sheet with all conceiva-

  ble forms of interior labels and stencils,

  so everyone can choose according to the

  machine they want to build and the period

  it was flying. Because, and let's not forget,

  every Trener has gone through a series of

  revisions, overhauls or minor modificati-

  ons during its lifetime, and its appearan-

  ce (or even version) has changed more or

  less at every such an event. I believe that

  everyone will be happy with this solution

  in the end. And I look forward to meeting

  more people around the Trener. They are

  great and so are their aircraft!

  Richard Plos

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  INFO Eduard - October 2021