Info EDUARD
Monthly magazine about history and scale plastic modeling.
10/2023
How did you like E-Day? Don’t worry, I’m not going to take up precious real estate thoroughly describing the event today, since that will be covered in a Special Edition of our newsletter, slated to come out the second week of October. However, in today’s issue you will find a basic photo gallery of what was there. This year, the second to be held in Milovice, confirmed the potential of the Tankodrom for an event of this type. With that, we can continue to evolve and develop the program to satisfy the concept that goes hand in hand with the venue.
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INFO Eduarde-magazine FREE Vol 22 October 2023# 164Page 2
© Eduard - Model Accessories, 2023FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.INFO Eduarde-magazine FREE Vol 22 October 2023# 164Page 3
eduardeduardOCTOBER 2023CONTENTSEDITORIALKITSBRASSINPHOTO-ETCHED SETSBIG EDBUILTON APPROACH–November 2023TAIL END CHARLIEHISTORYBOXART STORYEVENTSZ-526 Trenér Master ProfiPACK 1/48ALBATROS Limited 1/72HRÁBĚ Limited 1/48S-199 bubble canopy Weekend 1/72F4F-3 Wildcat Weekend 1/48F6F-5 ProfiPACK 1/48 reediceSopwith F.1 Camel (Clerget) 1/48Small but handy-American and British EscortAircraft CarriersAir war over Ukraine -The promise of F-16sand Prigozhin’s downfallAvion fatalThose mistrustedWings of NeutralityAgainst the Tsurugi ButaiE-DAY 2023Published by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.com462428366480909698118Page 4
EDITORIALHow did you like E-Day? Don’t worry, I’m not goingto take up precious real estate thoroughly describingthe event today, since that will be covered in a SpecialEdition of our newsletter, slated to come out the secondweek of October. However, in today’s issue you will finda basic photo gallery of what was there. This year, thesecond to be held in Milovice, confirmed the potential ofthe Tankodrom for an event of this type. With that, we cancontinue to evolve and develop the program to satisfy theconcept that goes hand in hand with the venue. My mind iscentered around the Friday evening program, set aside forcompeting modelers and vendors. It’s a bit tough to comeup with something that would be of interest and fit intothe timeline of setting up and dinner time. Performanceof Milan Mikulecký this year was undoubtedly interesting,but I did not find the attendance satisfactory. Theperformance of the CTU academic orchestra on Saturdaymorning, at the start of Saturday’s main program, inspiredthe idea of screening old aviation films on Friday eveningand having that as a pleasant accompaniment to theevenings activities. One film would be enough, as therewouldn’t be time to screen more than one. It goes withoutsaying that adequate refreshments would be provided,a good movie needs popcorn and, in our modellingenvironment, also plenty of beer. This year’s issue, theabsence of any refreshments on Friday night, will notbe repeated. I promise that next year, everything willbe available, including coffee, if only because next yearthere will be a cafe right in the lobby. I hope that somebureaucratic trap composed of red tape will not preventit. And if we are to cultivate culture, I would also like tostart the Saturday program with a short performance bythe CTU Academic Orchestra next year. This got a littlelost in the hustle and bustle this year, so next year we willbring it downstairs, to the exhibition area. I must admitthat I started compiling a repertoire for next year alreadyon Sunday, and I’m already looking forward to discussingit with Mr. Šrámek, the conductor!The second point that is on my mind is the resultsannouncement. Even I do not consider the current systemto be perfect, and I want to change it. The problem isthat I don’t quite know what the change should look like.We need to strike a balance between the dignity of theceremony and its length, and these two are in a bit ofa conflict with one another. However, the fact that theceremony must be shorter is beyond dispute. I believe wewill find a solution.New ReleasesTo write extensively about October’s new items nowthat everyone already knows what they are and a goodnumber already have them in their possession seemsa little like carrying firewood into the forest, as a localsaying goes. As always at this time, the news lineup isvery much a domestic oriented affair, due to E-day andour dogged effort to have items there that appeal to thedomestic market. That’s why we risked buying moldingsfor the Su-25K from Zvezda, for the Hrábě (pronounced‘hrab-ye’ and translates into English as ‘rake’, given itspylons), a kit we planned long before the start of theRussian war against Ukraine. We also repaired the moldsfor the 72nd scale L-39 Albatros and prepared newcanopy for the kit. Admittedly, we made it by the skin ofour teeth, but we made it and the separate canopies wetook to sell as stand alone sets, plus the complete modelswith them, were gone in no time. With a slight delay, thenew canopy will also available as an Overtrees item inour e-shop. Both Limited Edtion kits, Hrábe/Rake and theAlbatros, are a hit, being very popular at E-day and itscorresponding Afterparty.BundlesIn September, our new Bundle sets appeared for thefirst time during the launch of new products in our e-shop.For those who may not know what it is, I will remind youthat they are sets combining a specific model with one ofits dedicated accessory items or Overtrees at a discountedprice. The price is designed so that the Bundle is alwaysworth more than the purchase of the individual itemsseparately, even during sales events. Additional discountsare prohibited on Bundles, so they are always sold at thesame price, even during Afterparty events. It’s our attemptto get a somewhat stalled business going. It appears to bea successful attempt. Back in September, we still didn’tknow which type of Bundles would be popular and whichwould fail. Of course, everyone who does something likethis has their own ideas, and some of them come trueand some don’t. With Bundles, we embarked on a learningcurve. The first attempt, Weekend Bundles with masks,flopped. I admit that I kinda expected it. Shortly before thelaunch, we experienced a surge on modelling forums thatindicated that modellers dearly wanted masks to go withthe Weekend kits, and that they would be willing to pay forthem. The experiment with the Mask Bundles showed thatthis was certainly not the case. On the other hand, theywill gladly and willingly buy Overtrees. It’s no surprise,we know, that the Bundles make Overtrees even moreattractive. What was surprising was that the KurfirstBundle with a Brassin engine sold so wildly that wesometimes had trouble keeping stock in our warehouse.In October, the results are looking similar, going byE-day and its Afterparty. The Su-25K Bundle with said kitand its 3D positive riveting set with additional weaponsare selling very well. This one is going so fast that it istemporarily unavailable because we have to make newmolds for the weapons set and production has beendelayed by this. This Bundle will go back on sale sometimenext week, unless all the Rakes are sold out by then.Bundles will always be on sale from when thatmonth's new releases appear, until the following month'sequivalents replace them. As more new productsare introduced, the previous month's Bundles will bewithdrawn from sale, some will remain in the range untilstocks last. So, they will always be on sale for abouta month. Some may return in a slightly modified form inthe future. For example, the Kurfürst + engine Bundle willprobably return in January as the Bf 109 K-4 + engine. Itwill always be a short term thing, though. In any case, thedecision to buy should be made pretty quickly, becausethese will adhere to the concept of “you snooze, you lose”.ArticlesIn this issue, we update the Air War over Ukraineby Miro Baric, and we have an article about US escortcarriers in World War II by Jean Laffitte. As this one israther long and complex, there are just Boxart Storyarticles to complement it in the content of this issue. Twowere written by Jan Bobek, one by Richard Plos and thefourth one by owner of the aircraft portrayed in the boxartof Z-526, Radim Vojta. Then, we have a photo report fromE-Day along with a picture gallery of the model of the topwinner of this year’s Czech Model Masters and a reportfrom this year’s Czech Plastic Modeling Championships.Where You Can Meet UsWe will be attending some exhibitions in October. Thisweek, our first little expedition takes us to Italy, and on theway back, we plan on hitting the museum in Piana delleOrme, where we want to have a close look at one exhibit,and we will stop off at an exhibition in Bergamo. A weeklater we will be in the Netherlands in Eindhoven and at thesame time some of our people will be in Nitra, Slovakia.And while we’re on the subject of shows, I've got somepretty fresh news especially for our British friends: we’llbe in Telford this year.And that’s it for me this month.Happy Modelling!Vladimír ŠulcINFO Eduard4October 2023Page 5
Selected kits from the October offer can bepurchased separately or in two variants of thediscounted BUNDLE package. This BUNDLEoffer is our limited time offer from21 September to 15 October 2023,or while stocks last.www.eduard.comSmall but handy
The smallest aircraft carriers were referred to as escort carriers. They were typically converted from vessels for other purposes and primarily provided protection to numerous supply convoys. Aircraft from their decks also took off for reconnaissance flights, amphibious operations support, and operated in coordination with large aircraft carriers, especially in the Pacific. They also played a significant role in anti-submarine warfare.
HISTORYDue to their construction method, whichusually involved conversion from existingsufficiently large ships, a large number ofescort aircraft carriers could be built duringWorld War II, and many of them continued toserve in the post-war period.The British Royal Navy experienced ashortage of aircraft carriers early in the war.At the outset, they had ships that had beenconverted during World War I. HMS Argus,which was built in 1914 and modified into anaircraft carrier towards the end of World War I,was reactivated from reserve, but her role wasprimarily for transport or escorting convoys.HMS Furious was also converted into an aircraftcarrier during World War I, and in the 1920s,sister ships HMS Glorious and HMS Courageouswere similarly modified. Another conversion,this time from the battleship AlmiranteCochrane originally ordered by Chile, resultedin HMS Eagle. Although HMS Hermes was builtfrom the beginning as an aircraft carrier, it wasstill based on the design of a light cruiser.The first British ship designed from the outsetas an aircraft carrier was HMS Ark Royal. Sixmore British aircraft carriers were based onher design, with the only difference being therequirement for armor on the sides of the hulland flight and hangar decks. The armor platesfor these carriers were supplied by VítkoviceIronworks in then Czechoslovakia. This way,HMS Illustrious, Victorious, Formidable, andIndomitable were created. Two more were builtduring the war and entered service in 1944. Theextensive use of armor became a characteristicof British ships, and their durability wasespecially evident during their service in theIndian and Pacific Oceans. However, given thesmall number of aircraft carriers in the earlyyears of the war, the losses for the Royal Navywere significant. HMS Courageous was sunkby U-27 on September 17, 1939, while sistership HMS Glorious was sunk by the Germanbattleships Scharnhorst and Gneisenau duringthe Norwegian campaign on June 8, 1940. HMSArk Royal and HMS Eagle were both sunk byGerman submarines. The first was lost to U-81on November 13, 1941, and the second to U-73 onAugust 1, 1942. HMS Hermes was sunk on April9, 1942, near Ceylon after being hit by dozens ofJapanese dive bombers.Even without these losses, all British aircraftcarriers would not have been able to protectconvoys adequately, especially given the highrisk of submarine torpedo attacks during convoyvoyages. The number of convoys requireda swift response. Aircraft taking off from themainland could only provide air protection upThe smallest aircraft carriers were referred to as escort carriers. They weretypically converted from vessels for other purposes and primarily providedprotection to numerous supply convoys. Aircraft from their decks also took offfor reconnaissance flights, amphibious operations support, and operated incoordination with large aircraft carriers, especially in the Pacific. They also playeda significant role in anti-submarine warfare.Text: Jean LafitteAVG-30 (later CVE-30) USS Charger at anchor, May 12, 1942. She is painted in Camouflage Measure 12 (Modified).Photo: NHHCSMALL BUT HANDYBritish AircraftCarriersAMERICAN ANDBRITISH ESCORTAIRCRAFTCARRIERSINFO Eduard6October 2023Page 7
Photo: NHHCHISTORYto a certain distance from the shores of Canadaand the British Isles. Coastal Command aircraftalso conducted reconnaissance over a largepart of the Atlantic and later in the North Sea.Convoy routes along the northern route to theSoviet Union were constantly at risk of beingdetected by aerial reconnaissance and targetedby German bombers or torpedo planes becausethe routes were limited by the ice boundary and,in the winter months, led too close to Norway'sNorth Cape. These convoy routes were easilyreachable by Luftwaffe aircraft and too far forBritish aircraft from the Orkney Islands. TheSoviet Naval Air Forces did not have enoughresources to protect convoys since they had toprimarily defend Soviet ports.CAM (Catapult AircraftMerchant Ship)A quick solution was found in the form of CAMships. Several merchant vessels were equippedwith catapults that allowed aircraft to take off.However, each of these "catapults" was riskybecause they often led to the loss of the aircraft,as pilots usually had no choice but to land on thesea. In most cases, Hawker Hurricane aircraftborrowed from the RAF were used. Some shipscould carry up to four of them. The launch wasdone from a metal structure on the bow, androckets provided the energy for the catapult.These modified ships were called CAM (CatapultAircraft Merchant Ship), and a total of eightprivately-owned ships were converted, with twoof them being sunk. Additionally, 27 ships of theMinistry of War Transport were converted, withten of them being sunk. Although this solutionmay seem desperate at first glance, Hurricanesor “Catafighters,” as the modified Hurricaneswere called for this role, achieved successes.The first success came on April 26, 1942, whena Hurricane from SS Empire Morn (convoy QP 12),piloted by F/O J. B. Kendal, chased away a Blohm& Voss BV 138 and shot down a Junkers Ju 88A-4“4D+IT” from III./KG 30. Unfortunately, Kendalwas killed during the subsequent sea landing.Another successful engagement occurred onMay 26, 1942, over convoy PQ 16 when Pilot P/OHay, launched from SS Empire Lawrence, shotdown two Heinkel He 111s. However, his Hurricanewas shot down by Heinkel's defensive fire. Somesources suggest that it was "friendly" fire fromthe American ship Carlton. Given the massiveattacks by both submarines and the Luftwaffe,it's not surprising that this happened, as convoyPQ 16 was under constant threat. The pilot wasinjured but was rescued by the escort destroyerHMS Volunteer. Among the seven ships sunk outof a total of 36, SS Empire Lawrence was oneDrawing prepared by the Bureau of Ships for a camouflage scheme intended for escort aircraft carriers of theCasablanca class. This plan, showing the ship’s starboard side, forward flight deck end, and stern, is dated April13, 1944 and was approved by Captain Torvald A. Solberg.HMS Ark Royal was the first British carrier built for the purpose from the beginning. Armour steelplates were supplied by then Czechoslovak Vítkovice Steel company.Photo: WikipediaINFO Eduard7October 2023Page 8
of them. So, Hay may have been fortunate thathe was rescued by HMS Volunteer, which wasnot among the sunken ships. The opportunityto reach a land base was utilized by F/O A. H.Burr on September 18, 1942, launched from SSEmpire Morn. He first shot down two HeinkelHe 111s and then headed for a Russian airfield.F/O N. Taylor shot down a Focke-Wulf Fw 200Condor on November 1, 1942, after taking offfrom SS Empire Heath as part of convoy HG 91.The last success of Hurricane catapult fightersoccurred on the same day when F/O P. J. R. Flynnshot down a Fw 200.British Escort Aircraft CarriersThe need for a large number of carriers andthe impracticality of CAM ships led to the ideaof converting suitable merchant vessels intoaircraft carriers. The expected lower speed ofsuch ships was not a significant issue giventheir role in protecting convoys, as convoyspeeds were always determined by the slowestship. The conversion of the first escort aircraftcarrier used the originally German merchantship Hannover, which the British captured inthe West Indies in March 1940. They renamedit Sindibad, then SS Empire Audacity. It wasrefitted and put into service as HMS EmpireAudacity, with the conversion taking place inClyde shipyards. The first landing on its deckwas performed by a Grumman Martlet Mk.I fromNo. 802 Naval Air Squadron (FAA) on July 10,1941. All six aircraft in its air group had to bestored on the flight deck because the expeditedconversion to an escort carrier did not includea hangar deck. The Admiralty disliked itsmerchant name, so HMS Empire Audacity wasrenamed HMS Audacity on July 31, 1941.The short operational service demonstratedthe effectiveness of this solution. During thesailing of convoy OG 74, one of the Condors wasshot down by a Martlet. The most significantengagements occurred during the voyage ofconvoy OG 76. Four Condors were shot downduring an attack by KG40, and Eric “Winkle”Brown claimed his first aerial victory. OneMartlet was lost. During the voyage of the convoyHG 76, about twelve submarines attacked, andHMS Audacity had only four Martlets to fend offthe aerial attacks. They managed to shoot downtwo Condors. During an attack on U-131 Type IXc,one Martlet was shot down, and its pilot waskilled, but the submarine could not submergeafter the attack and was sunk by its crewafter further damage from the convoy escort'sgunfire. Subsequently, 47 men from U-131 werecaptured.When HMS Audacity left the convoy on thenight of December 21, 1941, a hasty signal fromone merchant ship ignited a flare, revealing thesilhouette to lurking submarines. Capturing anaircraft carrier was a valued prize for GermanHenry J. Kaiser presents President Franklin D. Roosevelt with a model of the escort carriers that he wasconstructing at Vancouver, Washington, on March 18, 1943. Kaiser built 50 of these Casablanca class carriers in1943–44.USS Long Island under conversion at Newport News Shipbuilding & Drydock Co. Yard, April 1, 1941. She hadreceived the name Long Island on March 31, 1941. Note flight deck under construction and temporary retentionof her neutrality MKGS open. Lighter YC-301 is in left background.Moored at Naval Air Station, North Island, California, on June 2, 1942, shortly before she sortied with Task ForceONE under Vice Admiral William S. Pye.Photo: NHHCPhoto: NHHCPhoto: NHHCHISTORYINFO Eduard8October 2023Page 9
submariners, and the mistake to reveal thesilhouette led to reports of the sinking ofan Illustrious-class carrier, which Germanpropaganda duly exploited.Other British Escort Aircraft Carriers haveconnections with those built in the United States,so let's cross the Atlantic westbound and look atthe construction of the aircraft carriers in theUSA.The largest production of escort aircraftcarriers during the war unsurprisingly tookplace in shipyards in the United States. Theybuilt a total of 124 ships, 38 of them weredelivered to the Royal Navy.The Long Island ClassThe first class of escort aircraft carriersproduced in the USA was named after the firstship in the class, the Long Island. The basis forthese carriers was the hulls and engines ofstandardized merchant ships Type C3 designedin the 1930s. Between 1939 and 1946, a total of 162of these ships were built. For conversion, the MSRio de la Plata and MS Mormacmaild were used.The first completed ship supplied to the Britishwas named HMS Archer. It was 150 meters long,and its wooden flight deck was 120 meters long.It was powered by four diesel engines drivinga single propeller. The maximum speed was 16.5knots, equivalent to 30.6 km/h. The ship wasequipped with one catapult and one elevatorto the hangar. Its capacity was 15 aircraft witha combination of Grumman Martlet or HawkerSea Hurricane and anti-submarine FaireySwordfish or Grumman Avenger. The operationaluse of this vessel raised concerns in the RoyalNavy due to its high rate of breakdowns.Eventually, HMS Archer was taken out of serviceand later returned to the USA. It underwentconversion into a merchant ship and continuedsailing until the 1960s when it was scrapped in1961 after a fire.The second ship of this class (but the firstone completed) was designated for the US Navy,named USS Long Island, and initially markedas AVG-1, then ACV-1, and finally CVE-1. SinceFlight deck of USS Suwannee (CVE-27) 90 minutes after a Japanese suicide plane’s bomb had ripped a hole in it.Hole is patched and ship is ready to land aircraft. Note that only four wires, instead of eight, are being used. Alllandings were made without mishap.Sunk Escort CarriersCVE-56 USS Liscome Bay – sunk by a torpedofrom the Japanese submarine I-175 on Novem-ber 24, 1943, near Butaritari (Makin).CVE-73 USS Gambier Bay – as mentioned ear-lier, sunk on October 25, 1944, during the Battleoff Samar.CVE-63 USS St. Lo - sunk after a kamikazeattack on October 25, 1944, during the Battle ofLeyte.CVE-79 USS Ommaney Bay – sunk on January 4,1945, after a kamikaze attack.CVE-95 USS Bismarck Sea - sunk on February21, 1945, after a kamikaze attack near Iwo Jima.Explosion on USS ST. Lo (CVE-63) after shewas hit be a Kamikaze of Samar on October25, 1944.Photo: NHHCUS Navy EscortAircraft CarriersHISTORYINFO Eduard9October 2023Page 10
she entered service before the outbreak ofthe war in the Pacific, she could be used fortesting, which later helped in organizing aircraftoperations on CVE-class ships. Shortly afterthe Japanese attack, she was transferred withreinforcements to the Pacific. When she arrivedin San Francisco on June 5, she immediatelyjoined Admiral William S. Pye’s Task Force One(TF 1), which consisted of seven battleships,providing the air cover. TF 1’s task was to protectthe US West Coast and potentially reinforceAdmiral Chester Nimitz's forces during theBattle of Midway. Another important missionwas the transport of nineteen Wildcats andDauntlesses to Henderson Field during theBattle of Guadalcanal. Although she receivedthe designation of an aircraft carrier, USS LongIsland served the entire war as a transport shipand was eventually converted into a passengership.The Avenger ClassFollowing the two ships of the Long Islandclass, there were four similar vessels referredto as the Avenger class. All of them wereagain conversions from C3-type cargo shipsconstructed by the Dry Sun ShipbuildingCompany and Ch. Pennsylvania ShipbuildingCompany. The parameters of these ships weresimilar to the previous class. Three of themwere delivered to the Royal Navy as HMSAvenger, HMS Biter, and HMS Dasher. The fourthship remained in the service with the UnitedStates Navy as the USS Charger.British ships were extensively used for convoyescort duties, especially to the USSR. Theirmost significant action was their participationin Operation Torch, the Allied landings in NorthAfrica. All three Avenger-class ships werepart of this operation. HMS Avenger was sunkwest of Gibraltar on November 15, 1942, by theGerman submarine U-155 under the commandof Kapitänleutnant Adolf Piening. A total of 516crew members lost their lives in the sinking.HMS Dasher sank due to an unexplainedexplosion near the Firth of Clyde base on March27, 1943. One of the possible explanations wasa mishap involving one of the aircraft on board,leading to the ignition of gasoline fumes fromleaking tanks. The loss of 379 out of 528 crewmembers was a tragedy, despite the swiftassistance from other ships. Many sailorsmanaged to escape the ship but succumbed tohypothermia or burns suffered during the fire.HMS Biter was returned to the US Navy in April1945. After undergoing repairs, it was loaned tothe French Navy and renamed Dixmude (D97).From 1945 to 1949, it participated in severalcampaigns in French Indochina, primarilyoperating Douglas Dauntless aircraft as part ofFlotille 3FB.The fourth ship of the Avenger class, USSCharger (CVE-30), served throughout the warin Chesapeake Bay as a training ship for pilotsand carrier flight deck crews. After the war, itwas converted into a passenger ship namedFairsea and mainly transported migrants toAustralia. Notably, the Gibb family, includingfuture Bee Gees members Barry, Maurice, andRobin, arrived in Australia on its deck, as did theparents of Kylie Minogue.The Sangamon ClassPrevious ships were constructed basedon standardized C3 merchant ships, whichwere characterized by a propulsion systemconsisting of four diesel engines driving a singleshaft and one propeller. This configurationlimited their performance, which was notideal for the operation expected from aircraftcarriers. Merchant ships typically sail at aneconomical speed, whereas military vesselsoften require maximum speed. This disparityled to the mentioned high failure rate. Thefour aircraft carriers of the Sangamon classwere built based on standardized T3 tankers,derived from the Cimarron class (T3-S2-A1).They were powered by four boilers driving twosteam turbines and two propellers. This designallowed these ships to achieve speeds of up to 18knots (33 km/h). Their larger tanker hulls, witha length of 169 meters, enabled them to carry upto 32 aircraft in various combinations accordingto operational needs. Two flight deck elevatorsand one catapult facilitated flight operations.All four of these constructed ships servedin the US Navy: CVE-26 USS Sangamon, CVE-27 USS Suwannee, CVE-28 USS Chenango, andCVE-29 USS Santee retained their names fromthe tankers from which they were converted.USS Sangamon initiated its service in theAtlantic during the first combat action of theFirst army P-40 fighter to take off from USS Chenango (CVE-28), to fly shore for combat operations in Morocco,about November 10, 1942. Note U. S. flag markings, and bridge from catapult behind the plane.ACV-16 (later CVE-16) USS Nassau underway in December of 1942. This photograph has been retouchedby wartime censors to hide radar and other antennas on the ship’s mast.Photo: NHHCPhoto: NHHCHISTORYINFO Eduard10October 2023Page 11
USA in the west, which was securing the Alliedlandings in North Africa in November 1942. Latershe operated mainly in the Pacific. Initially, shespent eight months in the Solomon Islandsarea during the Guadalcanal campaign, and inNovember 1943, she supported the landings onTarawa. On January 25, 1944, during the Battleof the Marshall Islands, one of the returningaircraft crashed upon landing, causing a firethat killed seven crew members. In June 1944,USS Sangamon participated in the Battle ofthe Marianas. The next phase of the Americanoffensive was the Philippines. Before landing inLeyte Gulf on October 20, her aircraft attackedJapanese airfields, supporting the Americanlanding, before being hit by a Japanese bomb,although the damage was not significant. Theship then participated in the subsequent battlesin Leyte Gulf as part of Task Unit 77.4.3, alsoknown as Taffy 1.At the end of January 1945, USS Sangamonleft the shipyard where she underwentmodernization, including upgrades to itsaircraft handling and weaponry systems. Afterleaving the shipyard, she headed towards Japanand participated in the Battle of Okinawa. FromMarch 21 onwards, she supported Americanamphibious operations and attacks on nearbyJapanese airfields around Okinawa. During thistime, the ship came under attack by kamikazepilots. One of them managed to bypass theship's anti-aircraft defenses and crashed intothe flight deck, causing significant damageand killing at least eleven crew members. Thedamaged ship was subsequently withdrawn tothe United States for repairs, although theserepairs were not completed due to the war’send.Similarly, to the others, USS Suwannee(CVE-27) began her military operations byparticipating in the North African landingsduring Operation Torch. Afterward, she movedto the Pacific. For the following seven months,she provided air escort for transport and supplyships, supporting the Marines on Guadalcanal,as well as forces occupying other islands in theSolomon Islands. She also operated as part ofthe air support group, with her aircraft bombingTarawa. In 1944, she took part in actions atRoi and Namur islands in the northern part ofthe Kwajalein Atoll, and her planes conductedanti-submarine patrols. She was involved incampaigns at Palau islands and supportedthe battles at Hollandia by transportingreplacement aircraft for larger carriers. It alsosupported the invasions of the Marianas andparticipated in campaigns against Saipan andGuam. During the Battle of the Philippine Sea, onJune 19, 1944, one of her aircraft attacked andsank the Japanese submarine I-184.In the battles of Leyte, USS Suwannee facedkamikaze attacks. Although the ship’s anti-aircraft fire hit the attacking plane, it stillcrashed into the flight deck at 08:04, causinga hole approximately three meters in diameter.The bomb carried by the attacking aircraftexploded between the flight and hangar decks.However, within two hours, the flight deckwas temporarily repaired, allowing to resumethe flight operations. The following day, theship had to confront more Kamikaze attacks.One Zero aircraft crashed into the flight deckat 12:40, simultaneously hitting a torpedobomber that was being prepared for takeoff.Both aircraft exploded, as did nine others inthe vicinity. A fire burned for several hoursbefore being brought under control. Duringthese two days, USS Suwannee suffered 107casualties and 160 wounded. At the beginningof 1945, repairs were carried out, and then sheGerman Submarine Type IXC being attacked and sunk by USS Pope (DE-134), USS Chatelain (DE-149), USS Pillsbury(DE-133), and USS Flaherty (DE-135) assisted by aircraft of VC-58 from USS Guadalcanal (CVE-60) on April 9, 1944.Practice division formation and maneuver exercises in Hawaiian waters, January 13, 1944. Photographedfrom USS Manila Bay (CVE-61). Ships astern are: USS Coral Sea (CVE-57), USS Corregidor (CVE-58),USS Natoma Bay (CVE-62), and USS Nassau (CVE-16). These carriers all served in the Marshalls Operationa few weeks later.Photo: NHHCPhoto: NHHCHISTORYINFO Eduard11October 2023Page 12
participated in operations around Okinawa.USS Chenango (ACV-28) managed to completeseveral months of service as an oil tankerbefore her conversion. She sailed across theAtlantic, Caribbean, and Pacific to Honolulu.AO-31 Chenango was located in the port ofAruba when a German submarine shelledone of the refineries on the island. In her roleas an aircraft carrier, her first action wasOperation Torch, during which she transported77 Warhawks from the 33rd Fighter Group ofthe United States Army Air Forces. After repairsof the damage caused by a hurricane, the shipwas sent to the Pacific. In January 1943, sheprovided air cover for supply convoys headingto the Solomon Islands. In July 1943, she wasreclassified as CVE-28 and during the followingmonths underwent the reconstruction. Over thenext two years, she participated in many majorPacific War campaigns, including invasions ofTarawa, Roi-Namur, Kwajalein, Eniwetok, Aitape,Hollandia, Pagan, Guam, Morotai, Leyte, andOkinawa. She also provided support during thefinal offensive against Japan.The Bogue ClassThis “mass-production” class of escortcarriers was again constructed based on C3-S-A1 and C3-S-A2 transport ships. Initially, 22ships were ordered, half of which served in theUS Navy: CVE-9 USS Bogue (ex-Steel Advocate),CVE-11 USS Card, CVE-12 USS Copahee, CVE-13 USS Core, CVE-16 USS Nassau, CVE-18 USSAltamaha, CVE-20 USS Barnes, CVE-21 USSBlock Island, CVE-23 USS Breton, CVE-25 USSCroatan, and CVE-31 USS Prince William. TheBritish Royal Navy received the other half,which they designated as the Attacker class.Here is a list of these ships, including theiroriginal names, sometimes with the names ofthe original transport ships:HMS Battler (ex CVE-6 Altamaha;ex-Mormacmail)HMS Attacker (ex CVE-7 Barnes;ex-Steel Artisan)HMS Hunter (ex CVE-8 Block Island;ex-Mormacpenn)HMS Chaser (CVE-10 Breton)HMS Fencer (ex CVE-14 Croatan)HMS Stalker (ex CVE-15 Hamlin)HMS Pursuer (ex CVE-17 St. George)HMS Striker (ex CVE-19 Prince William)HMS Searcher (ex AVG-22)HMS Ravager (ex AVG-24)HMS Tracker (ex BAVG-6).Due to the British Navy’s satisfaction withthese, they ordered more vessels of the samespecifications, sometimes referred to as theRuler class:HMS Slinger (ex CVE-32 Chatham)HMS Atheling (ex CVE-33 Glacier)HMS Emperor (ex CVE-34 Pybus)HMS Ameer (ex CVE-35 Baffins)HMS Begum (ex CVE-36 Bolinas)HMS Trumpeter (CVE-37 Bastian)HMS Empress (ex CVE-38 Carnegie)HMS Khedive (ex CVE-39 Cordova)HMS Speaker (ex CVE-40 Delgada)HMS Nabob (ex CVE-41 Edisto)HMS Premier (ex CVE-42 Estero)HMS Shah (ex CVE-43 Jamaica)HMS Patroller (ex CVE-44 Keweenaw)HMS Rajah (ex CVE-45 Prince)HMS Ranee (ex CVE-46 Niantic)HMS Trouncer (ex CVE-47 Perdido)HMS Thane (ex CVE-48 Sunset)HMS Queen (ex CVE-49 St. Andrews)HMS Ruler (ex CVE-50 St. Joseph)HMS Arbiter (ex CVE-51 St. Simon)HMS Smiter (ex CVE-52 Vermillion)HMS Puncher (CVE-53 ex Willapa)HMS Reaper (CVE-54 Winjah).Given the large number of ships, we will focuson those with a connection to the “Wilder Cat”model kit, which was a Limited edition focusedon the FM-2 Wildcat, a type typical for the useon these ships.HMS PursuerThe camouflage scheme “J” included in themodel kit instructions represents the WildcatMk.VI, which took off from the HMS Pursuer’sdeck in August 1944. The ship primarily servedas an escort for convoys but also participatedin several offensive operations. The Royal Navyhad a continuous concern about the Germanbattleship Tirpitz, hidden in Altenfjord, Norway.On April 3, 1944, during Operation Tungsten,aircraft from HMS Pursuer provided fightersupport for the main airstrike. Convoys wereorganized not only by the Allies during WorldWar II, but also by the German Navy, especiallyin the intricate coastal waters of Norway. OnApril 26, 1944, Wildcats from No 882 Squadronparticipated in a successful attack on a Germanconvoy near Bodo in northern Norway. Bombshit all four supply ships and one of the fiveescorting vessels. Three supply ships were setUSS Tripoli (CVE-64) during a cruise in Atlantic.USS White Plains steaming in San Diego Harbor, California, upon her return from the central Pacificon March 8, 1944.Collection Richard M. Newman via Lyn McClain and NHHCPhoto: NHHCHISTORYINFO Eduard12October 2023Page 13
ablaze, and the largest ran aground. While theattack was underway, other aircraft penetratedthe port of Bodo, where one supply ship wasbombed and set on fire amidst other vessels.Subsequently, HMS Pursuer was damaged bya storm and had to undergo repairs which tooka month.During the D-Day landings in Normandy,she served as anti-submarine protection, andduring Operation Dragoon, her aircraft onceagain provided air cover. After the war, she wasreturned to the United States and scrapped in1946.The Casablanca ClassThe largest number of escort aircraft carriersbuilt during World War II was the Casablancaclass. What was specific about the constructionof these ships was that, prior to the war, theaverage construction time for an aircraftcarrier was about 38 months. However, due tothe wartime effort, this time was shortened to20 months. Then there was industrial magnateHenry J. Kaiser, who managed to reduce theconstruction time for cargo ships (Libertyships) in his shipyards from over a year to lessthan 90 days. Kaiser pledged to build a fleetof 50 small aircraft carriers in less than twoyears! American naval authorities were initiallyskeptical and hesitant to approve the order. Butthe Allies desperately needed aircraft carriersto replace their initial wartime losses.Kaiser managed to build them as quicklyas planned, and any opposition against thesevessels quickly vanished because they provedtheir utility in defending convoys and providingair support for amphibious operations. Thisallowed larger aircraft carriers to focus onoffensive air operations. The construction ofthese ships was highly efficient. Unlike theaforementioned classes, they were powered bytwo Skinner Unaflow steam engines supplied bysteam from four Babcock & Wilcox boilers. Eachship was driven by two propellers, achievinga speed of 19 knots (35 km/h). The vesselsmeasured 156 meters in length, with a flightdeck that was 144 meters long and featuredone catapult and two elevators. The air groupstypically consisted of around 27 aircraft,depending on the types and units. Given that 50ships were built, let's focus on those relevant tothe Eduard FM-2 kit.CVE-60 USS GuadalcanalThis ship was essentially a hunter-killer,specifically designed for submarine warfare,and it spent its entire career in the Atlantictheater during World War II. German submarines,or U-boats, spent most of their time on thesurface during the war because they couldn'tremain submerged for more than approximately72 hours due to the need to recharge theirbatteries and exchange air. In 1944, they werereluctant to surface during daylight hours forfear of being spotted by patrol planes fromescort carriers. These carriers were effectivelycovering the entire Atlantic, making daytimeattacks too risky. However, the pilots of the USSGuadalcanal devised new tactics: they launchedtheir planes at sunset and only landed them atdawn.Thanks to the Ultra system, which involveddeciphering German messages, the Allies hadaccess to the positions of submarines while theywere refueling on the surface. On January 16,1944, just before sunset, eight Avengers took offand quickly located three U-boats. They swiftlyattacked with depth charges and successfullydestroyed U-544.During a second anti-submarine missionon April 8, one of the patrolling Avengersdiscovered U-515 recharging its batteries onthe surface northwest of Madeira. The Avengerforced it to submerge by dropping depth charges.Throughout the night, four Avengers circledoverhead, waiting for U-515 to surface againto recharge its batteries. It finally surfaced at14:00, and a subsequent attack left only sixteensurvivors out of a crew of sixty. Among thesurvivors was the commander, Werner Henke,who was captured but, sadly, was shot in June1944 while attempting to escape from a secretinterrogation center known as P.O. Box 1142 inFort Hunt, Virginia.The third and perhaps most famous actioninvolving USS Guadalcanal occurred on June 4,1944, when a German submarine was detectedoff the coast of Río de Oro. One Wildcat fromUSS Guadalcanal joined a pair of TBM Avengersand another Wildcat that were already on patrolin the air. Through the combined efforts ofaircraft and ships, the submarine was severelydamaged, forcing it to surface. Both the shipsand planes opened fire, and when it becameclear that the submarine's crew was abandoningthe damaged vessel, an eight-man team fromthe destroyer USS Pillsbury, led by LieutenantAlbert David, boarded U-505. They securedmaps and codebooks, closed the sea strainers,deactivated demolition charges, and stoppedthe inflow of water, keeping the submarineafloat. Subsequently, U-505 was towed by USSGuadalcanal. Its engines were disconnected, andthe propellers spun freely, powered by electricmotors that provided the necessary energy tooperate the pumps that kept the submarine onthe surface. Despite the capture taking placenear French Morocco, the decision was madeto tow U-505 all the way to Bermuda, covering1,700 nautical miles (3,150 km) due to concernsabout potential German spies. The operationwas kept secret until the end of the war, as ityielded valuable intelligence, and it was crucialto prevent the Germans from learning about it.Today, U-505 is part of the Museum of Scienceand Industry's exhibit in Chicago, Illinois. Priorto this capture, the last time the U.S. Navy hadcaptured an enemy warship was in 1815.Another German submarine was foundby Avengers from USS Guadalcanal at dawnon April 10. U-68 was caught recharging itsbatteries 300 miles south of the Azores. ThreeAvengers attacked with depth charges androckets, resulting in the destruction of U-68.Only one crew member, Hans Kastrup, survived.CVE-61 USS Manila BayThe USS Manila Bay conducted all of itsoperations exclusively in the Pacific theater. Itwas deployed in the invasion of the MarshallIslands in January 1944, and in March 1944,its aircraft were sent against Kavieng andUSS Gambier Bay (CVE-73) straddled by Japanese shells and falling behind the rest of her task group during thebattle off Samar, October 25, 1944. A Japanese cruiser is barely visible on the horizon at the right.HISTORYINFO Eduard13October 2023Page 14
the Bismarck Archipelago. In June 1944, afterrepairs, it returned to combat during theMarianas campaign, and in October, it providedair support during the attack on Leyte. InDecember 1944, planes launched from the USSManila Bay played a similar role in supportinginvasion convoys to Mindoro. On January 5, 1945,during the invasion of Lingayen Gulf, the USSManila Bay was hit by two kamikazes, causingextensive damage and the loss of fourteen men.After urgent repairs, the ship conducted limitedoperations, returning to full action in May.CVE-64 USS TripoliAt the beginning of its service, the USSTripoli operated in the Atlantic Ocean, primarilyengaging German submarines. It was only inJanuary 1945, as it became clear that the warin this theater was coming to an end, that it wastransferred to the Pacific, where it remaineduntil the war's conclusion. Nevertheless, itsaircraft managed to claim the sinking of theU-513, as described in the instructions for therespective camouflage of this model kit.CVE-66 USS White PlainsThis ship saw its first action in late May 1944during the Marianas campaign. It conductedaerial and anti-submarine patrols, and in August1944, it joined the naval forces preparing for theinvasion of Palau, which began on September15. In October, it participated in supporting theinvasion of the Philippines, with its aircraftproviding air support for ground troops whileengaging in anti-submarine warfare. The USSWhite Plains also took part in the battles ofLeyte and Samar. After repairs, it carried outtransport duties between Kwajalein, Hollandia,Ulithi, Saipan, Guam, Leyte, and Pearl Harborfrom January 1945 onward. It only returnedto combat operations in April 1945 during theamphibious operation on Okinawa, where itdispatched two squadrons of Corsairs froma distance of 100 miles to establish an advancedairbase on the island.CVE-73 USS Gambier BayThe USS Gambier Bay, an escort carrier, wassunk during the Battle off Samar in the LeyteGulf campaign. It played a crucial role in helpingrepel a much larger attacking Japanese fleet.This event made the USS Gambier Bay the onlyAmerican aircraft carrier to be sunk by surfacegunfire during World War II. It was named afterGambier Bay in the Admiralty Islands nearAlaska, and its construction began at the KaiserShipbuilding Company in Vancouver, Washington,on November 22, 1943. Captain Hugh H. Goodwinwas appointed as its first commanding officeron December 28 of the same year. The ship wasreferred to as a "bonus ship" because it was the19th vessel delivered in 1943, even though theshipyard had initially planned to deliver only16 ships by the end of that year. However, inSeptember, the US Navy requested the shipyardto deliver at least two additional escort carriers.Kaiser initiated a campaign called "18 or moreby '44," and ultimately, they delivered not 18 but19 ships.CVE-74 USS Nehenta BayThe USS Nehenta Bay’s encounter withTyphoon Cobra illustrates that ships can facesevere weather as a significant adversary. Anoperation planned near Luzon on December 17,1944, was greatly influenced by the weather.The barometer was falling, and Admiral WilliamHalsey Jr. ordered a series of maneuvers,which eventually led his fleet into the heart ofTyphoon Cobra. Wave heights were estimated toreach 18 meters, and after some time, it becameclear to the USS Nehenta Bay's commanderthat maintaining the designated course wasimpossible, and an alternative course waschosen to protect the ship. The ship was tossedwith rolls of up to 37°, a very dangerous situationfor a carrier of its class. After changing course,the ship managed to reduce the rolls, but thecrew still had to contend with wind speeds ofup to 110 knots (176 km/h). When it was all over,the crew could begin assessing the damage. Theship itself emerged with only minor damage,losing three aircraft and one 20mm gun. Later,in early 1945, the ship encountered adverseweather while operating in the South ChinaSea. Waves as high as 9 meters damaged thestructure on the bow, leading to the removalof the catapult. The ship then sailed to SanDiego for major repairs. In May, with VC-8aircraft on board, it joined Task Force 52.1 underRear Admiral Calvin T. Durgin and supportedAmerican forces advancing on Okinawa.CVE-75 USS Hoggatt BayThe USS Hoggatt Bay achieved its first successon June 10, 1944. A Wildcat from USS HoggattBay’s patrol spotted an oil slick approximatelyeight miles (13 km) west of the escort carrier.The destroyer USS Taylor of the Fletcher classwas dispatched to investigate and soon detectedstrong sonar contact. It turned out to be theJapanese submarine Ro-111. USS Taylor droppedtwo depth charges, and at 15:41, the submarinesurfaced 2,500 yards (2,300 m) ahead of thedestroyer. It was quickly hit by the destroyer'sguns and suffered heavy damage before divingagain. After another series of depth chargeattacks, two large underwater explosionswere heard at 15:58, followed by a large airbubble rising to the surface, confirming thesubmarine's destruction. During another anti-submarine patrol on July 19, 1944, an aircraftfrom VC-14 spotted the Japanese submarineI-5. The escort destroyers USS Wyman and USSReynolds dropped depth charges, which struckI-5, causing it to explode. During the third anti-submarine patrol on July 28, 1944, aircraft crewsspotted a surfacing submarine. It was likely theJapanese I-55, located approximately 13 km tothe right of USS Hoggatt Bay. USS Wyman andUSS Reynolds hit the submarine, and a seriesof explosions were heard, creating an oil slickon the surface. USS Hoggatt Bay continued toparticipate in operations around the Philippinesand Okinawa after the sinking of I-177 on thenight of October 3, 1944.CVE-78 USS Savo IslandIn 1944, the USS Savo Island took part inbattles at Leyte and later amphibious operationson Mindanao. In 1945, it performed similar tasksduring operations in Lingayen Gulf but did notparticipate in any major operations thereafter.CVE-80 USS Petroff BayLike the aforementioned ships, the USS PetroffBay participated in the closing battles in thePacific. Its most dramatic moments came duringUSS Nehenta Bay on a cruise during 1944HISTORYINFO Eduard14October 2023Page 15
the Battle of Leyte, and it played a significantrole in the Battle of Iwo Jima. On February18, military transport ships carrying Marinesarrived off the coast, and the next day, theylanded on Iwo Jima. During the battle, aircraftfrom USS Petroff Bay conducted 786 operationalflights in support of ground forces. On March 8,1945, USS Petroff Bay sailed to Ulithi, makinga stop in Guam in the Marianas Islands alongthe way. VC-76 was deployed in Guam, replacingVC-93. Further details are provided in theaircraft assembly instructions.The Commencement Bay classConstruction of these ships began on May9, 1944, and although it progressed quickly,several months of testing were required beforethey were put into service. For this reason, mostof the 19 ships ordered (out of a planned 35) hadlittle to no operational service. Many were evencanceled before completion.Starboard bow aerial view of Casablanca-class escort carrier USS Savo Island (CVE-78) underway. Note disas-sembled aircraft on the flight deck, and camouflage paint scheme.Typical operation aboard an escort carrier, in this case the US Anzio on May 20, 1945.HISTORYINFO Eduard15October 2023Air war in Ukraine - The promise of F-16s and Prigozhin’s downfall
In this part of the series, we follow the period from August 1 to August 31, which was really eventfull. Among the most notable happenings is the promise of F-16 fighter deliveries, although things won’t be so hot with them in the short term. The earliest Ukraine will get them is next year, when the first pilots will be trained under accelerated training programme. The second significant event was the death of the owner of the Wagner mercenary group, Yevgeny Prigozhin, exactly two months after his attempted coup.
Text: Miro BaričPhotos: Ukrainian armed forces, socialmedia and other public sourcesAir war over UkraineThe promise of F-16s and Prigozhin’s downfallUkrainian President Volodymyr Zelensky and Danish Prime Minister Mette Frederiksen in the cockpit of an F-16 as they announce the delivery of these fighters to Ukraine.In this part of the series, we follow the period from August 1 toAugust 31, which was really eventfull. Among the most notablehappenings is the promise of F-16 fighter deliveries, althoughthings won’t be so hot with them in the short term. The earliestUkraine will get them is next year, when the first pilots willbe trained under accelerated training programme. The secondsignificant event was the death of the owner of the Wagnermercenary group, Yevgeny Prigozhin, exactly two months afterhis attempted coup.After several months of speculation, delaysand conflicting information about who andwhen would start training of Ukrainian pilotson F-16, the first news about the provisionof these aircraft to Ukraine has arrived. OnSunday, August 20, it was announced thatthe Netherlands would donate 42 of theseaircraft and Denmark would add another19. On Thursday, August 24, on Ukraine’sIndependence Day, Norway also joined in. Ithad already scrapped its F-16s in early 2022and sold some of them to Romania, while therest was stored. Now Norway has announcedthat it will also provide the aircraft that itmanages to return to operational statusto Ukraine. It is believed that there will bea maximum of 10 aircraft from Norway. In total,Ukraine may receive around 70 fighters fromthese three countries. In all cases, these willbe F-16AM Block 20 MLUs. They were producedin the 1980s and the abbreviation MLU meansthat they have received the so-called Mid LifeUpgrade. The cockpit and avionics of thesefighters have been upgraded to the standard ofthe Block 50 version. Pilots were given helmetsights that they can use in close combatmaneuvering. However, these do not occur inUkraine and it probably will not change withthe arrival of the F-16s.The F-16AM Block 20 MLU carries the olderAN/APG-66(V2) radar. However, the radar’scomputer processor has been significantlyupgraded to process data faster and acquiremultiple targets at once. The range of thisradar is claimed to be 150 km, a valuetheoretically achieved by the manufacturerunder ideal conditions. The actual range of theradar depends on a number of conditions, suchas flight altitude or electronic interferencefrom an adversary. Thus, in a real situation, therange of the AN/APG-66(V2) is around 80 km.Ukraine will also not get the latest versions ofthe AIM-120 AMRAAM missiles with its F-16s,but older ones with a range of around 50–60km. Even so, this will be an improvement onthe current situation. The Ukrainian fightersare armed with R-27 missiles with semi-activeradar guidance, which means that the targetHISTORYINFO Eduard16October 2023Page 17
Zelensky decorating members of the air force on August 6. A whole series of inte-resting shots were taken on that occasion. This one shows a Su-27 “White 52” withthe numbers retouched out. The MiG-29 “white 22” on the left in the background doesnot have the number retouched.Here you can see the Su-27 “white 52” and the MiG-29 “white 22” also with numbers.The Su-27 has a HARM missile under the wing.Zelensky climbed into the cockpit and tried out the pilot simulator.must be locked during the time the missileis intercepting its target. And this is virtuallyimpossible in a situation where Ukrainianfighters face numerical superiority. The activeradar guidance of the AIM-120 missiles is thusa major advance.Thanks to the F-16s and the AIM-120missiles, the Ukrainian Air Force will equal theRussian forces. In fact, the radars of Russianfighters and their R-77 missiles have similarparameters – despite the fact that Russianaircraft manufacturers advertise completelydifferent numbers. For example, for the radarsof Su-30 fighters, they give a range of 200 to300 km. However, there is a big differencein the distance at which the radar picks up“something”, at what distance it recognizeswhat it is, and at what distance the fighter isable to conduct effective combat. That lastnumber is at a similar level to that of the olderAIM-120 missiles that Ukraine will receive –around 50 km.But factor in the strong air defensesoperating on both sides and it is clear thatthe status quo will not change even with thearrival of the F-16s. And that is that neitherside’s aircraft are crossing the front line –even getting too close is very dangerous. TheF-16 will probably have the advantage over theexisting Ukrainian aircraft of better warningsensors and can carry various containers forradio-electronic warfare, but it cannot standup to strong air defense either.Air combatThe Ukrainians will probably use the F-16sfor the same things they now use the Su-27and MiG-29s for, i.e., to protect airspace incase of penetration by Russian aircraft, toescort other aircraft on attack missions, andto counter suicide drones and cruise missiles.While for the Su-27 and MiG-29 there is limitedquantity of spare parts available in the world,the situation is different for the F-16 and it issignificantly easier to maintain them in a long-term airworthy condition.Such use of the aircraft is also indicatedby the training of Ukrainian pilots. When theprogram was being developed, two pilotsunderwent two weeks of testing in the USAat the end of February and the beginning ofMarch. These were active Ukrainian pilots, oneflying MiG-29s and the other Su-27s, to assessthe possibility of retraining them. The testingwas conducted exclusively on a simulator,where they tried out only one type of mission.It was an aerial combat against one target,or maximum two targets, using two types ofweapons – one radar-guided missile (AIM-120AMRAAM) and one infrared-guided missile(AIM-9 Sidewinder). It is not possible to learnanything else during the accelerated trainingthat the Ukrainians undergo. The first groupcould complete the conversion as early as theturn of this year and next year. These are theten pilots with the best English. It is languageproficiency that is the most limiting factor, notonly for pilots, but especially for ground staff.It also follows that Ukraine will not receivethe aforementioned 70 F-16s all at once, butgradually, as groups of pilots complete theirtraining.Ground attacks as a matter of timeIn addition to the experienced pilots, whoare to be trained as early as possible, there isalso going to be a group of complete noviceswho will receive comprehensive pilot traininglasting two years. These will apparently alsoreceive training for specialized missions withguided air-to-ground weapons. The Ukrainiansare already launching both AGM-88 HARManti-radar missiles and JDAM-ER guidedbombs from their old Soviet aircraft. However,they can only use them in a limited mode. Theycan only program them on the ground beforetakeoff, so the pilot cannot change the targetcoordinates during flight. When used this way,the HARM missile, for example, will guide itselfto the first radar it detects. If the Ukrainiansget the AN/ASQ-213 HTS (HARM TargetingSystem) guidance container on their F-16s, thepilot could choose the most important radar toHISTORYINFO Eduard17October 2023Page 18
hit from a number of enemy radars detected.The F-16 cannot carry the Franco-BritishStorm Shadow/SCALP-EG cruise missiles,which the Ukrainians are using effectively, andthere is no talk yet of possible US deliveries.What it can carry, however, are Harpoon anti-ship missiles, which Ukraine also already has.And that’s not good news for Russia’s badlybeleaguered Black Sea Fleet.Crimea “locked”Speaking of the Black Sea and Storm Shadowmissiles, these are among weapons that allowUkraine to gradually gain superiority over thewestern part of the sea and attack Crimeaeven without a strong navy. Already on Sunday,August 6, two bridges connecting Crimea to theKherson region were hit and seriously damagedby Storm Shadow missiles. These were theimportant Chonkhar Bridge in the north-westof Crimea and the smaller Henichesk Bridge,which leads to the Arabat Spit in the north-east of the peninsula. The destruction of thesebridges would sever Crimea’s links with thefrontline areas in southern Ukraine.The destruction of the Kerch Bridge wouldthen cut off the whole of Crimea for good,which could then only be supplied by ships. TheUkrainians regularly try to do this as well. Duringthe reporting period, they attacked this bridgeon Saturday, August 12, with S-200 missiles.These are old anti-aircraft missiles from the1960s, which Ukraine decommissioned in 2013,but kept in storage and now uses as ballisticmissiles after modification (presumablythey have new GPS guidance fitted). In thisrole, they have a range of up to 400 km. Themissiles are 11 m long and weigh almost8 tones. At Mach 4, they thus have tremendouskinetic energy on impact. They also carrya warhead with 217 kg of explosive. Ukrainehas already used them in July in attacks on anindustrial facility in the Briansk region and onthe Morozovsk airport in the Rostov region. Inthe August attack, three S-200 missiles wereaimed at the Kerch Bridge. According to theRussian side, they were all destroyed in timeby air defenses. The smoke that appeared onthe bridge was only a precautionary protectivemeasure. Interestingly, however, two streaksof black smoke were also visible in the whitesmoke screen.On Wednesday, August 23, Ukrainianmissiles hit and partially destroyed a batteryof S-400 anti-aircraft system in Olenivkaon the Crimean coast (about 120 km north ofSevastopol and 140 km south of Kherson. Indoing so, they probably used Neptune missilesdeveloped for anti-ship warfare but alsocapable of hitting targets on the coast. But thatwas not all – the next day (or night) Ukrainianspecial forces landed on the coast betweenOlenivka and Mayak. They completed the workof destruction and raised the Ukrainian flag inCrimea (August 24 was a Ukrainian nationalholiday). The Russians claim to have killedall the Ukrainian soldiers in this action; theUkrainians claim to have pulled back withoutcasualties. All that is certain is that the S-400battery was destroyed. Ukrainian troops fromboats also seized four oil platforms, on whichthe Russian had radars mounted, in the BlackSea during August. All of this is leading to theblinding of Russian defenses and a greaterintensity of Ukrainian attacks on Crimea, whichwe will address in a follow-up.Attacks on airportsUkraine has not only attacked Crimea, butalso Russian territory on the opposite side. Inaddition to the ongoing drone campaign againstMoscow, the attacks on Russian airports are ofparticular interest for the topic of this series.On Saturday, August 19, the Solcy-2 base inNovgorod region, 620 km from Ukraine, wasattacked in broad daylight. At first Russiaadmitted to the damaging of one bomber, butthen photographs emerged showing that oneTu-22M3 bomber was burned to the ground inthis attack. Satellite images later confirmedthat the base had been evacuated and theremaining bombers had flown further north.Two days later, on Monday, August 21, theShaykovka base in the Kaluga region, fromwhich Tu-22M3s also operate, was alsoattacked. Ukrainian intelligence claimed thatin both of these attacks two bombers weredestroyed and two damaged. The Russianside confirmed the attack on the Shaykovkaairfield, adding that all Ukrainian droneswere destroyed. We will probably not knowhow it really happened until a long time fromAt the event on August 6 was a Su-24 with the number “white 09” with a thin yellow border. Interestingly it had a SCALP-EG missile with French symbols under the rightwing and a Storm Shadow with British symbols under the left wing.A burning Russian Tu-22M3 bomber at Solcy-2 airfield. The Russian side initially claimed that it was only slightlydamaged in the attack on August 19.Burning Il-76 at Pskov airport after the night attackon August 29.HISTORYINFO Eduard18October 2023Page 19
now, as was the case with the attack on theDiaghilevo airfield near Ryazan. This wasattacked by Ukrainian Tu-141 Strizh dronesin December 2022. Shortly after the attack,the destruction of one vehicle and damageto a Tu-22M3 bomber was photographicallyconfirmed. The Russian side also confirmed atthe time that three Russian soldiers had losttheir lives. Now, however, Russia has issuedan international arrest warrant for UkrainianColonel Serhiy Burdenyuk, who commandsthe 383rd unmanned aerial vehicle regiment.These Russian documents include a detaileddescription of the December 5, 2022, action,according to which the Ukrainian attack at theDiaghilevo base damaged not one, but three Tu-22M3 bombers. Two buildings and two vehicleswere also hit, and in addition to the threedead soldiers, seven others were wounded.By the way, Russia is looking for Burdenyukon suspicion of “organizing illegal Ukrainiandrone incursions into Russian airspace.” So,what is Russia doing in Ukraine as of February24, 2022, then?The Ukrainians pulled off a stunt on Tuesday,August 29, when they hit the airport in the cityof Pskov. This is located 700 km from Ukraine,near the Estonian border. The result of thisaction is also presented differently by thetwo sides. Russia has admitted that four Il-76 transport aircraft were damaged, Ukraineclaims that four aircraft were completelydestroyed and two damaged. In all likelihood,two of the Il-76s were completely burnt out,as confirmed by the videos, and the other twowere damaged. These were hit at the pointwhere the fuselage joins the centerplane butdid not catch fire. Satellite images show largeholes in the upper part of their fuselages.According to unconfirmed information,up to 20 drones attacked Pskov. They weresupposed to be PPDS drones manufactured bythe Australian company Sypaq Corvo. Thesedrones are made of paper and are suppliedas a jigsaw puzzle. They are powered by anelectric motor, with which they have a rangeof 120 km and can carry 5 kg of explosives.This means that someone must have launchedthese drones from Russian territory during theattack on Pskov ...The Australian government has beenproviding PPDS drones to Ukraine since thespring of this year. The advantage is the lowcost due to the material being waxed cardboard.It also makes the drone virtually undetectableby radar. The Ukrainians also used them in anattack against the Khalino airfield in the Kurskregion on the night of 26–27 August, where,according to Ukrainian counterintelligence,five fighter jets were hit, as well as two radarsand two air defense systems. However, thisinformation remains unconfirmed.Tire protectionAll these successful attacks on airportshave led to a bizarre countermeasure onthe Russian side. Satellite images of tire-covered aircraft have emerged from severalbases. These were mainly Tu-95 and Tu-160bombers, but also Su-34s. It is not clear whatthe Russians intend by this – whether it is toprotect against explosives or whether thetires distort the radar or infrared image ofthe aircraft in the drones’ sensors. It is alsopossible that they are testing something elseentirely. Either way, the tires seem to have onlyappeared on aircraft that are not airworthyand serve as a source of spare parts. SeveralTu-95s, for example, are missing propellersor entire engines, and even the tire-coveredSu-34 has its engines removed. Perhapsthe Russians want to protect aircraft that donot change position and are therefore easilydetected by reconnaissance.Ukrainian lossesUkraine did not only achieve successin attacks on Russian airfields during thereporting period. While the previous month ofJuly was completely free of losses in the air,August was particularly bad for the Ukrainianair force. It started as early as August 1, whena Mi-8 was shot down near Mykhailivka inKherson Oblast. The video shows that the low-flying helicopter caught fire after being hit andmade an emergency landing. On the ground itthen burned completely. The fate of the crewis unknown.On Friday, August 25, two Aero L-39Albatros aircraft from the 40th Tactical AirForce Brigade collided. The wreckage of theaircraft crashed near the village of Sinhury inthe Zhytomyr region. All three pilots – MajorVyacheslav Minka, Major Serhiy Prokazin andCaptain Andriy Pilshchikov – were killed. Thelatter had the call sign “Juice” and was the faceof a campaign demanding the delivery of F-16fighter jets to Ukraine. He was killed just asRubber protection was also given to this Su-34 with its engines dismantled.After the Ukrainian drone attacks, some Russian aircraft were given protection from old tires. Maxar’s satelliteimage shows a Tu-95 with its propellers dismantled.A PPDS drone from the Australian company SypaqCorvo is made of cardboard. It can carry 5 kgof explosives.HISTORYINFO Eduard19October 2023Page 20
Ukrainian Mi-8 in action.Originally a Slovak Mi-17 helicopter (ex 0844).Ukrainian MiG-29 fighter jets. Their pilots will eventually see them replacedby F-16s.Two Ukrainian Albatroses with the numbers “blue 102” and “blue 107” collided near thevillage of Sinhury on August 25.HISTORYINFO Eduard20October 2023Page 21
this Ukrainian pilots’ dream was beginning tobecome a reality.All three named were MiG-29 fighter pilots,and at the time of their deaths, Ukrainianmedia reported that they had died in combatflight, which would suggest action againstthe Shahed-136 kamikaze drone. However,they later reported that the aircraft collidedin a violent maneuver while practicing aerialcombat.Another crash came on Tuesday, August29, near Kramatorsk in the Donetsk region.Two Mi-8 helicopters from the 18th separatebrigade of the army air force crashed thereduring a combat mission, killing all six airmenon board – Colonel Viktor Opanasiuk, CaptainYuri Anisimov, Captain Yevgeny Kysil, CaptainVladyslav Rymar, Lieutenant Commander IvanYarovoy and Lieutenant Commander ValentynVorobets.Austrian military expert Tom Cooper saidin this context that this was an unintendedside-effect of the successful Ukrainianartillery campaign. The latter has managed tosuccessfully suppress the Russian artillery,which is losing 20–30 barrels a day. Everytime the Russian artillery makes a sound, itfaces Ukrainian anti-artillery fire. Therefore,the Russians have to replace artillery withdrone attacks and air force attacks that usesglide-guided bombs. The attack aircraft areaccompanied by fighter jets, and it was on onesuch flight that a Russian Su-35 intercepteda pair of Ukrainian helicopters. Their pilotswere informed of the presence of the Russianfighter and attempted to land and thus avoid itbut collided. The Russian side claims that theMi-8s were shot down. Their wreckage in thefootage is close together, so the more likelyversion is that they collided while attemptingan emergency landing.Russian lossesThe Russian side also suffered heavylosses in August. The list of destroyed Ka-52helicopters was extended again. One was shotdown on Monday, August 7, in the Robotynearea and both crew members were killed.Another one was destroyed on Thursday,August 17, near Novoprokopivka. This time thepilot managed to use the ejection seat and wasrescued by an accompanying Mi-8 helicopter.Both Ka-52s were shot down by members ofthe Ukrainian 47th Mechanized Brigade.Non-combat flight losses are also on therise, which may be contributed to by poormaintenance during the war as well as mistakesby overworked pilots. On Sunday, August 12,a crew of Su-30SMs from the 4th IndependentRegiment of Naval Assault Aviation performeda low overflight near the village of Urgyumovoin the Kaliningrad Region. It crashed into theground and both pilots were killed. On Monday,August 14, an L-39 Albatros trainer crashed atthe Khanskaya base in the Adygeya Republic inthe Caucasus. Colonel Vadim Gurov was killed,and the other crew member was injured. Andon Tuesday, August 29, a Mi-8 helicopter of theFSB border guard crashed in the Chelyabinskregion. The three-member crew did not survivethe crash.Defection with a helicopterIn addition to these losses and theaforementioned aircraft destroyed at airfields,the Russian armed forces also lost one aircraftin a defection for the first time in this war.Ukraine has been trying to motivate Russianpilots with the promise of money and safetyfor their whole family since the beginning ofthe conflict. In August, the pilot of a Mi-8AMTShelicopter with the fuselage number “Red 62”and the code designation RF-04438 responded.Maxim Kuzminov of the 319th IndependentHelicopter Regiment was in contact with theUkrainian intelligence that got his familyabroad. He then flew the helicopter himself tothe Kharkiv region of Ukraine. The other twocrew members were unaware of his plan todefect and were killed by Ukrainian soldiersafter landing. According to some reports, theytried to flee; according to others, they madea last-minute effort to prevent Kuzmin fromdeserting.Three pilots, including Captain Andriy Pilshchykov, were killed in the Albatroses collisionWreckage of a Russian Ka-52 helicopter shot down by the Ukrainian 47th Mechanized Brigade nearNovoprokopivka on August 17.HISTORYINFO Eduard21October 2023Page 22
The Russian pilot received a reward of halfa million US dollars, a new identity and a job.The new Mi-8AMTS has been incorporatedinto Ukraine’s forces. After landing, Kuzminovtalked about the absurd conditions in theRussian armed forces. For example, thecommander of his unit had his cat flown inby a Mi-8 helicopter, which was additionallyaccompanied by Mi-24 as an armed escortduring this “mission”.Revenge after two monthsThe death of Yevgeny Prigozhin, the ownerof the Wagner mercenary group, can also becounted among the losses related to the warin Ukraine. He was killed in a plane crashalong with other members of his mercenaryleadership exactly two months after the failedcoup attempt. The private Embraer EMB-135BJLegacy 600, registration RA-02795, was flyingfrom Moscow to St Petersburg on Wednesday,August 23, when it broke into three parts afteran explosion and crashed near the village ofKuzhenkino in the Tver region, some 100 kmnorth of the Russian capital.The plane’s crash was caught on video.Two condensation trails and a puff of whitesmoke were visible in the sky, followed bytwo explosions, according to witnesses. Thenthe fuselage of the plane was seen fallingto the ground without one half of the wingand without tail. During the crash, it twistedwildly in the air – just like the Il-22M shotdown by the Wagners on June 24 during themarch on Moscow. The fuselage, wing andtail fell on different places within a radiusof three kilometers. The fuselage burned upafter impact, killing all ten people on board.In addition to Prigozhin, these included hisdeputy and well-known neo-Nazi Dmitry Utkinand Wagner’s logistics chief Valery Chekalov.The two pilots and a stewardess also perished.If this was a political assassination, there wasstate terrorism in Russia regardless of theseinnocent victims.Wagner channels reported that the planewas shot down by anti-aircraft missiles.Some Western sources are leaning towardsa bomb explosion on board. Traces resemblingshrapnel holes could be seen on the wreckage.The Russian authorities are not making mucheffort to investigate. A request for accessby Brazil manufacturer Embraer has beenrejected. And a video taken shortly after thecrash showed the severed wing being draggedalong the ground by a tractor from the impactsite. Behind it, two men were walking andpicking up pieces of the wing that had brokenoff in that dragging. So much for some pretenceof trying to investigate the disaster.Burning wreckage of the Embraer EMB-135BJ Legacy 600 with registration RA-02795 in which Prigozhin and other members of the Wagner leadership died.Russian Mi-8AMTS with fuselage number “Red 62” and code designation RF-04438shortly after landing on Ukrainian territory.Mi-8AMTS “Red 62” in Ukrainian service with Russian markings obliterated.Pilot Maxim Kuzminov of the Russian 319th Independent Helicopter Regiment defectedto the Ukrainian side.HISTORYINFO Eduard22October 2023Page 23
Trosky ruskej helikoptéry Ka-52, ktorú 17. 8. pri Novoprokopivke zostrelila ukrajinská47. mechanizovaná brigáda.Page 24
BOXART STORYThe Z-526 was from the very beginning my“femme fatale”, or rather “avion fatal”. It startedat the age of sixteen, when I first saw theZ-526F OK-CRA in the hangar of Kladno AeroClub and got even deeper when Honza Čáp gaveme a ride in it. Four years later I started flyingand towing with this plane, and I won't lie whenI say that I felt like I was flying a Spitfire. Andlater, when the OK-ZRB Zlin Z-526AFS aerobaticspecial arrived, I felt like they added a Mustangto my Spitfire. In quotes, of course. As a rationaland sensible twenty-year-old man, it was clearto me that I would never fly these types ... Andso, for the next few years, I really enjoyed theZ-526s to the fullest, playing at being a fighterpilot. With OK-CRA it was mainly tows, with OK-ZRB, which belonged to Czech Aero Club andwas not so “jealously guarded” by the gliderpilots, I also did occasional navigation flightsor flights just for fun. And from time to time,I enjoyed aerobatics with OK-ZRD, which wasthen used for training of advanced piloting indual controls where Z-142 was not enough.Needless to say, these were mainly the snaprolls.Eventually other types came along, either foraerobatics itself or for paving the way to myprofessional flying. And that's where the Z-526suddenly “didn't fit the concept”. My annualflying time on the Treners gradually decreaseduntil I only flew them a few times a season.And so there came a period when I wasn't sogood with the Z-526. A few years passed, duringwhich my flying of light aircraft was neglectedby the larger “steel birds”, and I almost thoughtI was done for in that respect. When suddenlythe wheels of history moved on and I became theowner of a Z-326, which I bought from the AeroClub Polička. And that was a huge kick-start tothe "second phase" of my life in civil aviation.With this OK-OTD we visited Berlin Tempelhof,Dalmatia, Corfu, Italy, Malta, southern France,even looked across the English Channel. Thecombination of a cruise propeller and externalwingtips tanks made her a long-haul aircraft,although on takeoff she sometimes climbedlike a loaded Wellington to Berlin or an ATR 72to Košice. And so, after a while, the thought ofgetting a Zlin Z-526 came up, because it couldtow, cruise, fly aerobatics or training and thatall with one propeller. There were severaloptions and offers, until the "fatal" one camealong. I was offered to buy a slightly damagedone from Poland. I was intrigued. It wasa former OM-VOR from Holíč, Slovakia. The winghad to be replaced and the fuselage repaired,but she hadn't flown even a thousand hours, soshe could do aerobatics for a few more years.The import and overhaul presented mewith two new challenges. To come up withthe registration and the color scheme. Theformer was relatively easy, as I am a believerin following the previously standard key forassigning markings, so a 1966 aircraft had tohave the first letter “V” and the second “R”, asthat's what the Z-526s used to be assigned. So,these are not my initials, as many people think(and as I only realized after the fact). I put the"C" in there because it's easy to pronounce. Thecoloring was a little more fun. It was clear thatit had to follow the "period line", even if not onehundred percent. In fact, I had been given thesubtle warning that most people who comeup with their own coloring actually mess it upbecause they can't imagine how their creation,made on paper or screen of computer, will lookspatially on a live airplane. And then they starerather stupidly when taking their new aircraftover. So, it's best to go with something that'salready there, or approach a designer. Andsince I always liked the Z-526 from the movieNebe pro Trenéra (Heaven for Trener), I optedfor the look of the then OK-VRB as a base. I justused “apple blue” instead of orange like theOK-OTB had, the lower wing color was pulledup over the leading edge to the upper surfacelike the original OK-SND had in one of its forms,and I decided to paint the horizontal stabilizerand elevator in white underneath, because theconnection of colors did not look good in thehorizontal and vertical tail surfaces joint withfuselage. Then there were a few minor changes(the canopy frame remained white and the shortblack stripes on the engine cowling and rudderare thinner than on the original) and the newaircraft was born in the Czech skies.I took it over at Otrokovice on March 30, 2010and it serves me faithfully from that time on.Its ”fur“ is still like new, aviation life added onlya few scratches during hundreds of flying hours,but brought me a lot of fun! And don´t worry, theboxart by Adam Tooby is kind of artistic license,as I am not giving her such a hard time.Illustration: Adam ToobyAvion fatalText: Radim Vojta#82185INFO Eduard24October 2023Page 25
#7471BOXART STORYThe beginning of the fifties was marked bypolitical purges in the Czechoslovak army,and therefore also in the air force. Pilots withany western combat backgrounds or othersuspicious ones were gradually weaned fromflying. However, the influx of new blood in theform of properly trained and indoctrinatedsons of the workers and peasants, supposedly“ruling” the Czechoslovakia under Communistgovernment, was still insufficient, so it wasnecessary to turn a blind eye here and there andkeep in service pilots who found themselvesbelow the line after the political screeningsfor admission to fly the then state-of-the-arttechnology, which was the MiG-15, referred toin the Czechoslovak Air Force as S-102. Theyrepresented a quantum leap for the renewedCzechoslovak Air Force, which until then hadguarded its western border with WW2 aircraft.By day with the worsened MesserschmittBf 109Gs, i.e., Avia S-199s, while the nightreadiness was served with one of two airworthyLB-79s, i.e., with German Heinkel He 219 nightfighters.Pilots who had failed political screenings atthe beginning of the Czechoslovak Air Force’sjet era were condemned to still fly the S-199s.These aircraft were already obsolete at thetime of their creation in 1947, and less thanfive years later they were just a caricature of afighter aircraft. Thus, the 22nd Air Division wascreated, which was established on June 1, 1951,at the Plzeň-Skvrňany airfield. It included the4 Aviation Regiment (not the original AviationRegiment 4 based in České Budějovice, whichhad already been renamed LP 6) and the 18Aviation Regiment. The latter was establishedon the same day as the 22 Air Division and had29 S-199s, two CS-199s and nine C-2s aircraft inits inventory. Zdeněk Praus was appointed theCO of the regiment. It is not certain what rankhe held at that time. According to some sourceshe even was only a lieutenant. What is certain isthat in 1954 he was already a lieutenant coloneland from November 10 of that year he was thecommander of the entire 22 Air Division, whichat that time consisted of three Air Fighterregiments (slp): the 3 slp in Brno, the 4 slpand the 18 slp, both in Pardubice. His careercontinued with a move to the same positionwith the 6 Fighter Air Division (from July 15,1958) and from September 1, 1961, he becameChief of the Fighter Air Command of the 7 Armyof Air Defence. He remained in this position untilSeptember 1962.The aircraft of the staff flight of the 18 AirRegiment were given designations from DA-01to DA-09, 1st squadron had aircraft with thedesignations from PS-10 to PS-29, 2nd squadronBS-30 to BS-49, 3rd squadron EX-50 to EX-69and 4th squadron VT-70 and higher.The 18 Aviation Regiment was designated with“piston” suffix from 1952 onward to distinguishit from the jet regiments. However, in November1953 it was moved to Pardubice, by that time,it had already partly re-equipped with MiG-15s,and although it still had 31 S-199s and ten C-2sin service, it was renamed the 18 Air FighterRegiment (jet) on April 1, 1954.The two aircraft on the boxart of kit 7471belonged to the 1st Squadron and are portrayedjust after splitting formation, probably startinga dogfight exercise somewhere near Pilsen in1952. This kind of training has always been, bythe way, the most favored by fighter pilots of alltime. And those politically not-enough-reliablepilots who were not entrusted by the Communistparty to be given a chance to get their handon the latest aviation technology, were flyingtheir aging “Mules”, as were the S-199snicknamed, on the edge. There were a numberof experienced and well-trained pilots amongthem, and some of them did eventually get thechance to fly jets. Others, however, had to stepdown from the fighter pedestal and transferto other types of aviation after the S-199 wereall retired. Some of them changed fixed wingsfor the rotary ones, as the helicopters werejust emerging at the time in Czechoslovak AirForce with the tests of domestic light helicopterHC-2 prototypes. In 1959 first ten of Mi-1 Soviethelicopters were delivered and the helicopteraviation became reality in Czechoslovak army.One of these former fighter pilots flying S-199sand subsequently transferred to helicopters,was teaching the author of this article to fly theMi-2 helicopter in 1985 ...Avia S-199s, however unreliable and stubbornon take-off, were still, according to him, aircrafthe loved to fly and fondly remembered. Giventhe long time lapse, some of the stories he toldor the performance he stated were achievedseemed somewhat implausible, but it wasevident that he was one of those who tooka liking to this stopgap fighter, which ensuredthe fighter pilots’ were able to maintain theirtrained skills in the difficult post-war period.Text: Richard PlosIllustration: Adam ToobyThose mistrustedINFO Eduard25October 2023Page 26
BOXART STORY #84193While the Battle of Britain was at its heightin Europe in the autumn of 1940, on the otherside of the Atlantic the US was in the calmbefore the storm. But the Americans wererapidly preparing for a possible war in Europeas well as in Asia and the Pacific. The U.S.Navy was no exception, and since the late1930s it had been undergoing a significantincrease in air personnel. In 1940, the yearin which the Japanese combat deployeda ground-based version of the A6M Zerofighter to Chinese territory, a new Americancarrier-based fighter the Grumman F4F(G-36), which a year later was given thecombat name Wildcat, also entered the fray. InOctober 1940, the Royal Navy took delivery ofthe Martlet Mk I aircraft, which were actuallyexport G-36As with the Wright R-1820 engine,originally intended for the Belgian air forceand the French Aéronavalle. As with theZeros, the British Martlets were initiallydeployed from land bases. On Christmas Day1940, two pilots from No. 804 Sqn FAA withMartlets managed to force a Junkers Ju 88 toan emergency landing on the West Mainlandof The Orkneys.The first American unit to take over the newmachines was the VF-4 operating from theUSS Ranger. It began flying them in October1940. In December, VF-72 (formerly VF-7)aboard USS Wasp also began familiarizingitself with the Wildcats. Its sister fighterunit, VF-71, switched from F3F biplanes toF4F-3 machines about two months later.Lt. Cdr. Courtney Shands served as FlightOfficer for VF-72. He had graduated from theNaval Academy in 1930 and was thereforeone of the pilots who had completed up to3,000 flight hours in training and had passedexaminations not only on fighter, but also onbomber and torpedo aircraft (the US Navy didnot introduce specialization in one categoryof aircraft for pilots until late 1941). CourtneyShands had also served as a flight instructorin the 1930s and his appointment as FlightOfficer on the VF-72 was therefore morethan logical. In addition to the preparationof VF-72 sorties, he was also responsiblefor the operational training of new pilots.At the same time, he commanded one of thethree Divisions, which at that time had sixaircraft divided into two flights. Divisions withfour aircraft with two pairs that could worktogether more effectively were introducedby the US Navy during 1941 based on lessonslearned from combat in Europe.The life of a US Navy aviation unit hasalways included formal and informal socialevents involving family members. Lt. Cdr.Courtney Shands was no exception in thisregard. In September 1940, his twenty-year-old sister Carey Jacqueline married his VF-72colleague Lt(jg) Webster Cochran Johnson,five years his senior. However, the marriageended in tragedy after a few months. Shands'newlywed brother-in-law sadly became thefirst US Navy aviator to die on a Wildcat duringoperational duty. It occurred shortly beforeChristmas when the USS Wasp was docked inNorfolk. Johnson took off from the deck of theUSS Wasp on 19 December (or 16 December),but after take-off due to an engine failure,he fatally crashed near the railroad tracksbehind the NAS. He was flying the prototypeXF4F-3 BuNo 0383, which had already beenrepaired once after a serious crash.In early 1941, VF-72s began intensiveretraining on Wildcats, first off the coastof Virginia and, beginning in late January,at Guantanamo Bay, Cuba. The formation ofaircraft from this period was captured onboxart by Piotr Forkasiewicz. During thetransition to the new aircraft type, sixteencrashes occurred in VF-72s in January andFebruary, but none claimed the life of a pilot.Lt. Cdr. Courtney Shands became commanderof VF-72 in July 1941 and assumed command ofVF-71 in March 1942. Part of his new unit wasbased at Scapa Flow in The Orkneys, and theother part aboard the USS Wasp supported theAllies in the Mediterranean. It then moved tothe Pacific aboard the carrier, where Shandsand his men distinguished themselves in theGuadalcanal landings. See INFO 04/2023.His pilots, like all U.S. Navy fighter pilots,entered combat in the Pacific well prepared.They countered their Japanese adversaries,who had combat experience in China, withexcellent US Navy training in air combattactics and gunnery systematically rehearsedwith deflection shooting. The time gainedduring the period of neutrality paid off for theWildcat pilots.Illustration: Piotr ForkasiewiczWings of NeutralityText: Jan BobekINFO Eduard26October 2023Page 27
#84181BOXART STORYIn preparation for the Okinawa landings,the Americans decided to launch an air strikeagainst airfields and ports in the southernpart of Japan in March 1945. Task Force 58had already conducted a similar raid duringFebruary 16 and 17, 1945. The March raids wereintended to reduce the threat of attacks on theAmerican invasion forces preparing for theApril landings. The US Navy airmen attackedthe airfields on Kyūshū on 18 March, andengaged over 400 Japanese planes, of whichthey actually managed to shoot down a quarter.On the morning of 19 March, more than 300aircraft took off from TF 58´s sixteen carriersand headed for selected air bases and the portsof Kure and Kōbe.The first pilot of the strike group to takeoff from the deck of the USS Essex (CV-9) inan honorary position was the commander ofVF-83, Cdr. James J. Southerland, the same manwho fought Saburō Sakai over Guadalcanal onAugust 7, 1942 (see INFO 06/2022 and 01/2023).Twenty VBF-17 Hellcats took off from the deck ofthe USS Hornet (CV-12) under the command ofLt. “Muscles” Conant. Their mission was to bombtargets in the Kure area and fighter escortwas to be provided by sixteen Corsairs fromVMF-123. Unfortunately, the Marines missedtheir US Navy colleagues, and Conant's twentyHellcats headed for the target unprotected.Matsuyama was on their route, and unbeknownstto the Americans, they could not have chosena worse place in Japan.At the Matsuyama airbase was stationedKōkūtai 343 (II) under the command ofCapt. Minoru Genda, who had made a majorcontribution to the preparations for the raidon Pearl Harbor. Now he was doing everythinghe could under improvised conditions to avoidincurring a second Pearl Harbor.Kōkūtai 343 was formed for the second timeunder Genda´s command in December 1944.He managed to acquire, apart from older N1K1Shiden machines, mainly modern N1K2 Shiden-Kai aircraft. His Kōkūtai had three subordinateaviation units (Hikōtai) with fighter aircraft andone reconnaissance unit equipped with C6NSaiun (Myrt) machines. He managed to gathera number of elite naval aviators, among themaces such as Shō-ichi Sugita and Naoshi Kanno.Genda believed that with the right training, aircombat tactics, and discipline, it was possible tomatch American adversaries. Among his unit'sinstructors was Saburō Sakai. The unit bore thebattle name Tsurugi Butai, after the traditionalJapanese double-edged sword.Thanks to the crews of the reconnaissanceHikōtai, Genda was accurately informed of thelocation and flight path of the Americans. Morethan fifty of his pilots took off within ten minutesand successively fought against both Hellcatsand Corsairs in various engagements. AmongGenda's commands in radio communicationwere even the words “niitaka yama nobore”.When a part of the Tsurugi Butai approachedVBF-17's formation head-on from above, at firstsight the Americans considered it their ownbecause its formation looked American. ThenHellcat pilots countered the attack with a sharpturn and a frontal fight in climbing flight. It wasthis moment that Antonis Karydis captured onthe boxart. It shows Lt. Frederick J. Prinz as hepasses the Shiden-Kai aircraft, with Lt. TakashiOshibuchi, commander of one of Genda's Hikōtai,at the controls. Eight Hellcats were shot down orirreparably damaged in the fierce engagement,three pilots were killedand three others werecaptured, but survived. Genda's unit claimeda total of 54 victories during the day, losing15 aircraft and 13 pilots. The Americans werealmost evenly matched, claiming 63 victoriesand losing 14 fighters and eight pilots in combatwith Kōkūtai 343 (II). The captured Americanairmen, when later questioned, stated that theunit they faced was “... formidable beyond ourexpectation … well-coordinated, and excellentin marksmanship.” This was not the last timeTsurugi Butai would give enemy airmen a hardtime. Minoru Genda, and some of the directparticipants in the March 19, 1945, battle, metmany years after the war while serving in theUS Navy and JSDAF. The story of this elite unitis well developed in the book Genda's Blade byH. Sakaida and K. Takaki.The Americans managed to damage fourJapanese battleships, four fleet carriers andone light cruiser on March 19, 1945. However,they failed to sink any of the vessels. Japaneseairmen damaged the USS Wasp (CV-18) andUSS Franklin (CV-13) by bombing attacksor Kamikaze attacks. A day earlier, the USSEnterprise (CV-6), USS Intrepid (CV-11), and USSYorktown (CV-10) had already been damaged.Text: Jan BobekIllustration: Antonis KarydisAgainst the Tsurugi ButaiINFO Eduard27October 2023Page 28
GALERYEVENTSAn extensive report on E-Day 2023 will bereleased in the form of a special issue of InfoEduard later this month.INFO Eduard28October 2023Page 29
EVENTSINFO Eduard29October 2023Page 30
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EVENTSINFO Eduard31October 2023Page 32
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EVENTSINFO Eduard33October 2023Page 34
EVENTSABSOLUTE WINNERbuilt by Zdeněk ŠebestaCZECH MODEL MASTERSMi-24 1/48INFO Eduard34October 2023Page 35
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#82185Z-526 Trenér Master1/48The ProfiPACK edition kit of Czechoslovak single-engine two-seat training and aerobaticaircraft Zlín Z-526 Trenér Master, including Z-526M and Z-526F versions in 1/48 scale.Kit presents markings selection including Czech and international users.plastic parts: Eduardmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 10/2023INFO Eduard36October 2023Page 37
Z-526 M, s/n 909, OK-VRC, private, Líně airfield, Czech Republic, 2022Z-526F, s/n 1273, SP-EMF, Grupa Akrobacyjna Zelazny, Poznań, Poland, summer 2012The aircraft, which today flies in an attractiveblue and white livery and whose home is eitherHangar 3 at the airfield in Líně or the airfield inRakovník, was produced in 1966 as Z-326. It wastest-flown on June 6 of that year and then wentto a customer in France, where it flew with theF-BNMX matriculation until 1977. It was thenstored and in December 1992 was imported backto the Czechoslovakia by ZLÍN-AVION servicecompany. In 1994 it was overhauled, and the mainspar and wings were replaced with new ones.At the same time it was converted to Z-526M. It wasthen sold to Slovakia, where it flew until 2007 inAero Club Holíč as OM-VOR. The next stage of thisaircraft was Nowy Sacz, Lososina Dolna airfield,Poland, where it received SP-KSM matriculation.On July 2, 2008, pilot made an emergency bellylanding with it right at a road intersection afteraccidentally draining fuel from the gravity tank.The aircraft was reacquired and transported toOtrokovice, where repairs followed, combinedwith an overhaul and installation of a new rightwing. All this was done under the charge of thenew owner, who brought the aircraft in 2010. Theaircraft received a new registration and livery inthe spirit of the scheme in which the OK-VRB andOK-VRF Trenér aircraft flew in the sixties.The aircraft was produced in 1973 andsubsequently sold to a Polish aeroclub. InDecember 1999, an aerobatic group wasestablished at Zielona Góra Airport, sponsoredby the then emerging Żelazny hardware storechain. The group started with two Z-526AFS andone Z-50LA aircraft. One Z-526F was added tothe lineup in 2001. The pilots of the group amazedwith their skills at airshows not only in Poland,but also in Germany. In 2004, Lech Marchelewskibecame its leader and three years later the groupstarted to rehearse a six-member formation,which was to have its premiere at the RadomAir Show. However, tragedy struck during thepremiere on September 1. At 3:01 p.m. local time,while transitioning into a maneuver called “therose”, No. 1 (Z-526F, SP-CDF) and No. 2 (Z-526AFS,SP-ELE) collided. Both pilots, retired ColonelLech Marchelewski and Piotr Bachanowicz, werekilled. The second Z-526AFS (SP-CSU) narrowlymissed the crash site. The group then resumedoperations, initially as a three-man group, withplans to return to a six-strong formation in2009. Subsequently, the group was moved toPoznań. Today they operate two Z-526F aircraft,the one with the number 9 carries the SP-EMFmatriculation and is shown here in a designcorresponding to the period before the 2012 ILAInternational Airshow. Prior to that, however,it underwent an overhaul in Otrokovice (2008),during which it received, among other things,the paint scheme of the new operator, while theaircraft was still in the possession of AK Poznań.KITS 10/2023INFO Eduard37October 2023Page 38
Z-526, s/n 1048; D-EDTP, private, Líně airfield, Czech Republic, 2023Z-526F, s/n 1242, OE-CSA, private, Austria, 2019The aircraft was manufactured in 1968 and in Juneof the same year it was taken over by Mr. ArthurBeth (Porta Westfalica, Germany). The aircraftwas given the D-EDTP registration and shortlybefore the World Aerobatic Championships inMagdeburg it was taken over by Richard Hecht,member of the German national team. Hehad high hopes of success, but only until theCzechoslovak team appeared on the scene withtheir brand new Z-526AS aerobatic specials.However, during the competition on August21, Czechoslovakia was invaded by “friendly”forces and the national team withdrew from thechampionship. Hecht then operated the aircraftfor many years, and the aircraft’s logbook listsinteresting names such as Ladislav Bezák, thefirst aerobatic world champion (already in exileat the time), and former Luftwaffe ace WalterWolfrum (137 kills). At the end of the 1990s theaircraft was no longer flying much and in 2000it was sold to another owner in Germany. Thecurrent Czech owner then bought the aircraftfrom him and kept the German matriculation.At that time the aircraft had flown only 1114 hours.The rudder was consequently decorated witha painting of the girl by Antonio Vargas, whileon the starboard of the front fuselage there isthe inscription Small Beautiful Doll, which isa paraphrase of the Big Beautiful Doll inscriptionpainted on the P-51D of Colonel John D. Landers(14.5 kills), commander of the 78th FG. On the leftside of the engine cowling is another referenceto the P-51 Mustang, the inscription Daddy’sGirl. The aircraft named such was flown by RayS. Wetmore (21.25 kills). The owner has stampedthe name with a Roman numeral two because hispreviously owned Trenér had the same name.Manufactured in 1973, the aircraft was exportedto Hungary, where it received the HA-SARdesignation and flew there until 1987, when itwas sold to Graz, Austria. There it received theOE-CSA registration and also an attractive livery.It was based in Punitz in 1991, crashed in 1999 andhad another accident in 2001 when the pilot had tomake an emergency landing near Pöttelsdorf afterlosing fuel pressure. Ten years later, on August19, 2022, while taxiing after landing at BreightonAirport (UK) the pilot reported he lost directionalcontrol of the aircraft and subsequently crashedinto an aerobatic Van RV-6 aircraft. The ill-fatedTrenér was then repaired again. In Otrokovice,the right wing and engine cowls were restoredand today the aircraft is flying again. By the way,just a week before the last accident, OM-CSA wasvisiting Nové Město nad Metují in the country ofits origin, i.e., in Czech Republic.KITS 10/2023INFO Eduard38October 2023Page 39
Z-526F, s/n 1266, OK-DRB, private, Příbram airfield, Czech Republic, 2020Z 526M, s/n 1006, private, OK-LAC, Czech Republic, 2011This aircraft was produced in 1973 for theRomanian Aero Club and received the registrationYR-ZAN. It was sold in 1992, together with severalother aircraft, to a Belgian commercial pilot GinoLoosen. After an overhaul, the aircraft receiveda new registration OO-MFG and an interestingdark green metallic paint. The biz-jet pilotenjoyed his Trainer until 2011, then, after serviceof it in Otrokovice, he decided to sell it. His wishwas to sell the aircraft back to the country of itsorigin. The current owner had been waiting foran opportunity to purchase the Trenér for sometime and grabbed the offer from Otrokovice. Theaircraft received the OK-DRB registration andsince then the owner has been flying it fromthe airfield in Příbram. He likes to participate inaviation events and fly-ins, so the OK-DRB is oftenseen at various airfields. An interesting feature isits coloring, which it has had since the time of itsstay in Switzerland. The lighter color looks likea very light green metallic in many photos, but itis a grey-silver color that likes to be affected bylight conditions ...This aircraft was manufactured in 1966 as thefirst production two-seat Z-526 and was soldto Germany the same year, where it flew as theD-EGED. It was then sold off to Spain (SE-XFE), butreturned to Germany in 1998, where the originalWM 6-III engine was replaced with an M-137A.The aircraft was given the registration D-EHWJand served at Flugschule Stahnke. There it alsocompleted a take-off accident with the landinggear retracted while still on the ground. After it,the aircraft underwent an overhaul in Otrokoviceand was converted to Z-526M version. The well-known acrobat Klaus Lenhart purchased it afterthe aircraft was replaced in the school’s fleet bythe newer Z-526F. Klaus was the youngest son ofthe founder of LEKI company and CEO since 1984.He was an aerobatic pilot, participated in manycompetitions with for example the Extra 300Lspecial. Since 1992, most of the LEKI productshave been manufactured by Novasport, a Tachovcompany founded by Klaus Lenhart and so hisZ-526M was registered in the Czech Republic asOK-LAC. The aircraft was operated by the KarlovyVary Air Sports Centre where OK-LAC reachedits resurs. It was subsequently dismantled andstored. In 2012 Klaus Lenhart died in a planecrash, just one day before his 57th birthday (April30, 2012). A year later, the aircraft was sold toprivate owner in Germany and its further fate isunknown today.KITS 10/2023INFO Eduard39October 2023Page 40
Recommended:for Z-526 Trenér Master 1/48648729 Z-326/526 wheels (Brassin)3DL48139 Z-526 Trenér Master SPACE (3D Decal Set)D48097 Z-126/226/326/526 cockpit placards (Decal Set)EX983 Z-526 Trenér Master TFace (Mask)OVERTREES#82183XZ-326/526Trenér Master1/48Product pageOVERLEPT#82185-LEPTZ-526 Trenér MasterPE-Set 1/48Product page#648729#EX983#D48097#3DL48139KITS 10/2023INFO Eduard40October 2023Page 41
1/72ALBATROSThe Limited edition kit of the Czechoslovak subsonic jet trainerL-39 Albatros in 1/72 scale. The kit offers the possibility to buildAlbatros L-39C, L-39ZA and L-39 ZO versions of Czechoslovak,Czech and international users.plastic parts: Eduardmarking options: 10decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: no#2109Product pageDUAL COMBOKITS 10/2023INFO Eduard41October 2023Page 42
L-39ZA, s/n 232433, 222 Training Squadron, Náměšť nad Oslavou AFB,Czech Air Force, Czech Republic, 2008–2010L-39C, pplk. Ing. Ivan Chvojka, Sliač AFB, Slovak Air Force,Slovakia, 1991–2004The first flight of the Albatros with serial number232433 took place on November 24, 1982, withPánek and Křemen pilots in the cockpit. OnDecember 13, the military administration tookover the aircraft. It was incorporated into the30 Fighter-Bomber Air Regiment in HradecKrálové on December 23, 1982, and later movedto Pardubice. By the late 1980s, it was assignedto the 8 Fighter-Bomber Air Regiment in Mošnov,later Brno-Tuřany, where it was used primarilyin the AA role against the slow and low altitudeflying targets. After the 8 Fighter-Bomber AirRegiment was disbanded, the aircraft wastransferred to various units. In 2003, it underwenta major overhaul in LOZ České Budějovice. It waslater integrated into the 221 Tactical Squadron atthe 22 Air Base in Náměšť nad Oslavou. In 2008,the aircraft was selected for a special paintscheme to celebrate the 40th anniversary of thefirst L-39 flight. The anniversary livery depictedan albatross in flight on the right side, while theleft side featured the image of Jan Vlček, the headdesigner of L-39, along with his signature. Theanniversary Albatros was showcased at variouspublic events. It was eventually assigned to the222 Training Squadron at Náměšť nad OslavouAir Base. Its last flight occurred on November25, 2010, after which it was retired. In 2013, itwas transported to Čáslav by land and latertransferred to the Kbely Aviation Museum afterfour years of storage in Čáslav after loggingimpressive 3,545 flight hours.The aerobatic team “Biele Albatrosy” (WhiteAlbatrosses) performed their shows flying L-39Albatros aircraft manufactured by Aero Vodochody.The team operated from 1991 to 2004. Initially, theypracticed flying in a trio formation and made theirfirst public appearance with six aircraft in May1991. By the end of 1991, the team adopted thename “Biele Albatrosy”. In the summer of 1992, allsix aircraft received a new Slovak national colorscheme, replacing the original camouflage. From1995, the team operated as six-aircraft formationwith seventh solo which filled the gaps betweenthe group’s display passes. The Biele Albatrosyachieved success not only in the Czech Republicand Slovakia but also at the international air showsin countries including England, France, Denmark,Italy, Hungary, and the Netherlands. The team wasled by military pilot Ivan Chvojka.KITS 10/2023INFO Eduard42October 2023Page 43
L-39C, s/n 530443, High Military Aviation School, Košice AB,Czechoslovak Air Force, Czechoslovakia, 1974L-39C, No. 0448, 1 Tactical Squadron, 4 Special Forces, Czech Air Force,Čáslav, Czech Republic, 2002In military aviation training, the subsonic jettrainer L-39 Albatros plays an indispensablerole. The first flight of the prototype X-02 tookplace on November 4, 1968. The CzechoslovakPeople’s Army logically became the first user ofL-39 aircraft. At that time, the Military AviationCollege in Košice (VVLŠ SNP) provided trainingfor military pilots throughout Czechoslovakia.The early series L-39C aircraft were deliveredwith a white upper fuselage. The lower fuselageand entire wings were in a gray color. The stripeahead of the cockpit was in cabin gray. Coloraccents on the aircraft were in red. In 1978,the aircraft with serial number 0443 was partof the VVLŠ SNP Košice aerobatic team. Afterthe dissolution of Czechoslovakia, the aircraftserved with the renowned Slovak aerobatic teamBiele Albatrosy (White Albatrosses). In 2012,it underwent modernization to the CM version.On April 1, 2004, a new organizational unit of LOMPRAHA company, the Center for Aviation TrainingPardubice (CLV), was established. This unit leasedeight L-39C aircraft with serial numbers 0103,0113, 0115, 0440, 0441, 0444, 0445, and 0448 fromthe Czech Armed Forces for the advanced trainingof military pilots. Since 2008, LOM PRAHA hashad these aircraft under its asset managementrights. The Center for Aviation Training LOMPRAHA has trained 90 proficient military pilots onL-39C aircraft for the Czech Republic Army sinceits establishment. Additionally, as per customerrequirements, 15 foreign pilots have undergonethe training. During the years 2015–2016, theR3 revision was completed. This representedthe highest level of maintenance in the entiretechnical lifespan of the modified L-39C aircraftat the Pardubice CLV. These Albatros aircraft canbe easily recognized by their darker semi-glosscamouflage and, most notably, by their round“low-vis” national markings. The depicted aircraftwith serial number 0448 still bears its originalcamouflage that it had while serving with the1 Squadron of the 4 Tactical Air Base at ČáslavAir Base.KITS 10/2023INFO Eduard43October 2023Page 44
L-39CM, s/n 915301, 2 Fighter Squadron, 31 Fighter Wing, Slovak Air Force,Sliač AFB, Slovakia, 2012L-39C, Iraq Air Force, Iraq, 1986The Albatros with serial number 5301 isa modernized CM variant operated by the2 Fighter Squadron of the combined wing basedat Sliač AFB. Before the modernization, it carriedthe number 0443 (s/n 530443) and was a well-known aircraft belonging to the Biele Albatrosyteam. In 2012, the aircraft underwent a majoroverhaul during which it received a new graycamouflage. As part of the new scheme, thesilhouette of the cockpit was included on theunderside. After the modernization, it receiveda new serial number 915301 and the nationalmarkings were applied to commemorate the 90thanniversary of the birth of famous Czechoslovakpilot S/Ldr Otto Smik. Currently, only threeL-39CMs (5252, 5253, and 5301) are in operation;the remaining two were retired in 2011.After the USSR, Iraq became the second foreignuser of L-39 aircraft and the first customer toreceive the ZO version. Iraqi L-39Cs were used inflight schools in Rashid and Tikrit.KITS 10/2023INFO Eduard44October 2023Page 45
L-39C, s/n 533229, No. 129, Ukrainian Air Force, Vasilkov AB, Ukraine, 2008L-39X-11, Aerosalon Paris, France, 1977After the dissolution of the USSR in 1991, around530 L-39 aircraft remained in Ukraine accordingto several sources. The poor financial situationof the entire military significantly reduced theirnumber, and by 2005, fewer than 200 aircraftwere airworthy. The rest of the Albatroses is instorage and available for potential sales.The prototype L-39X-11 (L-39ZO, OK-HXA, 3911,OK-190) was adorned with a white-gray-bluecamouflage and shortly thereafter exhibited(equipped as ZO version) at the Paris Air Show,where it earned the nickname “Pařížanka”(Parisienne) due to its non-standard coloring.Aircraft from Aero participated multiple timesat the prestigious European airshow held atLe Bourget near Paris since 1977, but the firstinternational presentation of the Albatros wascertainly exceptional. In Paris, it was displayedwith a photo container on the left inner pylon alongwith a symmetrical placement of a large (350-liter)drop tank, thus showcasing the aircraft’s expandedusage – this time for aerial reconnaissance.KITS 10/2023INFO Eduard45October 2023Page 46
OVERTREES#7040XL-391/72Product pageOVERLEPT#2109-LEPTL-39 PE-Set1/72Product pageL-39ZA/ART, s/n 365504, Chiang Mai AB, Royal Thai Air Force,Thailand, 2014L-39ZO, s/n 831135, Lt. Laszló Goron, 59th Szentgyörgyi Dezsö Airbase,Kecskemet, Hungary, August 2007The Royal Thai Air Force operated L-39ZA/ART aircraft at two airbases. The majority ofthem were stationed at Korat Air Base in thecentral part of Thailand, which serves as anRTAF showcase, hosting foreign delegationsand conducting joint exercises with neighboringcountries. The second base was Takhli, locatedabout 200 km to the west, where the aircraftwere used for operational flights. The L-39ZAaircraft were initially used by the 101 and 102Squadrons in Korat, then by the 401 Squadron inThakli, and the 411 Squadron in Chiang Mai. TheRTAF received a total of 40 L-39 aircraft by 1994,with about five lost in accidents. On the occasionof anniversaries, some aircraft were presentedin special liveries featuring emblems of all foursquadrons. On March 31, 2021, the Royal Thai AirForce held the ceremony on the occasion of theAero L-39ZA/ART retirement from the active duty.The last operator was the 411th Squadron, 41stWing, based in Chiang Mai.On the request of foreign clients, the L-39C wasdeveloped into the L-39ZO between 1973 and1976. Among other modifications, the ZO versionwas given four wing pylons with a strengthenedstructure and landing gear. In 1994 Hungaryreceived 24 aircraft from Germany for thesymbolic price of one DM. The last of these aircraftretired in the fall of 2009. Aircraft coded 135 wascamouflaged on the upper and side surfaces inshades of brown and green while the undersideswere in light blue. In 2007, under the guidanceof Crew Chief MSgt. Lajos Molnar, the aircraftacquired an attractive sharkmouth design andthe vertical tail surfaces received the Hungariannational colors. The airfield from which thisaircraft flew was named after Dezső Szentgyörgyi,the most successful Second World War Hungarianpilot with twenty-nine confirmed kills.KITS 10/2023INFO Eduard46October 2023Page 47
1/48HRÁBĚThe Limited edition kit of the Soviet single-seat, twin-engine jet colse air support aircraftSu-25K (NATO codename Frogfoot) in 1/48 scale. The kit offers possibility to build Su-25Kin camouflage and markings of the Czechoslovak, Czech and Slovak air Force.plastic parts: Eduardmarking options: 10decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: yes, air brakes early,cannon muzzles, wheels, air inlets,canopy strut#11176Product pageKITS 10/2023INFO Eduard47October 2023Page 48
9013, 322 Tactical Squadron, 32 Tactical Air Force Base, Náměšť nad Oslavou, Czech Republic, summer 19965007, 30 Fighter Bomber Regiment, Hradec Králové, Czechoslovakia, April 1984In the summer of 1991, the most interesting CzechSu-25K in terms of coloration was the aircraftnumber 9013. The unusual color scheme with apainting of a frog destroying a tank by a hammerwas based on the NATO code name of Su-25:Frogfoot. Arpád Molnár was the main personbehind this design, the drawing of the frog wasmade by Ladislav Váňa. The aircraft was madefamous thanks to numerous displays flown bymajor František Tabačko and later also by kpt.Martin Hejra. The color job was done with basicgrey primer. While yellow paint was bought ina local drugstore and brown and both greenswere the colors used for camouflage paints ofthe aircraft shelters and other buildings on theair base. The drawing of the frog was done withHumbrol paints using a modeler spray gun.One of the first delivery batch of eight Su-25Ksin their original form, i.e., with black fuselagenumbers. The aircraft were delivered from theUSSR with national insignia only, numbers wereapplied after acceptation by Czechoslovak AirForce. Aircraft of the series 5 and 6 were notequipped with lateral control boosters, i.e.,control of the ailerons. Therefore, they wereequipped with large trim tabs on the ailerons.The black fuselage numbers were difficult toread on the dark camouflage colors and weretherefore outlined in white. Subsequently, theywere painted in full white. While still with blacknumber, the aircraft was shiny new and did notsport any signs of wear.KITS 10/2023INFO Eduard48October 2023Page 49
Various nose arts appeared on the CzechoslovakSu-25Ks. The first attempts were just quickly andeasily removable chalk drawings. Such a drawing,the silhouette of a seated girl with a screwdriver,was sketched on this aircraft as well, and asthere were no objections from the commandingofficers, it was decided to paint colorful andmore durable nose art. Aircraft engineer AntonínFidranský decided to create a drawing of a girland a shark’s mouth by washable colors. Also,the emblem of the 30 Attack Aviation Regiment,last used on the MiG-15bisSB, appeared on thisaircraft. The painting of “Anča” (Annie) as theaircraft was named, probably occurred on theweekend of August 20 and 21, 1988, just beforethe planned live ammunition gunnery exercise.But the taxiing accident of aircraft No. 1008dashed any hope of getting the “Anča” into the air,because the incident was followed by the arrivalof the AAIC (Aircraft Accident Inquiry Comission).Due to that, the paintwork was quickly washedout to avoid any unwanted interest from theAAIC. This aircraft was manufactured on October18, 1984, and first flown in Czechoslovakia onJanuary 18, 1985. The last flight was conducted onMay 27, 1998. When discharged, the aircraft had917 hrs logged and 15 mins of flight time. Afterits retirement it was sold to the USA on April 10,2004.6019, 30 Attack Aviation Regiment, Pardubice, Czechoslovakia, August 19881002, 30 Attack Aviation Regiment, Pardubice, Czech Republic, May 1993Aircraft of fuselage number 1002 changed itscamouflage and markings several times. In May1993, it underwent a revision of R-1 level at theČáslav Aircraft Repair Base and a distinctiveshark’s mouth, red trim on the white fuselagenumber and a large 30 Attack Aviation Regimentinscription on the directional stabilizer wereapplied. Less than a year later, the entire verticalfin and rudder were painted in tricolor livery withLubrifilm company advertisement. This Su-25Kwas manufactured in Tbilisi on May 15, 1987, andlanded at the Pardubice base on June 27 of thesame year. It was one of the aircraft that weretransferred to the air base in Náměšť in 1994. In1996 it was overhauled and discharged in 2001after a total flight time of 703 hrs and 43 mins.The aircraft was sold to a new user in 2003.KITS 10/2023INFO Eduard49October 2023Page 50
1002, 30 Attack Aviation Regiment, Pardubice, Czech Republic, June 19941002, 322 Tactical Squadron, 32 Tactical Air Base Náměšť and Oslavou, Czech Republic, May 1996The lack of funds for participation on the airshowswas solved by the Display Team members bysponsorship. One of the aircraft “decorated” withsponsor’s decals was Su-25K No. 1002, whosedisplay “sorties” were supported by Lubrifilmcompany. The No. 8077 aircraft was similarlymodified. The spraying and painting of the 1002had its premiere during Pardubice airshow on May21, 1994. The next 1002 appearance took place atthe Aviation Days in Náměšť nad Oslavou on June11 and in České Budějovice a week later, on June18,1994. Not everyone liked such a sponsorshipand after interpellations from politicians, theMinister of Defense banned all advertisingactivities on military aircraft. Therefore, in July1994, the advertising stickers were removed,leaving only the colored SOP. The 1002 flew in thisdesign until the end of 1994. To finish Your modelin this state of markings, do not use No. 45 decaland use Nos. 48; 49; 107; 108 for the tail verticalsurfaces.The next reincarnation of the Su-25K number 1002was named “Shark”. Already at the end of 1995,the technicians of the 322 Squadron expressedtheir wish to have the fuselages of the twoaircraft painted in a special color scheme, andJan Martinec began to prepare graphic designs.The painting was carried out in the week fromMay 13 to 17, 1996, and finally the new coloringwas applied on whole aircraft. The ceremonialroll out took place on Friday May 17, 1996 and theaircraft subsequently made number of displays.Kpt. Ladislav Oslanský flew it at CIAF 2000, whichwas the last display of the aircraft on domesticairshows.KITS 10/2023INFO Eduard50October 2023Page 51
8076, 322 Tactical Squadron, 32 Tactical Air Base Náměšť nad Oslavou, Czech Republic, May 19968080, 322 Tactical Squadron, 32 Tactical Air Base Náměšť nad Oslavou, Czech Republic, 1997Along with the 1002, the 8076 was also painted ina special livery. In its case, it was an applicationof the eagle motif that the 322 TS had as itsemblem. The implementation of this coloring tookonly three days from May 15 to 17. The aircrafthad the original camouflage in good conditionand so received only the nose paint job and, aswas customary, the auxiliary tanks were alsodecorated accordingly.Aircraft of the 322 Tactical Squadron graduallyreceived graphic symbols on their vertical fins,which helped to identify the aircraft quicklyeven if the fuselage number was not visible. Thenumber 8080 received two crossed white stripeson the green plastic cover of the top of the fin. Thefront sides of the engine nacelles already sportedthe squadron insignia with a stylized eagle. Thecolors were already very weathered.KITS 10/2023INFO Eduard51October 2023Page 52
8074, 2 Squadron, 33 Fighter Bomber Wing, Air Base Kuchyňa, Slovakia, April 19971027, 3 Fighter Bomber Regiment, Trenčín airfield, Slovakia, August 1994In 1993, the 8074 was fitted with a “fire” motifthat earned it the nickname “Flamingo”. It wasfirst presented to the public in this form at the1993 SIAF Air Show in Košice. After the division ofthe Czechoslovakia, the newly formed 3 FighterBomber Aviation Regiment of the Slovak Air Forcehad its base at the Kuchyňa airfield, but since itwas already occupied by MiG-21, Su-22 and L-29aircraft, the Su-25Ks were based at the Trenčínairport, right next to the aircraft repair facilities.On January 1, 1993, the Su-25 squadron wasreorganized and transferred to the 2 CombinedAviation Regiment in Piešt'any, becoming its1 squadron. It moved from Trenčín to Kuchyňaairfield on September 27, 1994 and became the2 squadron of the 33 Fighter Bomber WingMalacky on January 1, 1995 in the process of thesecond reorganization.The Slovak Su-25K named “Bizon” (Buffalo) becamethe most attractively colored Slovak aircraft ofthe type. The design was created by Pavol Homerand Jozef Horváth. Preparations started on July17, 1994 and the “Bizon” flew for the first time onJuly 28 and 29 with the unfinished paint job. It wascompleted on August 14 and it was presented inpremiere at the SIAF 1994 Air Show on August 21in Bratislava. The “Bizon” was the only Su-25 thatalso bore the emblem of the 1 Technical Squadron.After completing its service in the Slovak Air Force,the aircraft was sold in 2004 to Armenia.KITS 10/2023INFO Eduard52October 2023Page 53
Recommended:for Su-25K 1/48491277 Su-25 (PE-Set)FE1277 Su-25 (PE-Set)FE1278 Su-25 seatbelts STEEL (PE-Set)BIG49337 Su-25 (PE-Set)644166 Su-25 LööK (Brassin)644175 Su-25 LööKplus (Brassin)648764 Su-25 ejection seat PRINT (Brassin)648780 Su-25 wheels (Brassin)3DL48070 Su-25 SPACE (3D Decal Set)ER48005 Su-25 raised rivets & surface details (3D Decal Set)EX859 Su-25 TFace (Mask)OVERTREES#11176XSu-25K1/48OVERLEPT#11176-LEPTSu-25K PE-Set1/48Product page#644178#491277#FE1277#3DL48070KITS 10/2023INFO Eduard53October 2023Page 54
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S-199.165, 1 Squadron, 18 Aviation Regiment, Plzeň-Skvrňany, Czechoslovakia, July 1952S-199.444, 2 Squadron, 1 Aviation Regiment, 3 Air Division, Praha-Kbely,Czechoslovakia, April 1951S-199.156, 3 Squadron, Air Regiment 8, 3 Air Division, Brno-Černovice,Czechoslovakia, June 1949This aircraft was test-flown at the end of October1948 by the factory pilot Petr Široký and onNovember 23 it was flown to the designatedPilsen Aviation Regiment 4. On March 19, 1950, theaircraft was damaged, subsequently repaired andreassigned to the unit in mid-July of the same year.From April 1952 it was used by the 1 Squadron ofthe 18 Aviation Regiment at the Plzeň-Skvrňanyairfield. On July 23, 1952, this Avia, codenamedPS-15, was flown by Lt. Vladislav Petráš who wasperforming a training flight. During it, a technicalmalfunction occurred, and the pilot had to makean emergency belly-landing near Trhové Dušníky,Příbram district. In such a landing, the aircraftsuffered only minor damage, especially to thepropeller blades and was subsequently repaired.The aircraft serial number 444 was test-flown byfactory pilot Antonín Kraus on September 5, 1949and from the end of August 1950 it served with theAviation Regiment 1. In April 1951 it was operatedby its 2 squadron in Prague-Kbely, where it borethe designation JW-38. On April 21, 1951, the pilotof this aircraft, rt. (TSgt) Jiří Klempíř crashed atthe Letňany airfield as the aircraft bounced ona terrain wave and fell from the height to theground during take-off. The short career of this“Mezek” (Mule) was ended in mid-June 1951, whenthe operation was accountably terminated, andthe aircraft was subsequently scrapped.The Avia S-199 number 156 was produced in thesummer of 1948 and was assigned to the 3 AirDivision in mid-November. In June 1949, it wasstationed with Aviation Regiment 8 at the Brno-Černovice airfield. The code designation NP-2hints it was the aircraft of the 3 Squadron. Theaircraft was painted by light gray-green colorshade and had the front part repaired witha darker shade of green paint. On June 10, 1949,the pilot, rt. (TSgt) Jan Dočkal damaged it duringlanding at his home airfield. After repair, theaircraft was then assigned to Aviation Regiment3. This “Mezek” (Mule) had machine guns in thewing installed. On March 18, 1952, it was destroyedduring take-off.KITS 10/2023INFO Eduard55October 2023Page 56
SS810 S-199 bubble canopy Weekend (PE-Set)672284 S-199 exhaust stacks PRINT (Brassin)672285 S-199 wheels PRINT (Brassin)672289 S-199 cockpit bubble canopy PRINT (Brassin)672293 S-199 4xETC 50 rack w/bombs (Brassin)672294 S-199 engine PRINT (Brassin)3DL72008 S-199 SPACE (3D obtisk)D72038 S-199 Czechoslovak national insignia (Decal Set)D72040 S-199 Czechoslovak stencils (Decal Set)CX652 S-199 bubble canopy Weekend (Mask)Police Air Patrol, Brno/Olomouc, Czechoslovakia, 1949The Police Air Patrol of the Security Air Force(until mid-December 1947 the National SecurityAir Force) used this aircraft at Brno or Olomoucairports. At the time of its service with thePolice Air Patrol, it bore the standard livery ofthis air force, i.e., light grey paint on the uppersurfaces and dark grey on the lower surfaces,complemented by scarlet paint on the nose andleading edge of the wing. Also, the horizontal tailsurfaces were the same color. The reconstructionof the color scheme was based on photographsof similar aircraft as no photographs of the OK-BXK have survived. The serial number is stillunknown, but could probably be 201, 410 or in therange 414 to 416. There is full range of the digitsfor creating any number.Recommended:for S-199 bubble canopy 1/72#672289#672284#672294#672293KITS 10/2023INFO Eduard56October 2023Page 57
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BuNo. 1883, VF-72, USS Wasp (CV-7), December 1940BuNo. 3976, Lt. Cdr. John S. Thach, CO of VF-3, USS Lexington (CV-2), April 1942The first production batch of Wildcats, a totalof 49 aircraft, was delivered in a pre-war colorscheme. This means that the fuselage and lowerwing surfaces were painted in aluminum color,while the upper wing surfaces were paintedyellow. Insignias on the wings were placed in allfour positions, and on the fuselage, they wereeither painted on the nose or on the enginecowling. The insignia position indicated theneutral status of these aircraft. The affiliationto individual ships was determined by the colorof the tail surfaces. Aircraft with black coloringbelonged to the aircraft carrier USS Wasp(CV-7). Stripes on the wings and the coloring of thefront part of the engine cowling identified whichsection within the unit the aircraft belonged to. Inthe case of red coloring, it was the first section,and if the machine had the entire front part ofthe engine cowling and a stripe on the fuselagepainted in the section color, it was the leader'smachine of that section. This Wildcat served withVF-72 between the years 1940 and 1941. Fromthe deck of USS Wasp (CV-7) and the groundbase at Guantanamo Bay, Cuba, it participatedin Neutrality Patrols, which were meant toensure the neutrality in the coastal waters ofthe United States and the Caribbean, as declaredby President Roosevelt on September 4, 1939. Itwas lost on May 8, 1942, during the Battle of theCoral Sea, where it operated from the deck of USSYorktown (CV-5) as part of VF-42 squadron.John Smith Thach was born on April 19, 1905, inPine Bluff, Arkansas. After graduating from theNaval Academy in 1927, he spent two years ofservice on battleships and began pilot training inFebruary 1929. He earned his pilot wings in 1930.During the 1930s, he served in various units, andin June 1939, he was assigned to VF-3, whichhe commanded from December 1940. This unitwas embarked on the USS Lexington (CV-2) onFebruary 10, 1942, as part of Task Force 11, withthe target of Rabaul.Flying boats Kawanishi H6K Mavis were searchingfor the task force, and eventually, they succeededin locating it. The Japanese spotted the convoyand dispatched a total of 17 G4M Betty bombersagainst it. "Jimmy" Thach, piloting his personalaircraft Fox-1, managed to shoot down one of thereconnaissance seaplanes during the morningpatrol, achieving the squadron's first victory. Theattack of bombers launched from Rabaul occurredaround 16:30, and Thach, now flying Fox-13, led alloperational Wildcats of the squadron against theattackers. The result was 15 shot-down Bettys,and he personally claimed two victories. The lastcombat action Lt. Cdr. Thach participated in wasthe Battle of Midway, where he, as the squadronleader, shot down four Japanese planes (3 × A6MZero, 1 × B5N Kate). Later in the war, he served asthe operations officer under Vice Admiral John S.McCain, the commander of Task Force 38. Afterthe war, John Thach served as a commandingofficer of aircraft carriers, and in the 1960s, heheld high staff positions. He retired in May 1967with the rank of Admiral and passed away onApril 25, 1981. His Wildcat was camouflagedwith Light Gray FS 36440 on the undersurfaces,and Blue Gray FS 35189 on the upper and sidesurfaces. The insignia on the rear fuselage andfour positions on the wings were accompanied by13 red and white stripes on the rudder.KITS 10/2023INFO Eduard58October 2023Page 59
BuNo. 3986, Lt. Cdr. Edward H. O’Hare, VF-3, USS Lexington (CV-2), April 1942BuNo. 3991, VMF-111 Samoa, 1942Edward Henry O’Hare was born on March 13, 1914,in St. Louis, Missouri. After graduating from theUS Naval Academy in 1937, he was commissionedas an Ensign and assigned to the battleship USSNew Mexico (BB-40). In June 1939, he began flighttraining, which he successfully completed in May1940. Then he was transferred to VF-3, basedon the aircraft carrier USS Saratoga (CV-3). Hebecame famous for his actions in February 1942when, during the approach to Rabaul on NewBritain, the position of Task Force 11 led by theaircraft carrier USS Lexington (CV-2), on whichVF-3 was stationed at that time, was exposed. TheJapanese dispatched two groups of Betty bomberstoward the task force. Only "Butch" O’Hare and hiswingman confronted the second group. Lt. O’Hareshot down three Bettys and severely damagedtwo others, disrupting the entire attack. On April10, 1942, for promotional shots, two Wildcats wereprepared: Thach's with the designation F-1 and theaircraft marked F-13, flown by Lt. Noel A. M. Gayler.However, during the filming, newly promoted Lt.Cdr. O’Hare took the place in F-13's cockpit. ThisWildcat was camouflaged with Light Gray FS 36440on the undersurfaces and Blue Gray FS 35189 onthe upper and side surfaces. The insignia on therear fuselage and four positions on the wings wereaccompanied by 13 red and white stripes on therudder. Edward O’Hare did not survive till the endof the war. During a night action on November 26,1943, while flying a Hellcat, he was likely hit andcrashed into the sea. His body was never found,although some witnesses claimed to have seena parachute. Before the war, O’Hare had settledin Chicago, and in 1949, the city named its airportafter him.Since its establishment in September 1925, thisunit underwent several designations. It wasn'tuntil July 1, 1941, that the unit was redesignated asVMF-111, a designation it held until its deactivationon November 26, 1945. At the time of the attackon Pearl Harbor, the pilots of the unit flew F4F-3 Wildcat aircraft, which the squadron retainedin service until the beginning of 1943, when ittransitioned to more modern Corsairs. In March1942, the unit was moved to Tafuna Airfield (nowPago Pago International Airport) on Tutuila Island,part of the American Samoa archipelago. In Julyof the same year, the unit was relocated to thenewly built Faleolo Airfield on Upolu Island in thesame archipelago. Here, the unit spent a year aspart of the defense of this territory, armed withWildcats that had seen service with U.S. Navysquadrons operating from aircraft carriers.Wildcat with Bureau Number 3991 initially servedon the aircraft carrier USS Saratoga (CV-3) andlater, while part of VF-2, participated in the Battleof the Coral Sea. At the beginning of his servicewith VMF-111, nicknamed Devil Dogs, he carriedinsignias with red centers on the fuselage andwings and red and white stripes on the rudder.KITS 10/2023INFO Eduard59October 2023Page 60
Recommended:for F4F-3 Wildcat 1/48481086 F4F-3 landing flaps (PE-Set)FE1290 F4F seatbelts STEEL (PE-Set)FE1387 F4F-3 Weekend (PE-Set)644171 F4F-3 early LööK (Brassin)648756 F4F 42gal ventral drop tank PRINT (Brassin)648765 F4F-3 cockpit w/ telescopic gun sight PRINT (Brassin)648766 F4F-3 exhausts PRINT (Brassin)648767 F4F-3 wheels early (Brassin)648768 F4F-3 wheels late (Brassin)648769 F4F gun barrels PRINT (Brassin)648770 F4F-3 life raft PRINT (Brassin)648777 F4F-3 cockpit w/ reflector gun sight PRINT (Brassin)648781 F4F seat early PRINT (Brassin)648792 F4F-3 engine early PRINT (Brassin)648793 F4F-3 gun bays PRINT (Brassin)648794 F4F-3 landing flaps PRINT (Brassin)648795 F4F-3 wheel bay PRINT (Brassin)648825 F4F-3 engine mid PRINT (Brassin)648826 F4F-3 engine late PRINT (Brassin)648827 F4F-3A engine PRINT (Brassin)3DL48076 F4F-3 late SPACE (3D Decal Set)3DL48080 F4F-3 early SPACE (3D Decal Set)EX878 F4F-3 TFace (Mask)EX984 F4F-3 Weekend (Mask)BuNo. 3991, VMF-111 Samoa, 1942Since its establishment in September 1925, thisunit underwent several designations. It wasn'tuntil July 1, 1941, that the unit was redesignated asVMF-111, a designation it held until its deactivationon November 26, 1945. At the time of the attackon Pearl Harbor, the pilots of the unit flew F4F-3Wildcat aircraft, which the squadron retainedin service until the beginning of 1943, when ittransitioned to more modern Corsairs. In March1942, the unit was moved to Tafuna Airfield (nowPago Pago International Airport) on Tutuila Island,part of the American Samoa archipelago. In Julyof the same year, the unit was relocated to thenewly built Faleolo Airfield on Upolu Island in thesame archipelago. Here, the unit spent a year aspart of the defense of this territory, armed withWildcats that had seen service with U.S. Navysquadrons operating from aircraft carriers.Wildcat with Bureau Number 3991 initially servedon the aircraft carrier USS Saratoga (CV-3) andlater, while part of VF-2, participated in theBattle of the Coral Sea. During its service withVMF-111, nicknamed Devil Dogs, it initially boremarkings with red centers and red and whitestripes on the rudder. In photographs takenduring its emergency landing on the sea's surfacein January 1943, the red centers on the markingsare already painted over, and the rudder has beenrepainted with the camouflage color Blue Gray.#648792#648794#648795#648770#648781KITS 10/2023INFO Eduard60October 2023Page 61
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F6F-5, Lt. Fred Prinz, VBF-17, USS Hornet (CV-12), March 1945F6F-5, Lt. Daniel A. Carmichael, VBF-12, USS Randolph (CV-15),April 1945Before the planned landing of the American unitson Okinawa (Operation Iceberg, April 1, 1945)on March 19, 1945 the USN airplanes attackedthe enemy air bases located on the islandsof Kyūshū, Shikoku and southern Honshū andthe naval bases Kure and Kobe. The missionwas to destroy the Japanese ships and aircraftand prevent them from any action against theinvasion forces. One of the units that were toparticipate in this strike was VBF-17 based onthe aircraft carrier USS Hornet (CV-12). In theformation of twenty Hellcats, with which VBF-17was equipped, flew Lt. Prinz and Lt. Karr. Kōkūtai343 equipped with N1K2-J fighters was launchedagainst the approaching enemy. The dogfighttook place over the ocean. During the surpriseattack on two American pilots Lt. Karr was shotdown while Lt. Prinz’s Hellcat was damaged andthe unit’s commander was destroyed after thecollision with one of the attackers, Kiku-ichiIshikawa. Prinz managed to nurse the damagedaircraft back to Hornet where he landed. Hellcatsparticipating in these missions were marked bywhite-painted noses for the better recognition ofthe friendly aircraft.Washington D.C. native, Daniel ArchibaldCarmichael finished his Bachelor’s studies inthe architecture at Princeton University in 1941.He commenced his pilot’s training with the USNavy in the spring of the following year finishingit in March 1943. After completing the advancedtraining he was assigned to VF-2 from June1943 to October 1944 flying from USS Enterprise(CV-6) and USS Hornet (CV-12). During his VF-2deployment Lt. Carmichael shot down nineenemy aircraft. His next assignment was theUSS Randolph (CV-15) air carrier flight deck fromwhich he flew from January to May 1945 withinthe ranks of VBF-12 achieving another 4 victoriesover the Japanese aircraft. During his VBF-12deployment Lt. Carmichael flew overal blueHellcat nr.59 which carried the white markingsof the aircraft belonging to USS Randolph, on thevertical tail surface, rudder and the ailerons, hisscoreboard was marked under the windshield.KITS 10/2023INFO Eduard62October 2023Page 63
F6F-5K, BuNo 80173, Detroit Air Races, 1951F6F-5, LV Gérard de Castelbajac, Flottile 11F, Haiphong Cat Bi,Indochina, March 1954After WWII all Hellcats were replaced by the moremodern type made by Grumman, F8F Bearcatfighters. Hellcats were gradually transferredto the second line units and reserve squadrons.During 1949-1957 the significant number wasconverted to radio-controlled drones. The flightinstruments were retained for flights betweenthe bases however the aircraft were stripped ofthe armaments and arrestor hooks for aircraftcarrier landings. One of the Hellcats rebuilt tothe drone standard was the airframe BuNo 80173which in 1951 appeared at the Detroit Air Races.It did not participate in the racing however itsunusual coloration attracted the interest of theaviation fans.After WWII France attempted to reinstate itspre-war colony in South East Asia. They wereopposed by the communists led by Ho Chi Minh.Vietnamese National Army together with theFrench Army fought Viet Minh (VietnamesePeople’s Army) until August 1954. The last bigclash was the Battle of Dien Bien Phu where theFrench Naval Air Forces took part, as they didin the prior battles. In this case it was Flottille3F equipped with the SB2C bombers and Flottille11F equipped with Hellcats. Hellcats led byLV Castelbajac flew close airs support missionsand were armed not only with machine guns butalso with unguided missiles and bombs. On March19, 1954 the unit commander crashed this Hellcatnear Cat Bi airport (nowadays the HaiphongInternational Airport). The aircraft was writtenoff but the pilot survived.48585 F6F undercarriage (PE-Set)48588 F6F gun bay (PE-Set)FE454 F6F-5 Weekend (PE-Set)FE1065 F6F-5 seatbelts STEEL (PE-Set)644012 F6F-5 LööK (Brassin)648086 US 250lb bombs (2 pcs) (Brassin)648102 F6F wheels (Brassin)648683 F6F exhaust stacks (Brassin)648747 F6F undercarriage legs BRONZE (Brassin)648798 F6F wheel bays PRINT (Brassin)3DL48069 F6F-5 SPACE (3D Decal Set)D48059 F6F-5 stencils (Decal Set)EX539 F6F-5/5N (Mask)Recommended:for F6F-5 1/48#648798#644012KITS 10/2023INFO Eduard63October 2023Page 64
BRASSINLööK set - Brassin pre-painted dashboardand STEEL seatbelts for AH-64E in 1/35 scale.Easy to assemble, replaces plastic parts.Recommended kit: TakomSet contains:- resin: 3 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for F-16D in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: KineticSet contains:- resin: 5 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: no634042AH-64E Löök1/35 Takom644228F-16D Block 30 LööK1/48 KineticProduct pageProduct pageINFO Eduard64October 2023Page 65
644231Hurricane Mk.II LööK1/48 Arma HobbyLööK set - Brassin pre-painted dashboard and STEELseatbelts for Hurricane Mk.II in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: Arma HobbySet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noBRASSINCollection of 3 sets for F-4E in 1/48 scale.Recommended kit: Meng- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels644232F-4E LööKplus1/48 MengProduct pageProduct pageINFO Eduard65October 2023Page 66
BRASSINCollection of 4 sets for Bf 109K-4 in 1/48 scale.Recommended kit: Eduard- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels- exhaust stacksBrassin set - smoke launchers for German WWIIAFV in 1/35 scale. Set consists of 12 launchers of two types.Made by direct 3D printing.Set contains:- 3D print: 12 parts- decals: no- photo-etched details: yes- painting mask: no644233Bf 109K-4 LööKplus1/48 Eduard635036WWII German NbKWrf39 smoke launcher PRINT1/35Product pageProduct pageINFO Eduard66October 2023Page 67
BRASSINBrassin set - airbrakes for F-4E in 1/48 scale.Made by direct 3D printing.Recommended kit: MengSet contains:- 3D print: 4 parts- decals: yes- photo-etched details: no- painting mask: noBrassin set - exhaust pipes for FM-2in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: no648901FM-2 exhausts PRINT1/48 EduardProduct pageProduct page648907F-4E airbrakes PRINT1/48 MengINFO Eduard67October 2023Page 68
648908F-4E exhaust nozzles PRINT1/48 Meng648909F-4E FOD covers PRINT1/48 MengBRASSINBrassin set - exhaust nozzles for F-4Ein 1/48 scale. Made by direct 3D printing.Recommended kit: MengSet contains:- 3D print: 6 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - FOD covers for F-4Ein 1/48 scale. Made by direct 3D printing.Recommended kit: MengSet contains:- 3D print: 4 parts- decals: yes- photo-etched details: no- painting mask: noProduct pageProduct pageINFO Eduard68October 2023Page 69
BRASSINBrassin set -tail hook for F-4Ein 1/48 scale. Made by direct 3D printing.Recommended kit: MengSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: no648912F-4E tail hook PRINT1/48 MengBrassin set - refuelling boom for F-4Ein 1/48 scale. Made by direct 3D printing.Recommended kit: MengSet contains:- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: no648911F-4E refuelling boom PRINT1/48 MengProduct pageProduct pageINFO Eduard69October 2023Page 70
BRASSINBrassin set - exhaust nozzle for GE F110powered F-16s in 1/48 scale.Made by direct 3D print.Set contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - exhaust stacks for Hurricane Mk.IIin 1/48 scale. Easy to assemble, replaces plastic parts.Recommended kit: Arma HobbySet contains:- resin: 2 parts- decals: no- photo-etched details: no- painting mask: no648916Hurricane Mk.II exhaust fishtail PRINT1/48 Arma Hobby648915F-16 exhaust nozzle GE F110 PRINT1/48 KineticProduct pageProduct pageINFO Eduard70October 2023Page 71
BRASSINBrassin set - the undercarriage wheels for Hurricane Mk.IIin 1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: Arma HobbySet contains:- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yes648918Hurricane Mk.II wheels1/48 Arma HobbyBrassin set - exhaust stacks for Hurricane Mk.IIin 1/48 scale. Easy to assemble, replaces plastic parts.Recommended kit: Arma HobbySet contains:- resin: 2 parts- decals: no- photo-etched details: no- painting mask: no648917Hurricane Mk.II exhaust rounded PRINT1/48 Arma HobbyProduct pageProduct pageINFO Eduard71October 2023Page 72
BRASSINBrassin set - gun barrels for A-10C in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: AcademySet contains:- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: noBrassin set - airbrakes for A-10C in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: AcademySet contains:- 3D print: 2 parts- decals: no- photo-etched details: yes- painting mask: no648920A-10C airbrakes PRINT1/48 Academy648919A-10C rotary gun flash suppressor PRINT1/48 AcademyProduct pageProduct pageINFO Eduard72October 2023Page 73
BRASSINBrassin set - refueling bay for A-10Cin 1/48 scale. Made by direct 3D printing.Recommended kit: AcademySet contains:- 3D print: 2 parts- resin: 1 part (pre-painted)- decals: no- photo-etched details: yes- painting mask: no648922A-10C refuelling bay PRINT1/48 AcademyBrassin set - ejection seat for A-10C in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: AcademySet contains:- 3D print: 6 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: no648921A-10C ejection seat PRINT1/48 AcademyProduct pageProduct pageINFO Eduard73October 2023Page 74
BRASSINBrassin set - the undercarriage wheels for A-10Cin 1/48 scale. The set consists of the main wheelsand nose wheel. Easy to assemble, replaces plastic parts.Recommended kit: AcademySet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - seat for Hurricane Mk.II in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: Arma HobbySet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: no648924Hurricane Mk.II seat PRINT1/48 Arma Hobby648923A-10C wheels1/48 AcademyProduct pageProduct pageINFO Eduard74October 2023Page 75
BRASSINBrassin set - cockpit for Bf 109G-10in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 15 parts- resin: 1 part- decals: yes- photo-etched details: yes, pre-painted- painting mask: no648926Bf 109G-10 cockpit PRINT1/48 EduardBrassin set -gun barrels for Hurricane Mk.IIc in 1/48 scale.Set consists of two types of the barrels. Easy to assemble,replaces plastic parts. Made by direct 3D printing.Recommended kit: Arma HobbySet contains:- 3D print: 8 parts- decals: no- photo-etched details: no- painting mask: no648925Hurricane Mk.IIc gun barrels PRINT1/48 Arma HobbyProduct pageProduct pageINFO Eduard75October 2023Page 76
BRASSINBrassin set - cockpit for Bf 109F in 1/72 scale.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 9 parts- decals: yes- photo-etched details: yespre-painted- painting mask: no672328Bf 109F cockpit w/ early seat PRINT1/72 EduardProduct pageINFO Eduard76October 2023Page 77
www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts and also discount on various other non-Eduard products. Fixed, permanent, forever!Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese events.Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode(used for event discounts). This exclusive T-shirt will be only availableto the members of BFC.Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.That means lot of fun at E-day for two days and entry kit, absolutely free!* E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (undercarriage wheels, cockpit, exhaust nozzle, FOD).How to become a member of BFC?How to become a member of BFC?Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72Page 78
BRASSINCollection of 4 sets for F4F-4 in 1/48 scale.Recommended kit: Eduard- engine- gun bays- undercarriage bay- landing flapsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648112F4F-4 ADVANCED1/48 EduardProduct pageINFO Eduard78October 2023Page 79
BRASSINCollection of 6 sets for Bf 109F in 1/72 scale.Recommended kit: Eduard- cockpit- radio compartment- wheels- gun barrels- undercarriage legs BRONZE- exhaust stacksAll sets included in this BIG SIN are available separately, butwith every BIG SIN set you save up to 30 %.SIN67221Bf 109F1/72 EduardProduct pageINFO Eduard79October 2023Page 80
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BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG33155 F-35A 1/32 TrumpeterBIG49380Hurricane Mk.I 1/48 Hobby BossBIG49381Mi-4A 1/48 Trumpeter32886 Remove Before Flight STEEL321011 F-35A33354 F-35A seatbelts STEELJX313 F-35A481113 Hurricane Mk.I landing flaps481114 Hurricane Mk.I gun bays491364 Hurricane Mk.IFE1365 Hurricane Mk.I seatbelts STEEL481113 Hurricane Mk.I landing flaps481114 Hurricane Mk.I gun bays491364 Hurricane Mk.IFE1365 Hurricane Mk.I seatbelts STEELProduct pageProduct pageProduct pageINFO Eduard90October 2023Page 91
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG EDBIG49382 F-4E 1/48 MengBIG49383MiG-17F 1/48 AMMOBIG5368USS Missouri BB-63 1/350 Hobby Boss481117 F-4E reinforcement straps & formation lights49103 Remove Before Flight STEEL491358 F-4EFE1359 F-4E seatbelts STEELEX949 F-4E491366 MiG-17FFE1367 MiG-17F seatbelts STEELEX957 MiG-1753292 USS Missouri BB-6353293 USS Missouri BB-63 part 253294 USS Missouri BB-63 part 3Product pageProduct pageProduct pageINFO Eduard91October 2023Page 92
MASKSIT FITS!EX980 Hurricane Mk.IIc TFace1/48 Arma HobbyEX981 Vampire FB.5/91/48 AirfixEX982 Vampire FB.5/9 TFace1/48 AirfixEX983 Z-526 Trenér Master TFace1/48 EduardEX984 F4F-3 Weekend1/48 EduardEX985 Bf 109K national insignia1/48 EduardEX986 Hunter FGA.9/FR.10/GA.111/48 AirfixEX987 HunterFGA.9/FR.10/GA.11 TFace1/48 AirfixCX651 F-35A1/72 TamiyaCX652 S-199 bubblecanopy Weekend1/72 EduardCX653 AC-130J1/72 ZvezdaEX981 Vampire FB.5/9EX981 Vampire FB.5/9EX982 Vampire FB.5/9 TFace EX982 Vampire FB.5/9 TFaceEX982 Vampire FB.5/9 TFaceEX982 Vampire FB.5/9 TFaceEX980 Hurricane Mk.IIc TFaceEX980 Hurricane Mk.IIc TFaceEX980 Hurricane Mk.IIc TFaceEX980 Hurricane Mk.IIc TFaceINFO Eduard92October 2023Page 93
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RELEASESOCTOBER 2023KITSPE-SETSZOOMSMASKS82185 Z-526 Trenér Master 1/48 ProfiPACK2109 ALBATROS Dual Combo 1/72 Limited11176 HRÁBĚ 1/48 Limited7471 S-199 bubble canopy 1/72 Weekend84193 F4F-3 Wildcat 1/48 ProfiPACK84181 F6F-5 Re-release 1/48 ProfiPACK53298 USS Nimitz CVN-68 part 4 1/350 Trumpeter36508 SU-76M 1/35 Zvezda36509 SU-76M fenders 1/35 Zvezda481122 Hunter FGA.9 landing flaps 1/48 Airfix481123 Hunter FR.10 landing flaps 1/48 Airfix481124 Hunter GA.11 landing flaps 1/48 Airfix491382 Hurricane Mk.IIc 1/48 Arma Hobby491384 Vampire FB.5 1/48 Airfix491385 Vampire FB.9 1/48 Airfix491388 Hunter FGA.9 1/48 Airfix491389 Hunter FR.10 1/48 Airfix491390 Hunter GA.11 1/48 Airfix72732 B-29 exterior 1/72Hobby 2000/Academy72733 B-29 bomb bay 1/72 Hobby 2000/Academy73808 F-35A 1/72 Tamiya73811 AC-130J interior 1/72 ZvezdaFE1382 Hurricane Mk.IIc 1/48 Arma HobbyFE1383 Hurricane Mk.IIc seatbelts STEEL 1/48 Arma HobbyFE1384 Vampire FB.5 1/48 AirfixFE1385 Vampire FB.9 1/48 AirfixFE1386 Vampire FB.5/9 seatbelts STEEL 1/48 AirfixFE1387 F4F-3 Weekend 1/48 EduardFE1388 Hunter FGA.9 1/48 AirfixFE1389 Hunter FR.10 1/48 AirfixFE1390 Hunter GA.11 1/48 AirfixFE1391 Hunter FGA.9/FR.10/GA.11 seatbelts STEEL 1/48 AirfixSS809 B-29 seatbelts STEEL 1/72Hobby 2000/AcademySS810 S-199 bubble canopy Weekend 1/72 EduardSS811 AC-130J 1/72 ZvezdaEX980 Hurricane Mk.IIc TFace 1/48 Arma HobbyEX981 Vampire FB.5/9 1/48 AirfixEX982 Vampire FB.5/9 TFace 1/48 AirfixEX983 Z-526 Trenér Master TFace 1/48 EduardEX984 F4F-3 Weekend 1/48 EduardEX985 Bf 109K national insignia 1/48 EduardEX986 Hunter FGA.9/FR.10/GA.11 1/48 AirfixEX987 Hunter FGA.9/FR.10/GA.11 TFace 1/48 AirfixCX651 F-35A 1/72 TamiyaCX652 S-199 bubble canopy Weekend 1/72 EduardCX653 AC-130J 1/72 ZvezdaINFO Eduard94October 2023Page 95
BIG-EDBIG-EDRELEASESBRASSINLöökPLUSBIG SINSPACE634042 AH-64E LööK 1/35 Takom644228 F-16D Block 30 LööK 1/48 Kinetic644231 Hurricane Mk.II LööK 1/48Arma Hobby635036 WWII German NbKWrf39 smoke launcher PRINT 1/35648901 FM-2 exhausts PRINT 1/48 Meng648907 F-4E airbrakes PRINT 1/48 Meng648908 F-4E exhaust nozzles PRINT 1/48 Meng648909 F-4E FOD covers PRINT 1/48 Meng648911 F-4E refuelling boom PRINT 1/48 Meng648912 F-4E tail hook PRINT 1/48 Meng648915 F-16 exhaust nozzle GE F110 PRINT 1/48 Kinetic648916 Hurricane Mk.II exhaust fishtail PRINT 1/48Arma Hobby648917 Hurricane Mk.II exhaust rounded PRINT 1/48 Arma Hobby648918 Hurricane Mk.II wheels 1/48 Arma Hobby648919 A-10C rotary gun flash suppressor PRINT 1/48 Academy648920 A-10C airbrakes PRINT 1/48 Academy648921 A-10C ejection seat PRINT 1/48 Academy648922 A-10C refuelling bay PRINT 1/48 Academy648923 A-10C wheels 1/48 Academy648924 Hurricane Mk.II seat PRINT 1/48Arma Hobby648925 Hurricane Mk.IIc gun barrels PRINT 1/48 Arma Hobby648926 Bf 109G-10 cockpit PRINT 1/48 Eduard672328 Bf 109F cockpit w/ early seat PRINT 1/72 Eduard644232 F-4E LööKplus 1/48 Meng644233 Bf 109K-4 LööKplus 1/48 EduardSIN648112 F4F-4 ADVANCED 1/48 EduardSIN67221 Bf 109F 1/72 Eduard3DL48136 Hurricane Mk.IIc SPACE 1/48Arma Hobby3DL48137 Vampire FB.5 SPACE 1/48 Airfix3DL48138 Vampire FB.9 SPACE 1/48 Airfix3DL48139 Z-526 Trenér Master SPACE 1/48 Eduard3DL72021 Fw 190A-5 SPACE 1/72 Eduard3DL72024 F-35A SPACE 1/72 TamiyaOCTOBER 2023BIG EDEDDIE THE RIVETERBIG33152 CH-54A 1/35 ICMBIG49373 B-24D PART II 1/48 RevellBIG49374 Mi-17 1/48 AMKBIG49375 F-86D 1/48 RevellBIG49376 PV-1 PART I 1/48 AcademyER32002 Double riveting rows 1/32ER48007 Double riveting rows 1/48ER72002 Double riveting rows 1/72INFO Eduard95October 2023Page 96
Sopwith F.1Camel (Clerget)built by Zdeněk Müller#8486BUILT1/48MARKING BINFO Eduard96October 2023Page 97
Product pageBUILTE7232, No. 4 Flying School, Freiston, United Kingdom, 1918This Camel was manufactured by Ruston Proctor& Co Ltd. In September 1918 and was posted to No.4 Flying School in Freiston, where it got colorfulpainting of white and red colors. The upper side ofthe top wing obtained the motif of the rays of risingsun, while upper side of bottom wing got simplestripes of white and red color. The name Dimpswas painted on the left side only probably. The siteof the RNAS Freiston Shores was established in1917 and served as a satellite base for air-weapontraining for nearby RNAS Cranwell. Originally itwas nothing more than a field on area of about80 acres and was originally used for final twoweeks of training of officers on the advancedflying course at RNAS Cranwell. However, itsrole was soon extended, and the airfield wasexpanded and hangars, accommodation blocksand a control tower were built. The airfield wasoriginally known as the RNAS Gunnery Schoolor Armament Training School and then becamethe School of Aerial Fighting and Bomb Droppingwhen the RNAS became amalgamated into thenewly formed RAF in 1918. The name of the schoolthan changed again to the No. 4 School of AerialFighting and Gunnery and was redesignated againas No. 4 Fighting School. The base was disbandedin March 1920.INFO Eduard97October 2023Page 98
ON APPROACHNOVEMBER 2023634043TBD-1 Devastator LööK1/32 Trumpeter634044MC.202 LööK1/32 Italeri644229F-16D Block 40 LööK1/48 KineticBIG33156 A-20G 1/32 HKMBIG49384 F-16D Block 30 1/48 KineticBIG49385 F-16D Block 40 1/48 KineticBIG49386 F-16D Block 50 1/48 KineticBIG49387 A-10C 1/48 Academy634043 TBD-1 Devastator LööK 1/32 Trumpeter634044 MC.202 LööK 1/32 Italeri644229 F-16D Block 40 LööK 1/48 Kinetic632198 MC.202 wheels 1/32 Italeri648885 A-1J ejection seat PRINT 1/48 Tamiya648904 Bf 109K-4 cockpit PRINT 1/48 Eduard648905 Bf 109K-4 undercarriage legs BRONZE 1/48 Eduard648927 Mi-4 wheels 1/48 Trumpeter648929 Hurricane Mk.II cockpit door PRINT 1/48 Arma Hobby648930 Sea King wheels 1/48 Airfix648931 F/A-18E ejection seat 1/48 Hasegawa648932 F/A-18E/F wheels 1/48 Hasegawa648935 Bf 109G-4 cockpit PRINT 1/48 Eduard648937 UB-32 rocket launchers 1/48672333 F-35A wheels 1/72 Tamiya672334 F-35A exhaust nozzle PRINT 1/72 Tamiya672335 F-35A cockpit PRINT 1/72 Tamiya672336 F-35A ejection seat PRINT 1/72 Tamiya672338 Bf 109G undercarriage legs BRONZE 1/72 Eduard672339 Bf 109G-2/G-4 gun barrels PRINT 1/72 Eduard672340 Bf 109G-2/G-4 wheels for plain wings PRINT 1/72 Eduard644234 A-10C LööKplus 1/48 Academy644235 Hurricane Mk.II LööKplus 1/48 Arma HobbySIN648113 FM-2 ESSENTIAL 1/48 EduardSIN648114 Bf 109F 1/48 EduardSIN648116 Su-25 armament 1/48 Eduard/ZvezdaBIG ED (November)BRASSIN (November)LöökPlus (November)BIGSIN (November)LööK set - Brassin pre-painted dashboardand STEEL seatbelts for TBD-1 in 1/32 scale.Easy to assemble, replaces plastic parts.Recommended kit: TrumpeterSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for MC.202 in 1/32 scale.Easy to assemble, replaces plastic parts.Recommended kit: ItaleriSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for F-16D in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: KineticSet contains:- resin: 6 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noPRELIMINARY IMAGESPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard98October 2023Page 99
632198MC.202 wheels1/32 ItaleriON APPROACHBrassin set - the undercarriage wheels for MC.202in 1/32 scale. The set consists of the main wheelsand a tail wheel (two versions). Easy to assemble,replaces plastic parts. Recommended kit: ItaleriSet contains:- resin: 4 parts- decals: no- photo-etched details: no- painting mask: yes648885A-1J ejection seat PRINT1/48 Tamiya648904Bf 109K-4 cockpit PRINT1/48 EduardBrassin set - the seat for A-1J in 1/48 scale. Seatbeltsare printed together with the seat. Made by direct3D printing. Easy to assemble, replaces plastic parts.Recommended kit: TamiyaSet contains:- 3D print: 5 parts- decals: yes- photo-etched details: no- painting mask: noBrassin set - cockpit for Bf 109K-4in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 16 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noINFO Eduard99October 2023Page 100
ON APPROACHNOVEMBER 2023648905Bf 109K-4 undercarriage legs BRONZE1/48 Eduard648927Mi-4 wheels1/48 Trumpeter648929Hurricane Mk.II cockpit door PRINT1/48 Arma HobbyBrassin set - the undercarriage legs for Bf 109K-4in 1/48 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- 3D print: 4 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for Mi-4in 1/48 scale. The set consists of the main wheelsand nose wheels. Easy to assemble, replaces plasticparts. Recommended kit: TrumpeterSet contains:- resin: 4 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - cockppit door for HurricaneMk.II in 1/48 scale. Easy to assemble,replaces plastic parts. Made by direct 3Dprinting. Recommended kit: Arma HobbySet contains:- 3D print: 1 part- decals: yes- photo-etched details: yes- painting mask: noINFO Eduard100October 2023Page 101
ON APPROACHNOVEMBER 2023648930Sea King wheels1/48 Airfix648931F/A-18E seat1/48 Hasegawa648932F/A-18E/F wheels1/48 HasegawaBrassin set - the undercarriage wheels for Sea Kingin 1/48 scale. The set consists of the main wheels andtail wheel. Easy to assemble, replaces plastic parts.Recommended kit: AirfixSet contains:- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - ejection seat for F/A-18E in 1/48 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: HasegawaSet contains:- 3D print: 3 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - the undercarriage wheels for F/A-18E/Fin 1/48 scale. The set consists of the main wheelsand nose wheels. Easy to assemble, replaces plastic parts.Recommended kit: HasegawaSet contains:- resin: 6 parts- decals: no- photo-etched details: no- painting mask: yesINFO Eduard101October 2023Page 102
ON APPROACH648935Bf 109G-4 cockpit PRINT1/48 Eduard648937UB-32 rocket launchers1/48672333F-35A wheels1/72 TamiyaBrassin set - cockpit for Bf 109G-4 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 16 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - UB-32 rocket launchersfor 1/48 scale kits. The set consistsof 4 rocket launchers.Set contains:- resin: 12 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - the undercarriage wheels for F-35Ain 1/72 scale. The set consists of the main wheelsand a nose wheel. Easy to assemble, replacesplastic parts. Recommended kit: TamiyaSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesNOVEMBER 2023INFO Eduard102October 2023Page 103
672335F-35A cockpit PRINT1/72 Tamiya672334F-35A exhaust nozzle PRINT1/72 TamiyaBrassin set - cockpit for F-35A in 1/72 scale.Made by direct 3D print.Recommended kit: TamiyaSet contains:- 3D print: 7 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noON APPROACHBrassin set - exhaust nozzle for F-35Ain 1/72 scale. Made by direct 3D print.Recommended kit: TamiyaSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no672336F-35A ejection seat PRINT1/72 TamiyaBrassin set - ejection seat for F-35A in 1/72 scale.Made by direct 3D printing. Easy to assemble,replaces plastic parts. Recommended kit: TamiyaSet contains:- 3D print: 3 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noNOVEMBER 2023INFO Eduard103October 2023Page 104
ON APPROACH672338Bf 109G undercarriage legs BRONZE1/72 Eduard672339Bf 109G-2/G-4 gun barrels PRINT1/72 Eduard672340Bf 109G-2/G-4 wheels for plain wings PRINT1/48 EduardBrassin set - the undercarriage legs for Bf 109Gin 1/72 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- 3D print: 2 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - gun barrels for Bf 109G-2 & G-4in 1/72 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for Bf 109G-2& G-4 in 1/72 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesNOVEMBER 2023INFO Eduard104October 2023Page 105
ON APPROACHCollection of 4 sets for A-10C in 1/48 scale.Recommended kit: Academy- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels- rotary gun flash supressor644234A-10C LööKplus1/48 AcademyNOVEMBER 2023INFO Eduard105October 2023Page 106
ON APPROACH644235Hurricane Mk.II LööKplus1/48 Arma HobbyCollection of 4 sets for Hurricane Mk.II in 1/48 scale.Recommended kit: Arma Hobby- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels- seatNOVEMBER 2023INFO Eduard106October 2023Page 107
ON APPROACHSIN648113FM-2 ESSENTIAL1/48 EduardCollection of 4 sets for FM-2 in 1/48 scale.Recommended kit: Eduard- cockpit- exhausts- undercarriage legs BRONZE- undercarriage wheelsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.NOVEMBER 2023INFO Eduard107October 2023Page 108
SIN648114Bf 109F1/48 EduardCollection of 4 sets for Bf 109F in 1/48 scale.Recommended kit: Eduard- cockpit- engine & fuselage guns- undercarriage wheels- undercarriage legs BRONZEAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.ON APPROACHNOVEMBER 2023INFO Eduard108October 2023Page 109
SIN648116Su-25 armament1/48 Eduard / ZvezdaCollection of 5 sets for Su-25 in 1/48 scale.Recommended kit: Zvezda- Rocket launcher B-8M1- R-60 / AA-8 Aphid- OFAB-250 Soviet bombs- S-24 rocket- UB-32 rocket launchersAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHNOVEMBER 2023INFO Eduard109October 2023Page 110
PE-SETS53299 USS Nimitz CVN-68 part 5 1/350 Trumpeter32486 TBD-1 exterior 1/32 Trumpeter32487 TBD-1 landing flaps 1/32 Trumpeter32488 MC.202 landing flaps 1/32 Italeri321013 TBD-1 1/32 Trumpeter321014 MC.202 1/32 Italeri36510 WWII British Army 30-CWT 4x2 Truck 1/35 Airfix491392 F-14B 1/48 Great Wall Hobby491394 Sea King HAS.1 1/48 Airfix491395 Sea King HAS.5 1/48 Airfix491396 Sea King HU.5 1/48 Airfix491397 Sea King HU.5 cargo seatbelts STEEL 1/48 Airfix72734 AC-130J exterior 1/72 Zvezda73812 AC-130J cargo seatbelts 1/72 Zvezda73813 AC-130J cargo floor 1/72 Zvezda73814 AC-130J cargo interior 1/72 ZvezdaZOOMS33357 TBD-1 1/32 Trumpeter33358 TBD-1 seatbelts STEEL 1/32 Trumpeter33359 MC.202 1/32 Italeri33360 MC.202 seatbelts STEEL 1/32 ItaleriFE1392 F-14B 1/48 Great Wall HobbyFE1393 F-14B seatbelts STEEL 1/48 Great Wall HobbyFE1394 Sea King HAS.1 1/48 AirfixFE1395 Sea King HAS.5 1/48 AirfixFE1396 Sea King HU.5 1/48 AirfixFE1397 Sea King seatbelts STEEL 1/48 AirfixFE1398 Tempest Mk.V Weekend 1/48 EduardMASKSJX317 TBD-1 TFace 1/32 TrumpeterJX318 MC.202 1/32 ItaleriJX319 MC.202 TFace 1/32 ItaleriEX988 F-14B windshield TFace 1/48 Great Wall HobbyEX989 Sea King 1/48 AirfixEX990 Sea King TFace 1/48 AirfixCX654 F-35A RAM panels early 1/72 TamiyaCX655 F-35A RAM panels late 1/72 TamiyaSPACE3DL32020 TBD-1 SPACE 1/32 Trumpeter3DL48140 Hunter FGA.9 SPACE 1/48 Airfix3DL48141 Hunter FR.10 SPACE 1/48 Airfix3DL48142 Hunter GA.11 SPACE 1/48 Airfix3DL48143 F-14B SPACE 1/48 Great Wall Hobby3DL48144 Sea King HAS.1 SPACE 1/48 Airfix3DL48145 Sea King HAS.5 SPACE 1/48 Airfix3DL48146 Sea King HU.5 SPACE 1/48 Airfix3DL53013 US Navy ensign & union jack flag SPACE 1/200DECALSD48113 Bf 109K-4 stencils 1/48 EduardEDDIE THE RIVETERER32003 Triple riveting rows 1/32ER48008 Triple riveting rows 1/48ER72003 Triple riveting rows 1/72ON APPROACHNOVEMBER 2023INFO Eduard110October 2023Page 111
ON APPROACHFw 190A-7 #82138 1/48WNr. 431007, Maj. Heinz Bär, CO of II./JG 1,Störmede, Germany, April 1944Hptm. Rolf Hermichen, CO of I./JG 11,Rotenburg, Germany, March 19446./JG 300, Holzkirchen, Germany, July 1944WNr. 642962, Maj. Hans-Günther von Kornatzki, CO of Sturmstaffel 1,Dortmund/Salzwedel, Germany, early 1944Oblt. Otto Kittel, CO of 3./JG 54, Riga-Skulte,Latvia, August 1944Fw. Klaus Dietrich, Führerjägerstaffel,Rastenburg, Germany, August 1944NOVEMBER 2023INFO Eduard111October 2023Page 112
ON APPROACHWUNDERSCHÖNE NEUEMASCHINEN pt.2DUAL COMBO1/72#2143Bf 109G-2/R6, Oblt. Heinrich Ehrler, CO of 6./JG 5,Petsamo, Finland, March 1943Bf 109G-2, WNr. 13670, Hptm. Hermann Graf,CO of 9./JG 52, Tusow, the Soviet Union,September 1942Bf 109G-2/Trop, Oblt. Werner Schroer, CO of 8./JG 27,Rhodos, Greece, November 1942Bf 109G-2, Maj. Heinz Bär, CO of I./JG 77, Comiso, Italy,September 1942NOVEMBER 2023INFO Eduard112October 2023Page 113
ON APPROACHBf 109G-2, WNr. 10423, Obfw. Kurt Stöber,7./JG 54, Izocha, the Soviet Union, January 1943Bf 109G-2, lntm. Eino Ilmari Juutilainen,1/HLeLv 34, Suulajärvi, Finland, April 1944Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann,7./JG 52, Taman, the Soviet Union, May 1943Bf 109G-4/ Trop, WNr. 10795, Oblt. Wolfgang Tonne,CO of 3./JG 53, Bizerta, Tunisia, February 1943Bf 109G-4/R6, WNr. 19566, Lt. Giuseppe Gianelli,CO of 365aSquadriglia, 150oGruppo Autonomo, Sciacca,Sicily, May–July 1943Bf 109G-2/R6, WNr. 13633, Hptm. Wolf-Dieter Huy,CO of 7./JG 77, Tanyet Harun, Egypt, October 1942Bf 109G-4/R6, Obfw. Rainer Pöttgen, 3./JG 27,Fels am Wagram, Austria, October 1943Bf 109G-4, WNr. 19347, Rtk. Ján Režňák,13.(slowakische)/JG 52, Anapa, the Soviet Union,April–May 1943Bf 109G-4/R6/Trop, Lt. Franz Schiehs,CO of 8./JG 53, Tindja, Tunis, April 1943Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57,Grupul 7, Vânătoare, Kirovograd, the Soviet Union, June 1943NOVEMBER 2023INFO Eduard113October 2023Page 114
ON APPROACHF6F-3 Hellcat 1/48#84194VF-34, Green Island (Nissan Island),Papua New Guinea, March–April 1944Bu.No. 40994, Lt. Alexander Vraciu, VF-16,USS Lexington (CV-16), June 1944VF-27, USS Princeton (CVL-23), October 1944JV 111, Sgt. (AROV) Charles A. M. Poublon,No. 800 Squadron FAA, HMS Emperor, August 1944NOVEMBER 2023INFO Eduard114October 2023Page 115
ON APPROACHTempest Mk.V Series 1 #84195 1/48JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing,Bradwell Bay, Great Britain, April 1944JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing,Newchurch, Great Britain, June – July 1944JN735, No. 3 Squadron, Newchurch,Great Britain, June 1944JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing,Newchurch, Great Britain, June 1944JN738, No. 486 (RNZAF) Squadron,RAF Station Castle Camp, Great Britain, April 1944JN769, No. 287 Squadron, Gatwick, Great Britain,December 1944 – January 1945NOVEMBER 2023INFO Eduard115October 2023Page 116
Fokker Dr.I1/72#7039Re-releaseON APPROACH450/17, Lt. Josef Jacobs,CO of Jasta 7, Rumbeke,Belgium, March 1918425/17 Rtm. Manfred A. Freiherrvon Richthofen, CO of JG 1, Lechelle,France, March 1918404/17, Hptm. Adolf Ritter von Tutschek,JG 2, Toulis, France, February 1918454/17, Lt. Lothar Freiherr vonRichthofen, Jasta 11, Avesnes-le-Sec,France, March 1918545/17, Lt. Hans Weiss,Jasta 11, Cappy, France, April 1918NOVEMBER 2023INFO Eduard116October 2023Page 117
Re-releaseON APPROACHBf 109G-6/AS #82163 1/48WNr. 110087, Hptm. Horst Carganico, CO of I./JG 5,Herzogenaurach, Germany, May 1944WNr. 412807, Uffz. Heinz Zimmermann,6./JG 27, Fels am Wagram, Austria, July 1944Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10,Werneuchen, Germany, July 1944Oblt. Manfred Dieterle, 2./EJG 2, Hagenow, Germany, December 1944Stab I./JG 3, Gütersloh, Germany, July 1944NOVEMBER 2023INFO Eduard117October 2023What's at home counts
It’s Sunday afternoon on the first day of October, 2023. I am aware of the fact that, aside from my other duties centred around October’s newsletter, I have to submit my promised Tail End Charlie article to go with. Yes, that’s right...this newsletter. And a viable idea just doesn’t want to show. Topics are racing through my head, dismissed one by one as they arrive. Should it be about E-day, that was just one week ago? Or maybe about club competitions that this time of year are as plentiful as apples in a basket?
WHAT'S AT HOME COUNTSText: Jan ZdiarskýIt’s Sunday afternoon on the first day of October,2023. I am aware of the fact that, aside from myother duties centred around October’s newsletter,I have to submit my promised Tail End Charlie articleto go with. Yes, that’s right...this newsletter. Anda viable idea just doesn’t want to show. Topics areracing through my head, dismissed one by one asthey arrive. Should it be about E-day, that was justone week ago? Or maybe about club competitionsthat this time of year are as plentiful as apples ina basket? What about some near future plans atEduard? In order to clear my head and allow a themeto take hold, I went back to work on a new cornerof our museum, which I have decided to devote toa rather unusual theme about what connects thehistory of the Second World War and present day.The museum is a close collaborator of Eduard, notonly through me, and so I decided to allow myselfthe luxury of taking advantage of the connection.Anyway, it won’t be the first time.At the same time, I mulled over the agreedupon rule with my colleagues from the newslettereditorial board, that the Tail End Charlie articles willbe columns in which individual authors will havea relatively large amount of freedom, and the articleitself should only marginally relate to the theme ofthe entire magazine. Of course, a certain amount ofrelevance to the topics is expected. And above all,the lighthearted article at the end of the newslettershould interest the typical reader with its content.As I collected and selected individual items for thenew exhibit, it dawned on me that this is somethingI could actually write about. I was undertakinga task that for me held a certain fascination –putting together items with certain connections,connections that I was seeing, and determiningwhat it was that would bring these items togetherin the same display case.As a museum curator who has spent most of hislife researching the air battle that took place overhis home in 1944, I understandably have a strongaffinity for the artifacts that have survived from thatbattle and from air warfare in general. What drawsme to them is that they were left by the horrors offighting and the associated crashes and incidents,as they were touched by a fate that resolved to turnthem into a part of history.However, I discovered in myself another, perhapsa bit twisted for a museum worker, point of viewon the remains left by air combat. It fascinates mehow, after the end of the war, people were able touse the objects that the war brought them, or useitems that were simply left behind. I'm sure many ofyou will remember footage from newsreels wherepresses were used to make soup strainers out of anoverabundance of German helmets. We don't havesuch a helmet in the museum, but I have somethingsimilar in mind. These objects give me the feelingof a very close connection between the half-forgotten history and the present. What keeps mein a special state of wonder is how people managedto breathe new life into these artifacts of war. Weoften meet museum visitors talking about thefact that they have, and regularly use, a fork witha Luftwaffe eagle, father's favorite. In manya garage in western Bohemia, you can still finda drawer with a screwdriver or a pair of pliers stillin use, which originally arrived here in the spring of1945 in some American Jeep…Over the years, our museum has put togethera number of such exhibits. It started sometime in1996, even before the opening of the museum, whenwe received a beer jug from the district archivesin Aue, Germany, made from a package that hadcontained a German gas mask. Later, we foundour way to handkerchiefs sewn by a witness whoacquired a parachute of one of the pilots of JG 4,who was shot down in ‘our’ battle and it was thatparachute that saved his life. Or an aluminum potfrom a small foundry in Grumbach. They made potsthere from the wreckage of three airplanes thatINFO Eduard118October 2023Page 119
had crashed in the vicinity of the village; a Bf 109G,a B-17G and a Lancaster.... We have several aircraftinstruments that were used in the CzechoslovakAir Force after the war and underwent a thorough‘de-Germanization’. For example, an ‘O2 Wächter’oxygen flow indicator read only ‘O2’ after a littlemodification with some black paint. A truly patrioticway to utilize associated items with defeatedGermany. It was similar with artificial horizons.A few years ago, we acquired a German altimeterwith a completely replaced dial, which turned intoa barometer, where the hand, instead of reportingan altitude, indicates ‘beautiful, chance of showers’.The crew of one of the B-17s shot down over ourarea managed to fly all the way to France. It landedin a field on its landing gear, leaving the batteredaircraft essentially intact. We never thought wecould get an artifact from it, but the French peasantsare probably like ours, and they dismantled almosteverything that could be used from the four-enginebomber, which remained there for quite a long time.Including one engine... we don't have that exactly,but we got a number of wonderful little things fromthose farmers or their children, including a cigarcase made from two 50 cal cartridges, undoubtedlyfired over the course of the battle over the Czech-German border. Then there is the inside of a flightjacket that two friends took off the plane and splitit so that one kept the outside and the other keptthe lining. To this day, there are bits of hay in thepockets, as the French farmer walked to his stableswhile wearing this item.A short distance from the church cemetery inNeudorf, Germany, where three German pilotsfrom JG 4 are buried and, for a time, the men oftwo B-17G crews were as well, is a garden wherefor years there was a B-17 wing skin covering a pileof wood. We were able to diplomatically acquiredthat piece as well for the museum. And besidesthat, from another garden, fence posts werefashioned from the wing spar of the same B-17G...Human creativity is immeasurable. In Crottendorf,Germany, eyewitnesses described how the rubberfuel tanks scattered in the forest after a B-17Gexploded in mid-air were made into rubber solesfor shoes. I remembered this when I once founda part of a gas tank with a sealed cap in those woodswhere the rubber around it had been carefully cutwith a knife. What was useful was taken home, therest the handyman threw into the woods for me tofind decades later. This piece of the tank will also bepart of the new exhibition.A very strange – and to me, sad – group of suchobjects are cut propeller blades. It was a greatmaterial, especially appreciated by blacksmithsand locksmiths. After the war, quality material wasin short supply in Europe, and often, a great sourceturned up just outside of a given village. Several suchremnants of the propeller blades of crashed planeshave also reached us. Of course, the wreckage ofaircraft were cleared by special squads shortlyafter the crashes. However, not everything wasalways gotten to, and for the planes that crashedat the end of the war, the wreckage wasn’t clearedtil after several months, or even years, especiallyif the plane exploded in the air and its debris wasscattered over a larger area. Such was the case ofa Lancaster, which was shot down during OperationThunderclap in the spring of 1945 near Arnsfeld,taking with it the entire crew of seven. And since, inaddition to our main theme of September 11th, 1944,we find ourselves dealing with this RAF operation,the entire wing tip of this Lancaster, donated a fewyears ago, too found its place into our exhibition. Ithas survived to this day only thanks to the fact thatit served as a roof on a woodshed for many years.Part of the aforementioned small exhibition willalso be a very worn leather Luftwaffe flight jacket,in which the chief of the Chomutov Aero Club flewfor many years and which he recently donated to us.Then, there are the Luftwaffe fur boots who’s ownerwore them in a blacksmith shop to keep his toesfrom freezing. Their soles are full of metal chipsfrom the floor.The unique lower part of the engine cowl ofa Bf 109G-10 served as a shelter for chickens, theglass nose of an He 111 from the Pilsen airportserved as a small greenhouse in a garden…The list of things that became part of ourmuseum's collections, and which found a new life ina later period, is far from complete. That's not eventhe purpose of this article. The effort was to conveythe feeling that these objects evoke, and also,how human ingenuity is able to save objects thatotherwise would not have survived to the presentday, even when partially transformed or destroyed.In short, what is at home, is important.INFO Eduard119October 2023Editorial
How did you like E-Day? Don’t worry, I’m not going to take up precious real estate thoroughly describing the event today, since that will be covered in a Special Edition of our newsletter, slated to come out the second week of October. However, in today’s issue you will find a basic photo gallery of what was there. This year, the second to be held in Milovice, confirmed the potential of the Tankodrom for an event of this type. With that, we can continue to evolve and develop the program to satisfy the concept that goes hand in hand with the venue. My mind is centered around the Friday evening program, set aside for competing modelers and vendors. It’s a bit tough to come up with something that would be of interest and fit into the timeline of setting up and dinner time. Performance of Milan Mikulecký this year was undoubtedly interesting, but I did not find the attendance satisfactory. The performance of the CTU academic orchestra on Saturday morning, at the start of Saturday’s main program, inspired the idea of screening old aviation films on Friday evening and having that as a pleasant accompaniment to the evenings activities. One film would be enough, as there wouldn’t be time to screen more than one. It goes without saying that adequate refreshments would be provided, a good movie needs popcorn and, in our modelling environment, also plenty of beer. This year’s issue, the absence of any refreshments on Friday night, will not be repeated. I promise that next year, everything will be available, including coffee, if only because next year there will be a cafe right in the lobby. I hope that some bureaucratic trap composed of red tape will not prevent it. And if we are to cultivate culture, I would also like to start the Saturday program with a short performance by the CTU Academic Orchestra next year. This got a little lost in the hustle and bustle this year, so next year we will bring it downstairs, to the exhibition area. I must admit that I started compiling a repertoire for next year already on Sunday, and I’m already looking forward to discussing it with Mr. Šrámek, the conductor!
The second point that is on my mind is the results announcement. Even I do not consider the current system to be perfect, and I want to change it. The problem is that I don’t quite know what the change should look like. We need to strike a balance between the dignity of the ceremony and its length, and these two are in a bit of a conflict with one another. However, the fact that the ceremony must be shorter is beyond dispute. I believe we will find a solution.
New Releases
To write extensively about October’s new items now that everyone already knows what they are and a good number already have them in their possession seems a little like carrying firewood into the forest, as a local saying goes. As always at this time, the news lineup is very much a domestic oriented affair, due to E-day and our dogged effort to have items there that appeal to the domestic market. That’s why we risked buying moldings for the Su-25K from Zvezda, for the Hrábě (pronounced ‘hrab-ye’ and translates into English as ‘rake’, given its pylons), a kit we planned long before the start of the Russian war against Ukraine. We also repaired the molds for the 72nd scale L-39 Albatros and prepared new canopy for the kit. Admittedly, we made it by the skin of our teeth, but we made it and the separate canopies we took to sell as stand alone sets, plus the complete models with them, were gone in no time. With a slight delay, the new canopy will also available as an Overtrees item in our e-shop. Both Limited Edtion kits, Hrábe/Rake and the Albatros, are a hit, being very popular at E-day and its corresponding Afterparty.
Bundles
In September, our new Bundle sets appeared for the first time during the launch of new products in our e-shop. For those who may not know what it is, I will remind you that they are sets combining a specific model with one of its dedicated accessory items or Overtrees at a discounted price. The price is designed so that the Bundle is always worth more than the purchase of the individual items separately, even during sales events. Additional discounts are prohibited on Bundles, so they are always sold at the same price, even during Afterparty events. It’s our attempt to get a somewhat stalled business going. It appears to be a successful attempt. Back in September, we still didn’t know which type of Bundles would be popular and which would fail. Of course, everyone who does something like this has their own ideas, and some of them come true and some don’t. With Bundles, we embarked on a learning curve. The first attempt, Weekend Bundles with masks, flopped. I admit that I kinda expected it. Shortly before the launch, we experienced a surge on modelling forums that indicated that modellers dearly wanted masks to go with the Weekend kits, and that they would be willing to pay for them. The experiment with the Mask Bundles showed that this was certainly not the case. On the other hand, they will gladly and willingly buy Overtrees. It’s no surprise, we know, that the Bundles make Overtrees even more attractive. What was surprising was that the Kurfirst Bundle with a Brassin engine sold so wildly that we sometimes had trouble keeping stock in our warehouse.
In October, the results are looking similar, going by E-day and its Afterparty. The Su-25K Bundle with said kit and its 3D positive riveting set with additional weapons are selling very well. This one is going so fast that it is temporarily unavailable because we have to make new molds for the weapons set and production has been delayed by this. This Bundle will go back on sale sometime next week, unless all the Rakes are sold out by then.
Bundles will always be on sale from when that month's new releases appear, until the following month's equivalents replace them. As more new products are introduced, the previous month's Bundles will be withdrawn from sale, some will remain in the range until stocks last. So, they will always be on sale for about a month. Some may return in a slightly modified form in the future. For example, the Kurfürst + engine Bundle will probably return in January as the Bf 109 K-4 + engine. It will always be a short term thing, though. In any case, the decision to buy should be made pretty quickly, because these will adhere to the concept of “you snooze, you lose”.
Articles
In this issue, we update the Air War over Ukraine by Miro Baric, and we have an article about US escort carriers in World War II by Jean Laffitte. As this one is rather long and complex, there are just Boxart Story articles to complement it in the content of this issue. Two were written by Jan Bobek, one by Richard Plos and the fourth one by owner of the aircraft portrayed in the boxart of Z-526, Radim Vojta. Then, we have a photo report from E-Day along with a picture gallery of the model of the top winner of this year’s Czech Model Masters and a report from this year’s Czech Plastic Modeling Championships.
Where You Can Meet Us
We will be attending some exhibitions in October. This week, our first little expedition takes us to Italy, and on the way back, we plan on hitting the museum in Piana delle Orme, where we want to have a close look at one exhibit, and we will stop off at an exhibition in Bergamo. A week later we will be in the Netherlands in Eindhoven and at the same time some of our people will be in Nitra, Slovakia. And while we’re on the subject of shows, I've got some pretty fresh news especially for our British friends: we’ll be in Telford this year.
And that’s it for me this month.
Happy Modelling!
Vladimír Šulc
Avion fatal
Text: Radim Vojta
Illustration: Adam Tooby
Cat. No. 82185
The Z-526 was from the very beginning my “femme fatale”, or rather “avion fatal”. It started at the age of sixteen, when I first saw the Z-526F OK-CRA in the hangar of Kladno Aero Club and got even deeper when Honza Čáp gave me a ride in it. Four years later I started flying and towing with this plane, and I won't lie when I say that I felt like I was flying a Spitfire. And later, when the OK-ZRB Zlin Z-526AFS aerobatic special arrived, I felt like they added a Mustang to my Spitfire. In quotes, of course. As a rational and sensible twenty-year-old man, it was clear to me that I would never fly these types ... And so, for the next few years, I really enjoyed the Z-526s to the fullest, playing at being a fighter pilot. With OK-CRA it was mainly tows, with OK-ZRB, which belonged to Czech Aero Club and was not so “jealously guarded” by the glider pilots, I also did occasional navigation flights or flights just for fun. And from time to time, I enjoyed aerobatics with OK-ZRD, which was then used for training of advanced piloting in dual controls where Z-142 was not enough. Needless to say, these were mainly the snap rolls.
Eventually other types came along, either for aerobatics itself or for paving the way to my professional flying. And that's where the Z-526 suddenly “didn't fit the concept”. My annual flying time on the Treners gradually decreased until I only flew them a few times a season. And so there came a period when I wasn't so good with the Z-526. A few years passed, during which my flying of light aircraft was neglected by the larger “steel birds”, and I almost thought I was done for in that respect. When suddenly the wheels of history moved on and I became the owner of a Z-326, which I bought from the Aero Club Polička. And that was a huge kick-start to the "second phase" of my life in civil aviation. With this OK-OTD we visited Berlin Tempelhof, Dalmatia, Corfu, Italy, Malta, southern France, even looked across the English Channel. The combination of a cruise propeller and external wingtips tanks made her a long-haul aircraft, although on takeoff she sometimes climbed like a loaded Wellington to Berlin or an ATR 72 to Košice. And so, after a while, the thought of getting a Zlin Z-526 came up, because it could tow, cruise, fly aerobatics or training and that all with one propeller. There were several options and offers, until the "fatal" one came along. I was offered to buy a slightly damaged one from Poland. I was intrigued. It was a former OM-VOR from Holíč, Slovakia. The wing had to be replaced and the fuselage repaired, but she hadn't flown even a thousand hours, so she could do aerobatics for a few more years.
The import and overhaul presented me with two new challenges. To come up with the registration and the color scheme. The former was relatively easy, as I am a believer in following the previously standard key for assigning markings, so a 1966 aircraft had to have the first letter “V” and the second “R”, as that's what the Z-526s used to be assigned. So, these are not my initials, as many people think (and as I only realized after the fact). I put the "C" in there because it's easy to pronounce. The coloring was a little more fun. It was clear that it had to follow the "period line", even if not one hundred percent. In fact, I had been given the subtle warning that most people who come up with their own coloring actually mess it up because they can't imagine how their creation, made on paper or screen of computer, will look spatially on a live airplane. And then they stare rather stupidly when taking their new aircraft over. So, it's best to go with something that's already there, or approach a designer. And since I always liked the Z-526 from the movie Nebe pro Trenéra (Heaven for Trener), I opted for the look of the then OK-VRB as a base. I just used “apple blue” instead of orange like the OK-OTB had, the lower wing color was pulled up over the leading edge to the upper surface like the original OK-SND had in one of its forms, and I decided to paint the horizontal stabilizer and elevator in white underneath, because the connection of colors did not look good in the horizontal and vertical tail surfaces joint with fuselage. Then there were a few minor changes (the canopy frame remained white and the short black stripes on the engine cowling and rudder are thinner than on the original) and the new aircraft was born in the Czech skies.
I took it over at Otrokovice on March 30, 2010 and it serves me faithfully from that time on. Its ”fur“ is still like new, aviation life added only a few scratches during hundreds of flying hours, but brought me a lot of fun! And don´t worry, the boxart by Adam Tooby is kind of artistic license, as I am not giving her such a hard time.
Those mistrusted
Text: Richard Plos
Illustration: Adam Tooby
Cat. No. 7471
The beginning of the fifties was marked by political purges in the Czechoslovak army, and therefore also in the air force. Pilots with any western combat backgrounds or other suspicious ones were gradually weaned from flying. However, the influx of new blood in the form of properly trained and indoctrinated sons of the workers and peasants, supposedly “ruling” the Czechoslovakia under Communist government, was still insufficient, so it was necessary to turn a blind eye here and there and keep in service pilots who found themselves below the line after the political screenings for admission to fly the then state-of-the-art technology, which was the MiG-15, referred to in the Czechoslovak Air Force as S-102. They represented a quantum leap for the renewed Czechoslovak Air Force, which until then had guarded its western border with WW2 aircraft. By day with the worsened Messerschmitt Bf 109Gs, i.e., Avia S-199s, while the night readiness was served with one of two airworthy LB-79s, i.e., with German Heinkel He 219 night fighters.
Pilots who had failed political screenings at the beginning of the Czechoslovak Air Force’s jet era were condemned to still fly the S-199s. These aircraft were already obsolete at the time of their creation in 1947, and less than five years later they were just a caricature of a fighter aircraft. Thus, the 22nd Air Division was created, which was established on June 1, 1951, at the Plzeň-Skvrňany airfield. It included the 4 Aviation Regiment (not the original Aviation Regiment 4 based in České Budějovice, which had already been renamed LP 6) and the 18 Aviation Regiment. The latter was established on the same day as the 22 Air Division and had 29 S-199s, two CS-199s and nine C-2s aircraft in its inventory. Zdeněk Praus was appointed the CO of the regiment. It is not certain what rank he held at that time. According to some sources he even was only a lieutenant. What is certain is that in 1954 he was already a lieutenant colonel and from November 10 of that year he was the commander of the entire 22 Air Division, which at that time consisted of three Air Fighter regiments (slp): the 3 slp in Brno, the 4 slp and the 18 slp, both in Pardubice. His career continued with a move to the same position with the 6 Fighter Air Division (from July 15, 1958) and from September 1, 1961, he became Chief of the Fighter Air Command of the 7 Army of Air Defence. He remained in this position until September 1962.
The aircraft of the staff flight of the 18 Air Regiment were given designations from DA-01 to DA-09, 1st squadron had aircraft with the designations from PS-10 to PS-29, 2nd squadron BS-30 to BS-49, 3rd squadron EX-50 to EX-69 and 4th squadron VT-70 and higher.
The 18 Aviation Regiment was designated with “piston” suffix from 1952 onward to distinguish it from the jet regiments. However, in November 1953 it was moved to Pardubice, by that time, it had already partly re-equipped with MiG-15s, and although it still had 31 S-199s and ten C-2s in service, it was renamed the 18 Air Fighter Regiment (jet) on April 1, 1954.
The two aircraft on the boxart of kit 7471 belonged to the 1st Squadron and are portrayed just after splitting formation, probably starting a dogfight exercise somewhere near Pilsen in 1952. This kind of training has always been, by the way, the most favored by fighter pilots of all time. And those politically not-enough-reliable pilots who were not entrusted by the Communist party to be given a chance to get their hand on the latest aviation technology, were flying their aging “Mules”, as were the S-199s nicknamed, on the edge. There were a number of experienced and well-trained pilots among them, and some of them did eventually get the chance to fly jets. Others, however, had to step down from the fighter pedestal and transfer to other types of aviation after the S-199 were all retired. Some of them changed fixed wings for the rotary ones, as the helicopters were just emerging at the time in Czechoslovak Air Force with the tests of domestic light helicopter HC-2 prototypes. In 1959 first ten of Mi-1 Soviet helicopters were delivered and the helicopter aviation became reality in Czechoslovak army. One of these former fighter pilots flying S-199s and subsequently transferred to helicopters, was teaching the author of this article to fly the Mi-2 helicopter in 1985 ...
Avia S-199s, however unreliable and stubborn on take-off, were still, according to him, aircraft he loved to fly and fondly remembered. Given the long time lapse, some of the stories he told or the performance he stated were achieved seemed somewhat implausible, but it was evident that he was one of those who took a liking to this stopgap fighter, which ensured the fighter pilots’ were able to maintain their trained skills in the difficult post-war period.
Wings of Neutrality
Text: Jan Bobek
Illustration: Piotr Forkasiewicz
Cat. No. 84193
While the Battle of Britain was at its height in Europe in the autumn of 1940, on the other side of the Atlantic the US was in the calm before the storm. But the Americans were rapidly preparing for a possible war in Europe as well as in Asia and the Pacific. The U.S. Navy was no exception, and since the late 1930s it had been undergoing a significant increase in air personnel. In 1940, the year in which the Japanese combat deployed a ground-based version of the A6M Zero fighter to Chinese territory, a new American carrier-based fighter the Grumman F4F (G-36), which a year later was given the combat name Wildcat, also entered the fray. In October 1940, the Royal Navy took delivery of the Martlet Mk I aircraft, which were actually export G-36As with the Wright R-1820 engine, originally intended for the Belgian air force and the French Aéronavalle. As with the Zeros, the British Martlets were initially deployed from land bases. On Christmas Day 1940, two pilots from No. 804 Sqn FAA with Martlets managed to force a Junkers Ju 88 to an emergency landing on the West Mainland of The Orkneys.
The first American unit to take over the new machines was the VF-4 operating from the USS Ranger. It began flying them in October 1940. In December, VF-72 (formerly VF-7) aboard USS Wasp also began familiarizing itself with the Wildcats. Its sister fighter unit, VF-71, switched from F3F biplanes to F4F-3 machines about two months later.
Lt. Cdr. Courtney Shands served as Flight Officer for VF-72. He had graduated from the Naval Academy in 1930 and was therefore one of the pilots who had completed up to 3,000 flight hours in training and had passed examinations not only on fighter, but also on bomber and torpedo aircraft (the US Navy did not introduce specialization in one category of aircraft for pilots until late 1941). Courtney Shands had also served as a flight instructor in the 1930s and his appointment as Flight Officer on the VF-72 was therefore more than logical. In addition to the preparation of VF-72 sorties, he was also responsible for the operational training of new pilots. At the same time, he commanded one of the three Divisions, which at that time had six aircraft divided into two flights. Divisions with four aircraft with two pairs that could work together more effectively were introduced by the US Navy during 1941 based on lessons learned from combat in Europe.
The life of a US Navy aviation unit has always included formal and informal social events involving family members. Lt. Cdr. Courtney Shands was no exception in this regard. In September 1940, his twenty-year-old sister Carey Jacqueline married his VF-72 colleague Lt(jg) Webster Cochran Johnson, five years his senior. However, the marriage ended in tragedy after a few months. Shands' newlywed brother-in-law sadly became the first US Navy aviator to die on a Wildcat during operational duty. It occurred shortly before Christmas when the USS Wasp was docked in Norfolk. Johnson took off from the deck of the USS Wasp on 19 December (or 16 December), but after take-off due to an engine failure, he fatally crashed near the railroad tracks behind the NAS. He was flying the prototype XF4F-3 BuNo 0383, which had already been repaired once after a serious crash.
In early 1941, VF-72s began intensive retraining on Wildcats, first off the coast of Virginia and, beginning in late January, at Guantanamo Bay, Cuba. The formation of aircraft from this period was captured on boxart by Piotr Forkasiewicz. During the transition to the new aircraft type, sixteen crashes occurred in VF-72s in January and February, but none claimed the life of a pilot. Lt. Cdr. Courtney Shands became commander of VF-72 in July 1941 and assumed command of VF-71 in March 1942. Part of his new unit was based at Scapa Flow in The Orkneys, and the other part aboard the USS Wasp supported the Allies in the Mediterranean. It then moved to the Pacific aboard the carrier, where Shands and his men distinguished themselves in the Guadalcanal landings. See INFO 04/2023.
His pilots, like all U.S. Navy fighter pilots, entered combat in the Pacific well prepared. They countered their Japanese adversaries, who had combat experience in China, with excellent US Navy training in air combat tactics and gunnery systematically rehearsed with deflection shooting. The time gained during the period of neutrality paid off for the Wildcat pilots.
Against the Tsurugi Butai
Text: Jan Bobek
Illustration: Antonis Karydis
Cat. No. 84181
In preparation for the Okinawa landings, the Americans decided to launch an air strike against airfields and ports in the southern part of Japan in March 1945. Task Force 58 had already conducted a similar raid during February 16 and 17, 1945. The March raids were intended to reduce the threat of attacks on the American invasion forces preparing for the April landings. The US Navy airmen attacked the airfields on Kyūshū on 18 March, and engaged over 400 Japanese planes, of which they actually managed to shoot down a quarter. On the morning of 19 March, more than 300 aircraft took off from TF 58´s sixteen carriers and headed for selected air bases and the ports of Kure and Kōbe.
The first pilot of the strike group to take off from the deck of the USS Essex (CV-9) in an honorary position was the commander of VF-83, Cdr. James J. Southerland, the same man who fought Saburō Sakai over Guadalcanal on August 7, 1942 (see INFO 06/2022 01/2023). Twenty VBF-17 Hellcats took off from the deck of the USS Hornet (CV-12) under the command of Lt. “Muscles” Conant. Their mission was to bomb targets in the Kure area and fighter escort was to be provided by sixteen Corsairs from VMF-123. Unfortunately, the Marines missed their US Navy colleagues, and Conant's twenty Hellcats headed for the target unprotected. Matsuyama was on their route, and unbeknownst to the Americans, they could not have chosen a worse place in Japan.
At the Matsuyama airbase was stationed Kōkūtai 343 (II) under the command of Capt. Minoru Genda, who had made a major contribution to the preparations for the raid on Pearl Harbor. Now he was doing everything he could under improvised conditions to avoid incurring a second Pearl Harbor.
Kōkūtai 343 was formed for the second time under Genda´s command in December 1944. He managed to acquire, apart from older N1K1 Shiden machines, mainly modern N1K2 Shiden-Kai aircraft. His Kōkūtai had three subordinate aviation units (Hikōtai) with fighter aircraft and one reconnaissance unit equipped with C6N Saiun (Myrt) machines. He managed to gather a number of elite naval aviators, among them aces such as Shō-ichi Sugita and Naoshi Kanno. Genda believed that with the right training, air combat tactics, and discipline, it was possible to match American adversaries. Among his unit's instructors was Saburō Sakai. The unit bore the battle name Tsurugi Butai, after the traditional Japanese double-edged sword.
Thanks to the crews of the reconnaissance Hikōtai, Genda was accurately informed of the location and flight path of the Americans. More than fifty of his pilots took off within ten minutes and successively fought against both Hellcats and Corsairs in various engagements. Among Genda's commands in radio communication were even the words “niitaka yama nobore”.
When a part of the Tsurugi Butai approached VBF-17's formation head-on from above, at first sight the Americans considered it their own because its formation looked American. Then Hellcat pilots countered the attack with a sharp turn and a frontal fight in climbing flight. It was this moment that Antonis Karydis captured on the boxart. It shows Lt. Frederick J. Prinz as he passes the Shiden-Kai aircraft, with Lt. Takashi Oshibuchi, commander of one of Genda's Hikōtai, at the controls. Eight Hellcats were shot down or irreparably damaged in the fierce engagement, three pilots were killedand three others were captured, but survived. Genda's unit claimed a total of 54 victories during the day, losing 15 aircraft and 13 pilots. The Americans were almost evenly matched, claiming 63 victories and losing 14 fighters and eight pilots in combat with Kōkūtai 343 (II). The captured American airmen, when later questioned, stated that the unit they faced was “... formidable beyond our expectation … well-coordinated, and excellent in marksmanship.” This was not the last time Tsurugi Butai would give enemy airmen a hard time. Minoru Genda, and some of the direct participants in the March 19, 1945, battle, met many years after the war while serving in the US Navy and JSDAF. The story of this elite unit is well developed in the book Genda's Blade by H. Sakaida and K. Takaki.
The Americans managed to damage four Japanese battleships, four fleet carriers and one light cruiser on March 19, 1945. However, they failed to sink any of the vessels. Japanese airmen damaged the USS Wasp (CV-18) and USS Franklin (CV-13) by bombing attacks or Kamikaze attacks. A day earlier, the USS Enterprise (CV-6), USS Intrepid (CV-11), and USS Yorktown (CV-10) had already been damaged.
Markings for Z-526 Trenér Master 1/48
Z-526 M, s/n 909, OK-VRC, private, Líně airfield, Czech Republic, 2022
The aircraft, which today flies in an attractive blue and white livery and whose home is either Hangar 3 at the airfield in Líně or the airfield in Rakovník, was produced in 1966 as Z-326. It was test-flown on June 6 of that year and then went to a customer in France, where it flew with the F-BNMX matriculation until 1977. It was then stored and in December 1992 was imported back to the Czechoslovakia by ZLÍN-AVION service company. In 1994 it was overhauled, and the main spar and wings were replaced with new ones. At the same time it was converted to Z-526M. It was then sold to Slovakia, where it flew until 2007 in Aero Club Holíč as OM-VOR. The next stage of this aircraft was Nowy Sacz, Lososina Dolna airfield, Poland, where it received SP-KSM matriculation. On July 2, 2008, pilot made an emergency belly landing with it right at a road intersection after accidentally draining fuel from the gravity tank. The aircraft was reacquired and transported to Otrokovice, where repairs followed, combined with an overhaul and installation of a new right wing. All this was done under the charge of the new owner, who brought the aircraft in 2010. The aircraft received a new registration and livery in the spirit of the scheme in which the OK-VRB and OK-VRF Trenér aircraft flew in the sixties.
Z-526F, s/n 1273, SP-EMF, Grupa Akrobacyjna Zelazny, Poznań, Poland, summer 2012
The aircraft was produced in 1973 and subsequently sold to a Polish aeroclub. In December 1999, an aerobatic group was established at Zielona Góra Airport, sponsored by the then emerging Żelazny hardware store chain. The group started with two Z-526AFS and one Z-50LA aircraft. One Z-526F was added to the lineup in 2001. The pilots of the group amazed with their skills at airshows not only in Poland, but also in Germany. In 2004, Lech Marchelewski became its leader and three years later the group started to rehearse a six-member formation, which was to have its premiere at the Radom Air Show. However, tragedy struck during the premiere on September 1. At 3:01 p.m. local time, while transitioning into a maneuver called “the rose”, No. 1 (Z-526F, SP-CDF) and No. 2 (Z-526AFS, SP-ELE) collided. Both pilots, retired Colonel Lech Marchelewski and Piotr Bachanowicz, were killed. The second Z-526AFS (SP-CSU) narrowly missed the crash site. The group then resumed operations, initially as a three-man group, with plans to return to a six-strong formation in 2009. Subsequently, the group was moved to Poznań. Today they operate two Z-526F aircraft, the one with the number 9 carries the SP-EMF matriculation and is shown here in a design corresponding to the period before the 2012 ILA International Airshow. Prior to that, however, it underwent an overhaul in Otrokovice (2008), during which it received, among other things, the paint scheme of the new operator, while the aircraft was still in the possession of AK Poznań.
Z-526, s/n 1048; D-EDTP, private, Líně airfield, Czech Republic, 2023
The aircraft was manufactured in 1968 and in June of the same year it was taken over by Mr. Arthur Beth (Porta Westfalica, Germany). The aircraft was given the D-EDTP registration and shortly before the World Aerobatic Championships in Magdeburg it was taken over by Richard Hecht, member of the German national team. He had high hopes of success, but only until the Czechoslovak team appeared on the scene with their brand new Z-526AS aerobatic specials. However, during the competition on August 21, Czechoslovakia was invaded by “friendly” forces and the national team withdrew from the championship. Hecht then operated the aircraft for many years, and the aircraft’s logbook lists interesting names such as Ladislav Bezák, the first aerobatic world champion (already in exile at the time), and former Luftwaffe ace Walter Wolfrum (137 kills). At the end of the 1990s the aircraft was no longer flying much and in 2000 it was sold to another owner in Germany. The current Czech owner then bought the aircraft from him and kept the German matriculation. At that time the aircraft had flown only 1114 hours. The rudder was consequently decorated with a painting of the girl by Antonio Vargas, while on the starboard of the front fuselage there is the inscription Small Beautiful Doll, which is a paraphrase of the Big Beautiful Doll inscription painted on the P-51D of Colonel John D. Landers (14.5 kills), commander of the 78th FG. On the left side of the engine cowling is another reference to the P-51 Mustang, the inscription Daddy’s Girl. The aircraft named such was flown by Ray S. Wetmore (21.25 kills). The owner has stamped the name with a Roman numeral two because his previously owned Trenér had the same name.
Z-526F, s/n 1242, OE-CSA, private, Austria, 2019
Manufactured in 1973, the aircraft was exported to Hungary, where it received the HA-SAR designation and flew there until 1987, when it was sold to Graz, Austria. There it received the OE-CSA registration and also an attractive livery. It was based in Punitz in 1991, crashed in 1999 and had another accident in 2001 when the pilot had to make an emergency landing near Pöttelsdorf after losing fuel pressure. Ten years later, on August 19, 2022, while taxiing after landing at Breighton Airport (UK) the pilot reported he lost directional control of the aircraft and subsequently crashed into an aerobatic Van RV-6 aircraft. The ill-fated Trenér was then repaired again. In Otrokovice, the right wing and engine cowls were restored and today the aircraft is flying again. By the way, just a week before the last accident, OM-CSA was visiting Nové Město nad Metují in the country of its origin, i.e., in Czech Republic.
Z-526F, s/n 1266, OK-DRB, private, Příbram airfield, Czech Republic, 2020
This aircraft was produced in 1973 for the Romanian Aero Club and received the registration YR-ZAN. It was sold in 1992, together with several other aircraft, to a Belgian commercial pilot Gino Loosen. After an overhaul, the aircraft received a new registration OO-MFG and an interesting dark green metallic paint. The biz-jet pilot enjoyed his Trainer until 2011, then, after service of it in Otrokovice, he decided to sell it. His wish was to sell the aircraft back to the country of its origin. The current owner had been waiting for an opportunity to purchase the Trenér for some time and grabbed the offer from Otrokovice. The aircraft received the OK-DRB registration and since then the owner has been flying it from the airfield in Příbram. He likes to participate in aviation events and fly-ins, so the OK-DRB is often seen at various airfields. An interesting feature is its coloring, which it has had since the time of its stay in Switzerland. The lighter color looks like a very light green metallic in many photos, but it is a grey-silver color that likes to be affected by light conditions ...
Z 526M, s/n 1006, private, OK-LAC, Czech Republic, 2011
This aircraft was manufactured in 1966 as the first production two-seat Z-526 and was sold to Germany the same year, where it flew as the D-EGED. It was then sold off to Spain (SE-XFE), but returned to Germany in 1998, where the original WM 6-III engine was replaced with an M-137A. The aircraft was given the registration D-EHWJ and served at Flugschule Stahnke. There it also completed a take-off accident with the landing gear retracted while still on the ground. After it, the aircraft underwent an overhaul in Otrokovice and was converted to Z-526M version. The well-known acrobat Klaus Lenhart purchased it after the aircraft was replaced in the school’s fleet by the newer Z-526F. Klaus was the youngest son of the founder of LEKI company and CEO since 1984. He was an aerobatic pilot, participated in many competitions with for example the Extra 300L special. Since 1992, most of the LEKI products have been manufactured by Novasport, a Tachov company founded by Klaus Lenhart and so his Z-526M was registered in the Czech Republic as OK-LAC. The aircraft was operated by the Karlovy Vary Air Sports Centre where OK-LAC reached its resurs. It was subsequently dismantled and stored. In 2012 Klaus Lenhart died in a plane crash, just one day before his 57th birthday (April 30, 2012). A year later, the aircraft was sold to private owner in Germany and its further fate is unknown today.
Markings for L-39 1/72
L-39ZA, s/n 232433, 222 Training Squadron, Náměšť nad Oslavou AFB, Czech Air Force, Czech Republic, 2008–2010
The first flight of the Albatros with serial number 232433 took place on November 24, 1982, with Pánek and Křemen pilots in the cockpit. On December 13, the military administration took over the aircraft. It was incorporated into the 30 Fighter-Bomber Air Regiment in Hradec Králové on December 23, 1982, and later moved to Pardubice. By the late 1980s, it was assigned to the 8 Fighter-Bomber Air Regiment in Mošnov, later Brno-Tuřany, where it was used primarily in the AA role against the slow and low altitude flying targets. After the 8 Fighter-Bomber Air Regiment was disbanded, the aircraft was transferred to various units. In 2003, it underwent a major overhaul in LOZ České Budějovice. It was later integrated into the 221 Tactical Squadron at the 22 Air Base in Náměšť nad Oslavou. In 2008, the aircraft was selected for a special paint scheme to celebrate the 40th anniversary of the first L-39 flight. The anniversary livery depicted an albatross in flight on the right side, while the left side featured the image of Jan Vlček, the head designer of L-39, along with his signature. The anniversary Albatros was showcased at various public events. It was eventually assigned to the 222 Training Squadron at Náměšť nad Oslavou Air Base. Its last flight occurred on November 25, 2010, after which it was retired. In 2013, it was transported to Čáslav by land and later transferred to the Kbely Aviation Museum after four years of storage in Čáslav after logging impressive 3,545 flight hours.
L-39C, pplk. Ing. Ivan Chvojka, Sliač AFB, Slovak Air Force, Slovakia, 1991–2004
The aerobatic team “Biele Albatrosy” (White Albatrosses) performed their shows flying L-39 Albatros aircraft manufactured by Aero Vodochody. The team operated from 1991 to 2004. Initially, they practiced flying in a trio formation and made their first public appearance with six aircraft in May 1991. By the end of 1991, the team adopted the name “Biele Albatrosy”. In the summer of 1992, all six aircraft received a new Slovak national color scheme, replacing the original camouflage. From 1995, the team operated as six-aircraft formation with seventh solo which filled the gaps between the group’s display passes. The Biele Albatrosy achieved success not only in the Czech Republic and Slovakia but also at the international air shows in countries including England, France, Denmark, Italy, Hungary, and the Netherlands. The team was led by military pilot Ivan Chvojka.
L-39C, s/n 530443, High Military Aviation School, Košice AB, Czechoslovak Air Force, Czechoslovakia, 1974
In military aviation training, the subsonic jet trainer L-39 Albatros plays an indispensable role. The first flight of the prototype X-02 took place on November 4, 1968. The Czechoslovak People’s Army logically became the first user of L-39 aircraft. At that time, the Military Aviation College in Košice (VVLŠ SNP) provided training for military pilots throughout Czechoslovakia. The early series L-39C aircraft were delivered with a white upper fuselage. The lower fuselage and entire wings were in a gray color. The stripe ahead of the cockpit was in cabin gray. Color accents on the aircraft were in red. In 1978, the aircraft with serial number 0443 was part of the VVLŠ SNP Košice aerobatic team. After the dissolution of Czechoslovakia, the aircraft served with the renowned Slovak aerobatic team Biele Albatrosy (White Albatrosses). In 2012, it underwent modernization to the CM version.
L-39C, No. 0448, 1 Tactical Squadron, 4 Special Forces, Czech Air Force, Čáslav, Czech Republic, 2002
On April 1, 2004, a new organizational unit of LOM PRAHA company, the Center for Aviation Training Pardubice (CLV), was established. This unit leased eight L-39C aircraft with serial numbers 0103, 0113, 0115, 0440, 0441, 0444, 0445, and 0448 from the Czech Armed Forces for the advanced training of military pilots. Since 2008, LOM PRAHA has had these aircraft under its asset management rights. The Center for Aviation Training LOM PRAHA has trained 90 proficient military pilots on L-39C aircraft for the Czech Republic Army since its establishment. Additionally, as per customer requirements, 15 foreign pilots have undergone the training. During the years 2015–2016, the R3 revision was completed. This represented the highest level of maintenance in the entire technical lifespan of the modified L-39C aircraft at the Pardubice CLV. These Albatros aircraft can be easily recognized by their darker semi-gloss camouflage and, most notably, by their round “low-vis” national markings. The depicted aircraft with serial number 0448 still bears its original camouflage that it had while serving with the 1 Squadron of the 4 Tactical Air Base at Čáslav Air Base.
L-39CM, s/n 915301, 2 Fighter Squadron, 31 Fighter Wing, Slovak Air Force, Sliač AFB, Slovakia, 2012
The Albatros with serial number 5301 is a modernized CM variant operated by the 2 Fighter Squadron of the combined wing based at Sliač AFB. Before the modernization, it carried the number 0443 (s/n 530443) and was a well-known aircraft belonging to the Biele Albatrosy team. In 2012, the aircraft underwent a major overhaul during which it received a new gray camouflage. As part of the new scheme, the silhouette of the cockpit was included on the underside. After the modernization, it received a new serial number 915301 and the national markings were applied to commemorate the 90th anniversary of the birth of famous Czechoslovak pilot S/Ldr Otto Smik. Currently, only three L-39CMs (5252, 5253, and 5301) are in operation; the remaining two were retired in 2011.
L-39C, Iraq Air Force, Iraq, 1986
After the USSR, Iraq became the second foreign user of L-39 aircraft and the first customer to receive the ZO version. Iraqi L-39Cs were used in flight schools in Rashid and Tikrit.
L-39C, s/n 533229, No. 129, Ukrainian Air Force, Vasilkov AB, Ukraine, 2008
After the dissolution of the USSR in 1991, around 530 L-39 aircraft remained in Ukraine according to several sources. The poor financial situation of the entire military significantly reduced their number, and by 2005, fewer than 200 aircraft were airworthy. The rest of the Albatroses is in storage and available for potential sales.
L-39X-11, Aerosalon Paris, France, 1977
The prototype L-39X-11 (L-39ZO, OK-HXA, 3911, OK-190) was adorned with a white-gray-blue camouflage and shortly thereafter exhibited (equipped as ZO version) at the Paris Air Show, where it earned the nickname “Pařížanka” (Parisienne) due to its non-standard coloring. Aircraft from Aero participated multiple times at the prestigious European airshow held at Le Bourget near Paris since 1977, but the first international presentation of the Albatros was certainly exceptional. In Paris, it was displayed with a photo container on the left inner pylon along with a symmetrical placement of a large (350-liter) drop tank, thus showcasing the aircraft’s expanded usage – this time for aerial reconnaissance.
L-39ZA/ART, s/n 365504, Chiang Mai AB, Royal Thai Air Force, Thailand, 2014
The Royal Thai Air Force operated L-39ZA/ART aircraft at two airbases. The majority of them were stationed at Korat Air Base in the central part of Thailand, which serves as an RTAF showcase, hosting foreign delegations and conducting joint exercises with neighboring countries. The second base was Takhli, located about 200 km to the west, where the aircraft were used for operational flights. The L-39ZA aircraft were initially used by the 101 and 102 Squadrons in Korat, then by the 401 Squadron in Thakli, and the 411 Squadron in Chiang Mai. The RTAF received a total of 40 L-39 aircraft by 1994, with about five lost in accidents. On the occasion of anniversaries, some aircraft were presented in special liveries featuring emblems of all four squadrons. On March 31, 2021, the Royal Thai Air Force held the ceremony on the occasion of the Aero L-39ZA/ART retirement from the active duty. The last operator was the 411th Squadron, 41st Wing, based in Chiang Mai.
L-39ZO, s/n 831135, Lt. Laszló Goron, 59th Szentgyörgyi Dezsö Airbase, Kecskemet, Hungary, August 2007
On the request of foreign clients, the L-39C was developed into the L-39ZO between 1973 and 1976. Among other modifications, the ZO version was given four wing pylons with a strengthened structure and landing gear. In 1994 Hungary received 24 aircraft from Germany for the symbolic price of one DM. The last of these aircraft retired in the fall of 2009. Aircraft coded 135 was camouflaged on the upper and side surfaces in shades of brown and green while the undersides were in light blue. In 2007, under the guidance of Crew Chief MSgt. Lajos Molnar, the aircraft acquired an attractive sharkmouth design and the vertical tail surfaces received the Hungarian national colors. The airfield from which this aircraft flew was named after Dezső Szentgyörgyi, the most successful Second World War Hungarian pilot with twenty-nine confirmed kills.
Markings for Su-25K 1/48
9013, 322 Tactical Squadron, 32 Tactical Air Force Base, Náměšť nad Oslavou, Czech Republic, summer 1996
In the summer of 1991, the most interesting Czech Su-25K in terms of coloration was the aircraft number 9013. The unusual color scheme with a painting of a frog destroying a tank by a hammer was based on the NATO code name of Su-25: Frogfoot. Arpád Molnár was the main person behind this design, the drawing of the frog was made by Ladislav Váňa. The aircraft was made famous thanks to numerous displays flown by major František Tabačko and later also by kpt. Martin Hejra. The color job was done with basic grey primer. While yellow paint was bought in a local drugstore and brown and both greens were the colors used for camouflage paints of the aircraft shelters and other buildings on the air base. The drawing of the frog was done with Humbrol paints using a modeler spray gun.
5007, 30 Fighter Bomber Regiment, Hradec Králové, Czechoslovakia, April 1984
One of the first delivery batch of eight Su-25Ks in their original form, i.e., with black fuselage numbers. The aircraft were delivered from the USSR with national insignia only, numbers were applied after acceptation by Czechoslovak Air Force. Aircraft of the series 5 and 6 were not equipped with lateral control boosters, i.e., control of the ailerons. Therefore, they were equipped with large trim tabs on the ailerons. The black fuselage numbers were difficult to read on the dark camouflage colors and were therefore outlined in white. Subsequently, they were painted in full white. While still with black number, the aircraft was shiny new and did not sport any signs of wear.
6019, 30 Attack Aviation Regiment, Pardubice, Czechoslovakia, August 1988
Various nose arts appeared on the Czechoslovak Su-25Ks. The first attempts were just quickly and easily removable chalk drawings. Such a drawing, the silhouette of a seated girl with a screwdriver, was sketched on this aircraft as well, and as there were no objections from the commanding officers, it was decided to paint colorful and more durable nose art. Aircraft engineer Antonín Fidranský decided to create a drawing of a girl and a shark’s mouth by washable colors. Also, the emblem of the 30 Attack Aviation Regiment, last used on the MiG-15bisSB, appeared on this aircraft. The painting of “Anča” (Annie) as the aircraft was named, probably occurred on the weekend of August 20 and 21, 1988, just before the planned live ammunition gunnery exercise. But the taxiing accident of aircraft No. 1008 dashed any hope of getting the “Anča” into the air, because the incident was followed by the arrival of the AAIC (Aircraft Accident Inquiry Comission). Due to that, the paintwork was quickly washed out to avoid any unwanted interest from the AAIC. This aircraft was manufactured on October 18, 1984, and first flown in Czechoslovakia on January 18, 1985. The last flight was conducted on May 27, 1998. When discharged, the aircraft had 917 hrs logged and 15 mins of flight time. After its retirement it was sold to the USA on April 10, 2004.
1002, 30 Attack Aviation Regiment, Pardubice, Czech Republic, May 1993
Aircraft of fuselage number 1002 changed its camouflage and markings several times. In May 1993, it underwent a revision of R-1 level at the Čáslav Aircraft Repair Base and a distinctive shark’s mouth, red trim on the white fuselage number and a large 30 Attack Aviation Regiment inscription on the directional stabilizer were applied. Less than a year later, the entire vertical fin and rudder were painted in tricolor livery with Lubrifilm company advertisement. This Su-25K was manufactured in Tbilisi on May 15, 1987, and landed at the Pardubice base on June 27 of the same year. It was one of the aircraft that were transferred to the air base in Náměšť in 1994. In 1996 it was overhauled and discharged in 2001 after a total flight time of 703 hrs and 43 mins. The aircraft was sold to a new user in 2003.
1002, 30 Attack Aviation Regiment, Pardubice, Czech Republic, June 1994
The lack of funds for participation on the airshows was solved by the Display Team members by sponsorship. One of the aircraft “decorated” with sponsor’s decals was Su-25K No. 1002, whose display “sorties” were supported by Lubrifilm company. The No. 8077 aircraft was similarly modified. The spraying and painting of the 1002 had its premiere during Pardubice airshow on May 21, 1994. The next 1002 appearance took place at the Aviation Days in Náměšť nad Oslavou on June 11 and in České Budějovice a week later, on June 18,1994. Not everyone liked such a sponsorship and after interpellations from politicians, the Minister of Defense banned all advertising activities on military aircraft. Therefore, in July 1994, the advertising stickers were removed, leaving only the colored SOP. The 1002 flew in this design until the end of 1994. To finish Your model in this state of markings, do not use No. 45 decal and use Nos. 48; 49; 107; 108 for the tail vertical surfaces.
1002, 322 Tactical Squadron, 32 Tactical Air Base Náměšť and Oslavou, Czech Republic, May 1996
The next reincarnation of the Su-25K number 1002 was named “Shark”. Already at the end of 1995, the technicians of the 322 Squadron expressed their wish to have the fuselages of the two aircraft painted in a special color scheme, and Jan Martinec began to prepare graphic designs. The painting was carried out in the week from May 13 to 17, 1996, and finally the new coloring was applied on whole aircraft. The ceremonial roll out took place on Friday May 17, 1996 and the aircraft subsequently made number of displays. Kpt. Ladislav Oslanský flew it at CIAF 2000, which was the last display of the aircraft on domestic airshows.
8076, 322 Tactical Squadron, 32 Tactical Air Base Náměšť nad Oslavou, Czech Republic, May 1996
Along with the 1002, the 8076 was also painted in a special livery. In its case, it was an application of the eagle motif that the 322 TS had as its emblem. The implementation of this coloring took only three days from May 15 to 17. The aircraft had the original camouflage in good condition and so received only the nose paint job and, as was customary, the auxiliary tanks were also decorated accordingly.
8080, 322 Tactical Squadron, 32 Tactical Air Base Náměšť nad Oslavou, Czech Republic, 1997
Aircraft of the 322 Tactical Squadron gradually received graphic symbols on their vertical fins, which helped to identify the aircraft quickly even if the fuselage number was not visible. The number 8080 received two crossed white stripes on the green plastic cover of the top of the fin. The front sides of the engine nacelles already sported the squadron insignia with a stylized eagle. The colors were already very weathered.
8074, 2 Squadron, 33 Fighter Bomber Wing, Air Base Kuchyňa, Slovakia, April 1997
In 1993, the 8074 was fitted with a “fire” motif that earned it the nickname “Flamingo”. It was first presented to the public in this form at the 1993 SIAF Air Show in Košice. After the division of the Czechoslovakia, the newly formed 3 Fighter Bomber Aviation Regiment of the Slovak Air Force had its base at the Kuchyňa airfield, but since it was already occupied by MiG-21, Su-22 and L-29 aircraft, the Su-25Ks were based at the Trenčín airport, right next to the aircraft repair facilities. On January 1, 1993, the Su-25 squadron was reorganized and transferred to the 2 Combined Aviation Regiment in Piešt'any, becoming its 1 squadron. It moved from Trenčín to Kuchyňa airfield on September 27, 1994 and became the 2 squadron of the 33 Fighter Bomber Wing Malacky on January 1, 1995 in the process of the second reorganization.
1027, 3 Fighter Bomber Regiment, Trenčín airfield, Slovakia, August 1994
The Slovak Su-25K named “Bizon” (Buffalo) became the most attractively colored Slovak aircraft of the type. The design was created by Pavol Homer and Jozef Horváth. Preparations started on July 17, 1994 and the “Bizon” flew for the first time on July 28 and 29 with the unfinished paint job. It was completed on August 14 and it was presented in premiere at the SIAF 1994 Air Show on August 21 in Bratislava. The “Bizon” was the only Su-25 that also bore the emblem of the 1 Technical Squadron. After completing its service in the Slovak Air Force, the aircraft was sold in 2004 to Armenia.
Markings for S-199 bubble canopy 1/72
S-199.165, 1 Squadron, 18 Aviation Regiment, Plzeň-Skvrňany, Czechoslovakia, July 1952
This aircraft was test-flown at the end of October 1948 by the factory pilot Petr Široký and on November 23 it was flown to the designated Pilsen Aviation Regiment 4. On March 19, 1950, the aircraft was damaged, subsequently repaired and reassigned to the unit in mid-July of the same year. From April 1952 it was used by the 1 Squadron of the 18 Aviation Regiment at the Plzeň-Skvrňany airfield. On July 23, 1952, this Avia, codenamed PS-15, was flown by Lt. Vladislav Petráš who was performing a training flight. During it, a technical malfunction occurred, and the pilot had to make an emergency belly-landing near Trhové Dušníky, Příbram district. In such a landing, the aircraft suffered only minor damage, especially to the propeller blades and was subsequently repaired.
S-199.444, 2 Squadron, 1 Aviation Regiment, 3 Air Division, Praha-Kbely, Czechoslovakia, April 1951
The aircraft serial number 444 was test-flown by factory pilot Antonín Kraus on September 5, 1949 and from the end of August 1950 it served with the Aviation Regiment 1. In April 1951 it was operated by its 2 squadron in Prague-Kbely, where it bore the designation JW-38. On April 21, 1951, the pilot of this aircraft, rt. (TSgt) Jiří Klempíř crashed at the Letňany airfield as the aircraft bounced on a terrain wave and fell from the height to the ground during take-off. The short career of this “Mezek” (Mule) was ended in mid-June 1951, when the operation was accountably terminated, and the aircraft was subsequently scrapped.
S-199.156, 3 Squadron, Air Regiment 8, 3 Air Division, Brno-Černovice, Czechoslovakia, June 1949
The Avia S-199 number 156 was produced in the summer of 1948 and was assigned to the 3 Air Division in mid-November. In June 1949, it was stationed with Aviation Regiment 8 at the Brno-Černovice airfield. The code designation NP-2 hints it was the aircraft of the 3 Squadron. The aircraft was painted by light gray-green color shade and had the front part repaired with a darker shade of green paint. On June 10, 1949, the pilot, rt. (TSgt) Jan Dočkal damaged it during landing at his home airfield. After repair, the aircraft was then assigned to Aviation Regiment 3. This “Mezek” (Mule) had machine guns in the wing installed. On March 18, 1952, it was destroyed during take-off.
Police Air Patrol, Brno/Olomouc, Czechoslovakia, 1949
The Police Air Patrol of the Security Air Force (until mid-December 1947 the National Security Air Force) used this aircraft at Brno or Olomouc airports. At the time of its service with the Police Air Patrol, it bore the standard livery of this air force, i.e., light grey paint on the upper surfaces and dark grey on the lower surfaces, complemented by scarlet paint on the nose and leading edge of the wing. Also, the horizontal tail surfaces were the same color. The reconstruction of the color scheme was based on photographs of similar aircraft as no photographs of the OK-BXK have survived. The serial number is still unknown, but could probably be 201, 410 or in the range 414 to 416. There is full range of the digits for creating any number.
Markings for F4F-3 Wildcat 1/48
BuNo. 1883, VF-72, USS Wasp (CV-7), December 1940
The first production batch of Wildcats, a total of 49 aircraft, was delivered in a pre-war color scheme. This means that the fuselage and lower wing surfaces were painted in aluminum color, while the upper wing surfaces were painted yellow. Insignias on the wings were placed in all four positions, and on the fuselage, they were either painted on the nose or on the engine cowling. The insignia position indicated the neutral status of these aircraft. The affiliation to individual ships was determined by the color of the tail surfaces. Aircraft with black coloring belonged to the aircraft carrier USS Wasp (CV-7). Stripes on the wings and the coloring of the front part of the engine cowling identified which section within the unit the aircraft belonged to. In the case of red coloring, it was the first section, and if the machine had the entire front part of the engine cowling and a stripe on the fuselage painted in the section color, it was the leader's machine of that section. This Wildcat served with VF-72 between the years 1940 and 1941. From the deck of USS Wasp (CV-7) and the ground base at Guantanamo Bay, Cuba, it participated in Neutrality Patrols, which were meant to ensure the neutrality in the coastal waters of the United States and the Caribbean, as declared by President Roosevelt on September 4, 1939. It was lost on May 8, 1942, during the Battle of the Coral Sea, where it operated from the deck of USS Yorktown (CV-5) as part of VF-42 squadron.
BuNo. 3976, Lt. Cdr. John S. Thach, CO of VF-3, USS Lexington (CV-2), April 1942
John Smith Thach was born on April 19, 1905, in Pine Bluff, Arkansas. After graduating from the Naval Academy in 1927, he spent two years of service on battleships and began pilot training in February 1929. He earned his pilot wings in 1930. During the 1930s, he served in various units, and in June 1939, he was assigned to VF-3, which he commanded from December 1940. This unit was embarked on the USS Lexington (CV-2) on February 10, 1942, as part of Task Force 11, with the target of Rabaul.
Flying boats Kawanishi H6K Mavis were searching for the task force, and eventually, they succeeded in locating it. The Japanese spotted the convoy and dispatched a total of 17 G4M Betty bombers against it. "Jimmy" Thach, piloting his personal aircraft Fox-1, managed to shoot down one of the reconnaissance seaplanes during the morning patrol, achieving the squadron's first victory. The attack of bombers launched from Rabaul occurred around 16:30, and Thach, now flying Fox-13, led all operational Wildcats of the squadron against the attackers. The result was 15 shot-down Bettys, and he personally claimed two victories. The last combat action Lt. Cdr. Thach participated in was the Battle of Midway, where he, as the squadron leader, shot down four Japanese planes (3 × A6M Zero, 1 × B5N Kate). Later in the war, he served as the operations officer under Vice Admiral John S. McCain, the commander of Task Force 38. After the war, John Thach served as a commanding officer of aircraft carriers, and in the 1960s, he held high staff positions. He retired in May 1967 with the rank of Admiral and passed away on April 25, 1981. His Wildcat was camouflaged with Light Gray FS 36440 on the undersurfaces, and Blue Gray FS 35189 on the upper and side surfaces. The insignia on the rear fuselage and four positions on the wings were accompanied by 13 red and white stripes on the rudder.
BuNo. 3986, Lt. Cdr. Edward H. O’Hare, VF-3, USS Lexington (CV-2), April 1942
Edward Henry O’Hare was born on March 13, 1914, in St. Louis, Missouri. After graduating from the US Naval Academy in 1937, he was commissioned as an Ensign and assigned to the battleship USS New Mexico (BB-40). In June 1939, he began flight training, which he successfully completed in May 1940. Then he was transferred to VF-3, based on the aircraft carrier USS Saratoga (CV-3). He became famous for his actions in February 1942 when, during the approach to Rabaul on New Britain, the position of Task Force 11 led by the aircraft carrier USS Lexington (CV-2), on which VF-3 was stationed at that time, was exposed. The Japanese dispatched two groups of Betty bombers toward the task force. Only "Butch" O’Hare and his wingman confronted the second group. Lt. O’Hare shot down three Bettys and severely damaged two others, disrupting the entire attack. On April 10, 1942, for promotional shots, two Wildcats were prepared: Thach's with the designation F-1 and the aircraft marked F-13, flown by Lt. Noel A. M. Gayler. However, during the filming, newly promoted Lt. Cdr. O’Hare took the place in F-13's cockpit. This Wildcat was camouflaged with Light Gray FS 36440 on the undersurfaces and Blue Gray FS 35189 on the upper and side surfaces. The insignia on the rear fuselage and four positions on the wings were accompanied by 13 red and white stripes on the rudder. Edward O’Hare did not survive till the end of the war. During a night action on November 26, 1943, while flying a Hellcat, he was likely hit and crashed into the sea. His body was never found, although some witnesses claimed to have seen a parachute. Before the war, O’Hare had settled in Chicago, and in 1949, the city named its airport after him.
BuNo. 3991, VMF-111 Samoa, 1942
Since its establishment in September 1925, this unit underwent several designations. It wasn't until July 1, 1941, that the unit was redesignated as VMF-111, a designation it held until its deactivation on November 26, 1945. At the time of the attack on Pearl Harbor, the pilots of the unit flew F4F-3 Wildcat aircraft, which the squadron retained in service until the beginning of 1943, when it transitioned to more modern Corsairs. In March 1942, the unit was moved to Tafuna Airfield (now Pago Pago International Airport) on Tutuila Island, part of the American Samoa archipelago. In July of the same year, the unit was relocated to the newly built Faleolo Airfield on Upolu Island in the same archipelago. Here, the unit spent a year as part of the defense of this territory, armed with Wildcats that had seen service with U.S. Navy squadrons operating from aircraft carriers. Wildcat with Bureau Number 3991 initially served on the aircraft carrier USS Saratoga (CV-3) and later, while part of VF-2, participated in the Battle of the Coral Sea. At the beginning of his service with VMF-111, nicknamed Devil Dogs, he carried insignias with red centers on the fuselage and wings and red and white stripes on the rudder.
BuNo. 3991, VMF-111 Samoa, 1942
Since its establishment in September 1925, this unit underwent several designations. It wasn't until July 1, 1941, that the unit was redesignated as VMF-111, a designation it held until its deactivation on November 26, 1945. At the time of the attack on Pearl Harbor, the pilots of the unit flew F4F-3 Wildcat aircraft, which the squadron retained in service until the beginning of 1943, when it transitioned to more modern Corsairs. In March 1942, the unit was moved to Tafuna Airfield (now Pago Pago International Airport) on Tutuila Island, part of the American Samoa archipelago. In July of the same year, the unit was relocated to the newly built Faleolo Airfield on Upolu Island in the same archipelago. Here, the unit spent a year as part of the defense of this territory, armed with Wildcats that had seen service with U.S. Navy squadrons operating from aircraft carriers. Wildcat with Bureau Number 3991 initially served on the aircraft carrier USS Saratoga (CV-3) and later, while part of VF-2, participated in the Battle of the Coral Sea. During its service with VMF-111, nicknamed Devil Dogs, it initially bore markings with red centers and red and white stripes on the rudder. In photographs taken during its emergency landing on the sea's surface in January 1943, the red centers on the markings are already painted over, and the rudder has been repainted with the camouflage color Blue Gray.
Markings for F6F-5 Hellcat 1/48
F6F-5, Lt. Fred Prinz, VBF-17, USS Hornet (CV-12), March 1945
Before the planned landing of the American units on Okinawa (Operation Iceberg, April 1, 1945) on March 19, 1945 the USN airplanes attacked the enemy air bases located on the islands of Kyūshū, Shikoku and southern Honshū and the naval bases Kure and Kobe. The mission was to destroy the Japanese ships and aircraft and prevent them from any action against the invasion forces. One of the units that were to participate in this strike was VBF-17 based on the aircraft carrier USS Hornet (CV-12). In the formation of twenty Hellcats, with which VBF-17 was equipped, flew Lt. Prinz and Lt. Karr. Kōkūtai 343 equipped with N1K2-J fighters was launched against the approaching enemy. The dogfight took place over the ocean. During the surprise attack on two American pilots Lt. Karr was shot down while Lt. Prinz’s Hellcat was damaged and the unit’s commander was destroyed after the collision with one of the attackers, Kiku-ichi Ishikawa. Prinz managed to nurse the damaged aircraft back to Hornet where he landed. Hellcats participating in these missions were marked by white-painted noses for the better recognition of the friendly aircraft.
F6F-5, Lt. Daniel A. Carmichael, VBF-12, USS Randolph (CV-15), April 1945
Washington D.C. native, Daniel Archibald Carmichael finished his Bachelor’s studies in the architecture at Princeton University in 1941. He commenced his pilot’s training with the US Navy in the spring of the following year finishing it in March 1943. After completing the advanced training he was assigned to VF-2 from June 1943 to October 1944 flying from USS Enterprise (CV-6) and USS Hornet (CV-12). During his VF-2 deployment Lt. Carmichael shot down nine enemy aircraft. His next assignment was the USS Randolph (CV-15) air carrier flight deck from which he flew from January to May 1945 within the ranks of VBF-12 achieving another 4 victories over the Japanese aircraft.
During his VBF-12 deployment Lt. Carmichael flew overal blue Hellcat nr.59 which carried the white markings of the aircraft belonging to USS Randolph, on the vertical tail surface, rudder and the ailerons, his scoreboard was marked under the windshield.
F6F-5K, BuNo 80173, Detroit Air Races, 1951
After WWII all Hellcats were replaced by the more modern type made by Grumman, F8F Bearcat fighters. Hellcats were gradually transferred to the second line units and reserve squadrons. During 1949-1957 the significant number was converted to radio-controlled drones. The flight instruments were retained for flights between the bases however the aircraft were stripped of the armaments and arrestor hooks for aircraft carrier landings. One of the Hellcats rebuilt to the drone standard was the airframe BuNo 80173 which in 1951 appeared at the Detroit Air Races. It did not participate in the racing however its unusual coloration attracted the interest of the aviation fans.
F6F-5, LV Gérard de Castelbajac, Flottile 11F, Haiphong Cat Bi, Indochina, March 1954
After WWII France attempted to reinstate its pre-war colony in South East Asia. They were opposed by the communists led by Ho Chi Minh. Vietnamese National Army together with the French Army fought Viet Minh (Vietnamese People’s Army) until August 1954. The last big clash was the Battle of Dien Bien Phu where the French Naval Air Forces took part, as they did in the prior battles. In this case it was Flottille 3F equipped with the SB2C bombers and Flottille 11F equipped with Hellcats. Hellcats led by LV Castelbajac flew close airs support missions and were armed not only with machine guns but also with unguided missiles and bombs. On March 19, 1954 the unit commander crashed this Hellcat near Cat Bi airport (nowadays the Haiphong International Airport). The aircraft was written off but the pilot survived.
Tail End Charlie
What's at home counts
It’s Sunday afternoon on the first day of October, 2023. I am aware of the fact that, aside from my other duties centred around October’s newsletter, I have to submit my promised Tail End Charlie article to go with. Yes, that’s right...this newsletter. And a viable idea just doesn’t want to show. Topics are racing through my head, dismissed one by one as they arrive. Should it be about E-day, that was just one week ago? Or maybe about club competitions that this time of year are as plentiful as apples in a basket? What about some near future plans at Eduard? In order to clear my head and allow a theme to take hold, I went back to work on a new corner of our museum, which I have decided to devote to a rather unusual theme about what connects the history of the Second World War and present day. The museum is a close collaborator of Eduard, not only through me, and so I decided to allow myself the luxury of taking advantage of the connection. Anyway, it won’t be the first time.
At the same time, I mulled over the agreed upon rule with my colleagues from the newsletter editorial board, that the Tail End Charlie articles will be columns in which individual authors will have a relatively large amount of freedom, and the article itself should only marginally relate to the theme of the entire magazine. Of course, a certain amount of relevance to the topics is expected. And above all, the lighthearted article at the end of the newsletter should interest the typical reader with its content.
As I collected and selected individual items for the new exhibit, it dawned on me that this is something I could actually write about. I was undertaking a task that for me held a certain fascination – putting together items with certain connections, connections that I was seeing, and determining what it was that would bring these items together in the same display case.
As a museum curator who has spent most of his life researching the air battle that took place over his home in 1944, I understandably have a strong affinity for the artifacts that have survived from that battle and from air warfare in general. What draws me to them is that they were left by the horrors of fighting and the associated crashes and incidents, as they were touched by a fate that resolved to turn them into a part of history.
However, I discovered in myself another, perhaps a bit twisted for a museum worker, point of view on the remains left by air combat. It fascinates me how, after the end of the war, people were able to use the objects that the war brought them, or use items that were simply left behind. I'm sure many of you will remember footage from newsreels where presses were used to make soup strainers out of an overabundance of German helmets. We don't have such a helmet in the museum, but I have something similar in mind. These objects give me the feeling of a very close connection between the half-forgotten history and the present. What keeps me in a special state of wonder is how people managed to breathe new life into these artifacts of war. We often meet museum visitors talking about the fact that they have, and regularly use, a fork with a Luftwaffe eagle, father's favorite. In many a garage in western Bohemia, you can still find a drawer with a screwdriver or a pair of pliers still in use, which originally arrived here in the spring of 1945 in some American Jeep…
Over the years, our museum has put together a number of such exhibits. It started sometime in 1996, even before the opening of the museum, when we received a beer jug from the district archives in Aue, Germany, made from a package that had contained a German gas mask. Later, we found our way to handkerchiefs sewn by a witness who acquired a parachute of one of the pilots of JG 4, who was shot down in ‘our’ battle and it was that parachute that saved his life. Or an aluminum pot from a small foundry in Grumbach. They made pots there from the wreckage of three airplanes that had crashed in the vicinity of the village; a Bf 109G, a B-17G and a Lancaster.... We have several aircraft instruments that were used in the Czechoslovak Air Force after the war and underwent a thorough ‘de-Germanization’. For example, an ‘O2 Wächter’ oxygen flow indicator read only ‘O2’ after a little modification with some black paint. A truly patriotic way to utilize associated items with defeated Germany. It was similar with artificial horizons. A few years ago, we acquired a German altimeter with a completely replaced dial, which turned into a barometer, where the hand, instead of reporting an altitude, indicates ‘beautiful, chance of showers’.
The crew of one of the B-17s shot down over our area managed to fly all the way to France. It landed in a field on its landing gear, leaving the battered aircraft essentially intact. We never thought we could get an artifact from it, but the French peasants are probably like ours, and they dismantled almost everything that could be used from the four-engine bomber, which remained there for quite a long time. Including one engine... we don't have that exactly, but we got a number of wonderful little things from those farmers or their children, including a cigar case made from two 50 cal cartridges, undoubtedly fired over the course of the battle over the Czech-German border. Then there is the inside of a flight jacket that two friends took off the plane and split it so that one kept the outside and the other kept the lining. To this day, there are bits of hay in the pockets, as the French farmer walked to his stables while wearing this item.
A short distance from the church cemetery in Neudorf, Germany, where three German pilots from JG 4 are buried and, for a time, the men of two B-17G crews were as well, is a garden where for years there was a B-17 wing skin covering a pile of wood. We were able to diplomatically acquired that piece as well for the museum. And besides that, from another garden, fence posts were fashioned from the wing spar of the same B-17G... Human creativity is immeasurable. In Crottendorf, Germany, eyewitnesses described how the rubber fuel tanks scattered in the forest after a B-17G exploded in mid-air were made into rubber soles for shoes. I remembered this when I once found a part of a gas tank with a sealed cap in those woods where the rubber around it had been carefully cut with a knife. What was useful was taken home, the rest the handyman threw into the woods for me to find decades later. This piece of the tank will also be part of the new exhibition.
A very strange – and to me, sad – group of such objects are cut propeller blades. It was a great material, especially appreciated by blacksmiths and locksmiths. After the war, quality material was in short supply in Europe, and often, a great source turned up just outside of a given village. Several such remnants of the propeller blades of crashed planes have also reached us. Of course, the wreckage of aircraft were cleared by special squads shortly after the crashes. However, not everything was always gotten to, and for the planes that crashed at the end of the war, the wreckage wasn’t cleared til after several months, or even years, especially if the plane exploded in the air and its debris was scattered over a larger area. Such was the case of a Lancaster, which was shot down during Operation Thunderclap in the spring of 1945 near Arnsfeld, taking with it the entire crew of seven. And since, in addition to our main theme of September 11th, 1944, we find ourselves dealing with this RAF operation, the entire wing tip of this Lancaster, donated a few years ago, too found its place into our exhibition. It has survived to this day only thanks to the fact that it served as a roof on a woodshed for many years.
Part of the aforementioned small exhibition will also be a very worn leather Luftwaffe flight jacket, in which the chief of the Chomutov Aero Club flew for many years and which he recently donated to us. Then, there are the Luftwaffe fur boots who’s owner wore them in a blacksmith shop to keep his toes from freezing. Their soles are full of metal chips from the floor.
The unique lower part of the engine cowl of a Bf 109G-10 served as a shelter for chickens, the glass nose of an He 111 from the Pilsen airport served as a small greenhouse in a garden…
The list of things that became part of our museum's collections, and which found a new life in a later period, is far from complete. That's not even the purpose of this article. The effort was to convey the feeling that these objects evoke, and also, how human ingenuity is able to save objects that otherwise would not have survived to the present day, even when partially transformed or destroyed. In short, what is at home, is important.
Jan Zdiarský
Small but handy
AVG-30 (later CVE-30) USS Charger at anchor, May 12, 1942. She is painted in Camouflage Measure 12 (Modified). Photo: NHHC
American and British Escort Aircraft Carriers
Text: Jean Lafitte
The smallest aircraft carriers were referred to as escort carriers. They were typically converted from vessels for other purposes and primarily provided protection to numerous supply convoys. Aircraft from their decks also took off for reconnaissance flights, amphibious operations support, and operated in coordination with large aircraft carriers, especially in the Pacific. They also played a significant role in anti-submarine warfare.
Due to their construction method, which usually involved conversion from existing sufficiently large ships, a large number of escort aircraft carriers could be built during World War II, and many of them continued to serve in the post-war period.
British Aircraft Carriers
The British Royal Navy experienced a shortage of aircraft carriers early in the war. At the outset, they had ships that had been converted during World War I. HMS Argus, which was built in 1914 and modified into an aircraft carrier towards the end of World War I, was reactivated from reserve, but her role was primarily for transport or escorting convoys. HMS Furious was also converted into an aircraft carrier during World War I, and in the 1920s, sister ships HMS Glorious and HMS Courageous were similarly modified. Another conversion, this time from the battleship Almirante Cochrane originally ordered by Chile, resulted in HMS Eagle. Although HMS Hermes was built from the beginning as an aircraft carrier, it was still based on the design of a light cruiser.
The first British ship designed from the outset as an aircraft carrier was HMS Ark Royal. Six more British aircraft carriers were based on her design, with the only difference being the requirement for armor on the sides of the hull and flight and hangar decks. The armor plates for these carriers were supplied by Vítkovice Ironworks in then Czechoslovakia. This way, HMS Illustrious, Victorious, Formidable, and Indomitable were created. Two more were built during the war and entered service in 1944. The extensive use of armor became a characteristic of British ships, and their durability was especially evident during their service in the Indian and Pacific Oceans. However, given the small number of aircraft carriers in the early years of the war, the losses for the Royal Navy were significant. HMS Courageous was sunk by U-27 on September 17, 1939, while sister ship HMS Glorious was sunk by the German battleships Scharnhorst and Gneisenau during the Norwegian campaign on June 8, 1940. HMS Ark Royal and HMS Eagle were both sunk by German submarines. The first was lost to U-81 on November 13, 1941, and the second to U-73 on August 1, 1942. HMS Hermes was sunk on April 9, 1942, near Ceylon after being hit by dozens of Japanese dive bombers.
Even without these losses, all British aircraft carriers would not have been able to protect convoys adequately, especially given the high risk of submarine torpedo attacks during convoy voyages. The number of convoys required a swift response. Aircraft taking off from the mainland could only provide air protection up to a certain distance from the shores of Canada and the British Isles. Coastal Command aircraft also conducted reconnaissance over a large part of the Atlantic and later in the North Sea. Convoy routes along the northern route to the Soviet Union were constantly at risk of being detected by aerial reconnaissance and targeted by German bombers or torpedo planes because the routes were limited by the ice boundary and, in the winter months, led too close to Norway's North Cape. These convoy routes were easily reachable by Luftwaffe aircraft and too far for British aircraft from the Orkney Islands. The Soviet Naval Air Forces did not have enough resources to protect convoys since they had to primarily defend Soviet ports.
HMS Ark Royal was the first British carrier built for the purpose from the beginning. Armour steel plates were supplied by then Czechoslovak Vítkovice Steel company. Photo: NHHC
CAM (Catapult Aircraft Merchant Ship)
A quick solution was found in the form of CAM ships. Several merchant vessels were equipped with catapults that allowed aircraft to take off. However, each of these "catapults" was risky because they often led to the loss of the aircraft, as pilots usually had no choice but to land on the sea. In most cases, Hawker Hurricane aircraft borrowed from the RAF were used. Some ships could carry up to four of them. The launch was done from a metal structure on the bow, and rockets provided the energy for the catapult. These modified ships were called CAM (Catapult Aircraft Merchant Ship), and a total of eight privately-owned ships were converted, with two of them being sunk. Additionally, 27 ships of the Ministry of War Transport were converted, with ten of them being sunk. Although this solution may seem desperate at first glance, Hurricanes or “Catafighters,” as the modified Hurricanes were called for this role, achieved successes. The first success came on April 26, 1942, when a Hurricane from SS Empire Morn (convoy QP 12), piloted by F/O J. B. Kendal, chased away a Blohm & Voss BV 138 and shot down a Junkers Ju 88A-4 “4D+IT” from III./KG 30. Unfortunately, Kendal was killed during the subsequent sea landing. Another successful engagement occurred on May 26, 1942, over convoy PQ 16 when Pilot P/O Hay, launched from SS Empire Lawrence, shot down two Heinkel He 111s. However, his Hurricane was shot down by Heinkel's defensive fire. Some sources suggest that it was "friendly" fire from the American ship Carlton. Given the massive attacks by both submarines and the Luftwaffe, it's not surprising that this happened, as convoy PQ 16 was under constant threat. The pilot was injured but was rescued by the escort destroyer HMS Volunteer. Among the seven ships sunk out of a total of 36, SS Empire Lawrence was one of them. So, Hay may have been fortunate that he was rescued by HMS Volunteer, which was not among the sunken ships. The opportunity to reach a land base was utilized by F/O A. H. Burr on September 18, 1942, launched from SS Empire Morn. He first shot down two Heinkel He 111s and then headed for a Russian airfield. F/O N. Taylor shot down a Focke-Wulf Fw 200 Condor on November 1, 1942, after taking off from SS Empire Heath as part of convoy HG 91. The last success of Hurricane catapult fighters occurred on the same day when F/O P. J. R. Flynn shot down a Fw 200.
Drawing prepared by the Bureau of Ships for a camouflage scheme intended for escort aircraft carriers of the Casablanca class. This plan, showing the ship’s starboard side, forward flight deck end, and stern, is dated April 13, 1944 and was approved by Captain Torvald A. Solberg. Photo: NHHC
British Escort Aircraft Carriers
The need for a large number of carriers and the impracticality of CAM ships led to the idea of converting suitable merchant vessels into aircraft carriers. The expected lower speed of such ships was not a significant issue given their role in protecting convoys, as convoy speeds were always determined by the slowest ship. The conversion of the first escort aircraft carrier used the originally German merchant ship Hannover, which the British captured in the West Indies in March 1940. They renamed it Sindibad, then SS Empire Audacity. It was refitted and put into service as HMS Empire Audacity, with the conversion taking place in Clyde shipyards. The first landing on its deck was performed by a Grumman Martlet Mk.I from No. 802 Naval Air Squadron (FAA) on July 10, 1941. All six aircraft in its air group had to be stored on the flight deck because the expedited conversion to an escort carrier did not include a hangar deck. The Admiralty disliked its merchant name, so HMS Empire Audacity was renamed HMS Audacity on July 31, 1941.
The short operational service demonstrated the effectiveness of this solution. During the sailing of convoy OG 74, one of the Condors was shot down by a Martlet. The most significant engagements occurred during the voyage of convoy OG 76. Four Condors were shot down during an attack by KG40, and Eric “Winkle” Brown claimed his first aerial victory. One Martlet was lost. During the voyage of the convoy HG 76, about twelve submarines attacked, and HMS Audacity had only four Martlets to fend off the aerial attacks. They managed to shoot down two Condors. During an attack on U-131 Type IXc, one Martlet was shot down, and its pilot was killed, but the submarine could not submerge after the attack and was sunk by its crew after further damage from the convoy escort's gunfire. Subsequently, 47 men from U-131 were captured.
When HMS Audacity left the convoy on the night of December 21, 1941, a hasty signal from one merchant ship ignited a flare, revealing the silhouette to lurking submarines. Capturing an aircraft carrier was a valued prize for German submariners, and the mistake to reveal the silhouette led to reports of the sinking of an Illustrious-class carrier, which German propaganda duly exploited.
Other British Escort Aircraft Carriers have connections with those built in the United States, so let's cross the Atlantic westbound and look at the construction of the aircraft carriers in the USA.
US Navy Escort Aircraft Carriers
The largest production of escort aircraft carriers during the war unsurprisingly took place in shipyards in the United States. They built a total of 124 ships, 38 of them were delivered to the Royal Navy.
The Long Island Class
The first class of escort aircraft carriers produced in the USA was named after the first ship in the class, the Long Island. The basis for these carriers was the hulls and engines of standardized merchant ships Type C3 designed in the 1930s. Between 1939 and 1946, a total of 162 of these ships were built. For conversion, the MS Rio de la Plata and MS Mormacmaild were used. The first completed ship supplied to the British was named HMS Archer. It was 150 meters long, and its wooden flight deck was 120 meters long. It was powered by four diesel engines driving a single propeller. The maximum speed was 16.5 knots, equivalent to 30.6 km/h. The ship was equipped with one catapult and one elevator to the hangar. Its capacity was 15 aircraft with a combination of Grumman Martlet or Hawker Sea Hurricane and anti-submarine Fairey Swordfish or Grumman Avenger. The operational use of this vessel raised concerns in the Royal Navy due to its high rate of breakdowns. Eventually, HMS Archer was taken out of service and later returned to the USA. It underwent conversion into a merchant ship and continued sailing until the 1960s when it was scrapped in 1961 after a fire.
The second ship of this class (but the first one completed) was designated for the US Navy, named USS Long Island, and initially marked as AVG-1, then ACV-1, and finally CVE-1. Since she entered service before the outbreak of the war in the Pacific, she could be used for testing, which later helped in organizing aircraft operations on CVE-class ships. Shortly after the Japanese attack, she was transferred with reinforcements to the Pacific. When she arrived in San Francisco on June 5, she immediately joined Admiral William S. Pye’s Task Force One (TF 1), which consisted of seven battleships, providing the air cover. TF 1’s task was to protect the US West Coast and potentially reinforce Admiral Chester Nimitz's forces during the Battle of Midway. Another important mission was the transport of nineteen Wildcats and Dauntlesses to Henderson Field during the Battle of Guadalcanal. Although she received the designation of an aircraft carrier, USS Long Island served the entire war as a transport ship and was eventually converted into a passenger ship.
Henry J. Kaiser presents President Franklin D. Roosevelt with a model of the escort carriers that he was constructing at Vancouver, Washington, on March 18, 1943. Kaiser built 50 of these Casablanca class carriers in 1943–44. Photo: NHHC
The Avenger Class
Following the two ships of the Long Island class, there were four similar vessels referred to as the Avenger class. All of them were again conversions from C3-type cargo ships constructed by the Dry Sun Shipbuilding Company and Ch. Pennsylvania Shipbuilding Company. The parameters of these ships were similar to the previous class. Three of them were delivered to the Royal Navy as HMS Avenger, HMS Biter, and HMS Dasher. The fourth ship remained in the service with the United States Navy as the USS Charger.
British ships were extensively used for convoy escort duties, especially to the USSR. Their most significant action was their participation in Operation Torch, the Allied landings in North Africa. All three Avenger-class ships were part of this operation. HMS Avenger was sunk west of Gibraltar on November 15, 1942, by the German submarine U-155 under the command of Kapitänleutnant Adolf Piening. A total of 516 crew members lost their lives in the sinking.
HMS Dasher sank due to an unexplained explosion near the Firth of Clyde base on March 27, 1943. One of the possible explanations was a mishap involving one of the aircraft on board, leading to the ignition of gasoline fumes from leaking tanks. The loss of 379 out of 528 crew members was a tragedy, despite the swift assistance from other ships. Many sailors managed to escape the ship but succumbed to hypothermia or burns suffered during the fire.
HMS Biter was returned to the US Navy in April 1945. After undergoing repairs, it was loaned to the French Navy and renamed Dixmude (D97). From 1945 to 1949, it participated in several campaigns in French Indochina, primarily operating Douglas Dauntless aircraft as part of Flotille 3FB.
The fourth ship of the Avenger class, USS Charger (CVE-30), served throughout the war in Chesapeake Bay as a training ship for pilots and carrier flight deck crews. After the war, it was converted into a passenger ship named Fairsea and mainly transported migrants to Australia. Notably, the Gibb family, including future Bee Gees members Barry, Maurice, and Robin, arrived in Australia on its deck, as did the parents of Kylie Minogue.
USS Long Island under conversion at Newport News Shipbuilding & Drydock Co. Yard, April 1, 1941. She had received the name Long Island on March 31, 1941. Note flight deck under construction and temporary retention of her neutrality MKGS open. Lighter YC-301 is in left background. Photo: NHHC
The Sangamon Class
Previous ships were constructed based on standardized C3 merchant ships, which were characterized by a propulsion system consisting of four diesel engines driving a single shaft and one propeller. This configuration limited their performance, which was not ideal for the operation expected from aircraft carriers. Merchant ships typically sail at an economical speed, whereas military vessels often require maximum speed. This disparity led to the mentioned high failure rate. The four aircraft carriers of the Sangamon class were built based on standardized T3 tankers, derived from the Cimarron class (T3-S2-A1). They were powered by four boilers driving two steam turbines and two propellers. This design allowed these ships to achieve speeds of up to 18 knots (33 km/h). Their larger tanker hulls, with a length of 169 meters, enabled them to carry up to 32 aircraft in various combinations according to operational needs. Two flight deck elevators and one catapult facilitated flight operations.
All four of these constructed ships served in the US Navy: CVE-26 USS Sangamon, CVE-27 USS Suwannee, CVE-28 USS Chenango, and CVE-29 USS Santee retained their names from the tankers from which they were converted. USS Sangamon initiated its service in the Atlantic during the first combat action of the USA in the west, which was securing the Allied landings in North Africa in November 1942. Later she operated mainly in the Pacific. Initially, she spent eight months in the Solomon Islands area during the Guadalcanal campaign, and in November 1943, she supported the landings on Tarawa. On January 25, 1944, during the Battle of the Marshall Islands, one of the returning aircraft crashed upon landing, causing a fire that killed seven crew members. In June 1944, USS Sangamon participated in the Battle of the Marianas. The next phase of the American offensive was the Philippines. Before landing in Leyte Gulf on October 20, her aircraft attacked Japanese airfields, supporting the American landing, before being hit by a Japanese bomb, although the damage was not significant. The ship then participated in the subsequent battles in Leyte Gulf as part of Task Unit 77.4.3, also known as Taffy 1.
Moored at Naval Air Station, North Island, California, on June 2, 1942, shortly before she sortied with Task Force ONE under Vice Admiral William S. Pye. Photo: NHHC
At the end of January 1945, USS Sangamon left the shipyard where she underwent modernization, including upgrades to its aircraft handling and weaponry systems. After leaving the shipyard, she headed towards Japan and participated in the Battle of Okinawa. From March 21 onwards, she supported American amphibious operations and attacks on nearby Japanese airfields around Okinawa. During this time, the ship came under attack by kamikaze pilots. One of them managed to bypass the ship's anti-aircraft defenses and crashed into the flight deck, causing significant damage and killing at least eleven crew members. The damaged ship was subsequently withdrawn to the United States for repairs, although these repairs were not completed due to the war’s end.
Similarly, to the others, USS Suwannee (CVE-27) began her military operations by participating in the North African landings during Operation Torch. Afterward, she moved to the Pacific. For the following seven months, she provided air escort for transport and supply ships, supporting the Marines on Guadalcanal, as well as forces occupying other islands in the Solomon Islands. She also operated as part of the air support group, with her aircraft bombing Tarawa. In 1944, she took part in actions at Roi and Namur islands in the northern part of the Kwajalein Atoll, and her planes conducted anti-submarine patrols. She was involved in campaigns at Palau islands and supported the battles at Hollandia by transporting replacement aircraft for larger carriers. It also supported the invasions of the Marianas and participated in campaigns against Saipan and Guam. During the Battle of the Philippine Sea, on June 19, 1944, one of her aircraft attacked and sank the Japanese submarine I-184.
Flight deck of USS Suwannee (CVE-27) 90 minutes after a Japanese suicide plane’s bomb had ripped a hole in it. Hole is patched and ship is ready to land aircraft. Note that only four wires, instead of eight, are being used. All landings were made without mishap. Photo: NHHC
In the battles of Leyte, USS Suwannee faced kamikaze attacks. Although the ship’s anti-aircraft fire hit the attacking plane, it still crashed into the flight deck at 08:04, causing a hole approximately three meters in diameter. The bomb carried by the attacking aircraft exploded between the flight and hangar decks. However, within two hours, the flight deck was temporarily repaired, allowing to resume the flight operations. The following day, the ship had to confront more Kamikaze attacks. One Zero aircraft crashed into the flight deck at 12:40, simultaneously hitting a torpedo bomber that was being prepared for takeoff. Both aircraft exploded, as did nine others in the vicinity. A fire burned for several hours before being brought under control. During these two days, USS Suwannee suffered 107 casualties and 160 wounded. At the beginning of 1945, repairs were carried out, and then she participated in operations around Okinawa.
USS Chenango (ACV-28) managed to complete several months of service as an oil tanker before her conversion. She sailed across the Atlantic, Caribbean, and Pacific to Honolulu. AO-31 Chenango was located in the port of Aruba when a German submarine shelled one of the refineries on the island. In her role as an aircraft carrier, her first action was Operation Torch, during which she transported 77 Warhawks from the 33rd Fighter Group of the United States Army Air Forces. After repairs of the damage caused by a hurricane, the ship was sent to the Pacific. In January 1943, she provided air cover for supply convoys heading to the Solomon Islands. In July 1943, she was reclassified as CVE-28 and during the following months underwent the reconstruction. Over the next two years, she participated in many major Pacific War campaigns, including invasions of Tarawa, Roi-Namur, Kwajalein, Eniwetok, Aitape, Hollandia, Pagan, Guam, Morotai, Leyte, and Okinawa. She also provided support during the final offensive against Japan.
First army P-40 fighter to take off from USS Chenango (CVE-28), to fly shore for combat operations in Morocco, about November 10, 1942. Note U. S. flag markings, and bridge from catapult behind the plane. Photo: NHHC
The Bogue Class
This “mass-production” class of escort carriers was again constructed based on C3-S-A1 and C3-S-A2 transport ships. Initially, 22 ships were ordered, half of which served in the US Navy: CVE-9 USS Bogue (ex-Steel Advocate), CVE-11 USS Card, CVE-12 USS Copahee, CVE-13 USS Core, CVE-16 USS Nassau, CVE-18 USS Altamaha, CVE-20 USS Barnes, CVE-21 USS Block Island, CVE-23 USS Breton, CVE-25 USS Croatan, and CVE-31 USS Prince William. The British Royal Navy received the other half, which they designated as the Attacker class. Here is a list of these ships, including their original names, sometimes with the names of the original transport ships:
HMS Battler (ex CVE-6 Altamaha; ex-Mormacmail)
HMS Attacker (ex CVE-7 Barnes; ex-Steel Artisan)
HMS Hunter (ex CVE-8 Block Island; ex-Mormacpenn)
HMS Chaser (CVE-10 Breton)
HMS Fencer (ex CVE-14 Croatan)
HMS Stalker (ex CVE-15 Hamlin)
HMS Pursuer (ex CVE-17 St. George)
HMS Striker (ex CVE-19 Prince William)
HMS Searcher (ex AVG-22)
HMS Ravager (ex AVG-24)
HMS Tracker (ex BAVG-6).
ACV-16 (later CVE-16) USS Nassau underway in December of 1942. This photograph has been retouched by wartime censors to hide radar and other antennas on the ship’s mast. Photo: NHHC
Due to the British Navy’s satisfaction with these, they ordered more vessels of the same specifications, sometimes referred to as the Ruler class:
HMS Slinger (ex CVE-32 Chatham)
HMS Atheling (ex CVE-33 Glacier)
HMS Emperor (ex CVE-34 Pybus)
HMS Ameer (ex CVE-35 Baffins)
HMS Begum (ex CVE-36 Bolinas)
HMS Trumpeter (CVE-37 Bastian)
HMS Empress (ex CVE-38 Carnegie)
HMS Khedive (ex CVE-39 Cordova)
HMS Speaker (ex CVE-40 Delgada)
HMS Nabob (ex CVE-41 Edisto)
HMS Premier (ex CVE-42 Estero)
HMS Shah (ex CVE-43 Jamaica)
HMS Patroller (ex CVE-44 Keweenaw)
HMS Rajah (ex CVE-45 Prince)
HMS Ranee (ex CVE-46 Niantic)
HMS Trouncer (ex CVE-47 Perdido)
HMS Thane (ex CVE-48 Sunset)
HMS Queen (ex CVE-49 St. Andrews)
HMS Ruler (ex CVE-50 St. Joseph)
HMS Arbiter (ex CVE-51 St. Simon)
HMS Smiter (ex CVE-52 Vermillion)
HMS Puncher (CVE-53 ex Willapa)
HMS Reaper (CVE-54 Winjah).
Given the large number of ships, we will focus on those with a connection to the “Wilder Cat” model kit, which was a Limited edition focused on the FM-2 Wildcat, a type typical for the use on these ships.
HMS Pursuer
The camouflage scheme “J” included in the model kit instructions represents the Wildcat Mk.VI, which took off from the HMS Pursuer’s deck in August 1944. The ship primarily served as an escort for convoys but also participated in several offensive operations. The Royal Navy had a continuous concern about the German battleship Tirpitz, hidden in Altenfjord, Norway. On April 3, 1944, during Operation Tungsten, aircraft from HMS Pursuer provided fighter support for the main airstrike. Convoys were organized not only by the Allies during World War II, but also by the German Navy, especially in the intricate coastal waters of Norway. On April 26, 1944, Wildcats from No 882 Squadron participated in a successful attack on a German convoy near Bodo in northern Norway. Bombs hit all four supply ships and one of the five escorting vessels. Three supply ships were set ablaze, and the largest ran aground. While the attack was underway, other aircraft penetrated the port of Bodo, where one supply ship was bombed and set on fire amidst other vessels. Subsequently, HMS Pursuer was damaged by a storm and had to undergo repairs which took a month.
During the D-Day landings in Normandy, she served as anti-submarine protection, and during Operation Dragoon, her aircraft once again provided air cover. After the war, she was returned to the United States and scrapped in 1946.
German Submarine Type IXC being attacked and sunk by USS Pope (DE-134), USS Chatelain (DE-149), USS Pillsbury (DE-133), and USS Flaherty (DE-135) assisted by aircraft of VC-58 from USS Guadalcanal (CVE-60) on April 9, 1944. Photo: NHHC
The Casablanca Class
The largest number of escort aircraft carriers built during World War II was the Casablanca class. What was specific about the construction of these ships was that, prior to the war, the average construction time for an aircraft carrier was about 38 months. However, due to the wartime effort, this time was shortened to 20 months. Then there was industrial magnate Henry J. Kaiser, who managed to reduce the construction time for cargo ships (Liberty ships) in his shipyards from over a year to less than 90 days. Kaiser pledged to build a fleet of 50 small aircraft carriers in less than two years! American naval authorities were initially skeptical and hesitant to approve the order. But the Allies desperately needed aircraft carriers to replace their initial wartime losses.
Kaiser managed to build them as quickly as planned, and any opposition against these vessels quickly vanished because they proved their utility in defending convoys and providing air support for amphibious operations. This allowed larger aircraft carriers to focus on offensive air operations. The construction of these ships was highly efficient. Unlike the aforementioned classes, they were powered by two Skinner Unaflow steam engines supplied by steam from four Babcock & Wilcox boilers. Each ship was driven by two propellers, achieving a speed of 19 knots (35 km/h). The vessels measured 156 meters in length, with a flight deck that was 144 meters long and featured one catapult and two elevators. The air groups typically consisted of around 27 aircraft, depending on the types and units. Given that 50 ships were built, let's focus on those relevant to the Eduard FM-2 kit.
Practice division formation and maneuver exercises in Hawaiian waters, January 13, 1944. Photographed from USS Manila Bay (CVE-61). Ships astern are: USS Coral Sea (CVE-57), USS Corregidor (CVE-58), USS Natoma Bay (CVE-62), and USS Nassau (CVE-16). These carriers all served in the Marshalls Operation a few weeks later. Photo: NHHC
CVE-60 USS Guadalcanal
This ship was essentially a hunter-killer, specifically designed for submarine warfare, and it spent its entire career in the Atlantic theater during World War II. German submarines, or U-boats, spent most of their time on the surface during the war because they couldn't remain submerged for more than approximately 72 hours due to the need to recharge their batteries and exchange air. In 1944, they were reluctant to surface during daylight hours for fear of being spotted by patrol planes from escort carriers. These carriers were effectively covering the entire Atlantic, making daytime attacks too risky. However, the pilots of the USS Guadalcanal devised new tactics: they launched their planes at sunset and only landed them at dawn.
Thanks to the Ultra system, which involved deciphering German messages, the Allies had access to the positions of submarines while they were refueling on the surface. On January 16, 1944, just before sunset, eight Avengers took off and quickly located three U-boats. They swiftly attacked with depth charges and successfully destroyed U-544.
During a second anti-submarine mission on April 8, one of the patrolling Avengers discovered U-515 recharging its batteries on the surface northwest of Madeira. The Avenger forced it to submerge by dropping depth charges. Throughout the night, four Avengers circled overhead, waiting for U-515 to surface again to recharge its batteries. It finally surfaced at 14:00, and a subsequent attack left only sixteen survivors out of a crew of sixty. Among the survivors was the commander, Werner Henke, who was captured but, sadly, was shot in June 1944 while attempting to escape from a secret interrogation center known as P.O. Box 1142 in Fort Hunt, Virginia.
USS Tripoli (CVE-64) during a cruise in Atlantic. Collection Richard M. Newman via Lyn McClain and NHHC
The third and perhaps most famous action involving USS Guadalcanal occurred on June 4, 1944, when a German submarine was detected off the coast of Río de Oro. One Wildcat from USS Guadalcanal joined a pair of TBM Avengers and another Wildcat that were already on patrol in the air. Through the combined efforts of aircraft and ships, the submarine was severely damaged, forcing it to surface. Both the ships and planes opened fire, and when it became clear that the submarine's crew was abandoning the damaged vessel, an eight-man team from the destroyer USS Pillsbury, led by Lieutenant Albert David, boarded U-505. They secured maps and codebooks, closed the sea strainers, deactivated demolition charges, and stopped the inflow of water, keeping the submarine afloat. Subsequently, U-505 was towed by USS Guadalcanal. Its engines were disconnected, and the propellers spun freely, powered by electric motors that provided the necessary energy to operate the pumps that kept the submarine on the surface. Despite the capture taking place near French Morocco, the decision was made to tow U-505 all the way to Bermuda, covering 1,700 nautical miles (3,150 km) due to concerns about potential German spies. The operation was kept secret until the end of the war, as it yielded valuable intelligence, and it was crucial to prevent the Germans from learning about it. Today, U-505 is part of the Museum of Science and Industry's exhibit in Chicago, Illinois. Prior to this capture, the last time the U.S. Navy had captured an enemy warship was in 1815.
Another German submarine was found by Avengers from USS Guadalcanal at dawn on April 10. U-68 was caught recharging its batteries 300 miles south of the Azores. Three Avengers attacked with depth charges and rockets, resulting in the destruction of U-68. Only one crew member, Hans Kastrup, survived.
USS White Plains steaming in San Diego Harbor, California, upon her return from the central Pacific on March 8, 1944. Photo: NHHC
CVE-61 USS Manila Bay
The USS Manila Bay conducted all of its operations exclusively in the Pacific theater. It was deployed in the invasion of the Marshall Islands in January 1944, and in March 1944, its aircraft were sent against Kavieng and the Bismarck Archipelago. In June 1944, after repairs, it returned to combat during the Marianas campaign, and in October, it provided air support during the attack on Leyte. In December 1944, planes launched from the USS Manila Bay played a similar role in supporting invasion convoys to Mindoro. On January 5, 1945, during the invasion of Lingayen Gulf, the USS Manila Bay was hit by two kamikazes, causing extensive damage and the loss of fourteen men. After urgent repairs, the ship conducted limited operations, returning to full action in May.
CVE-64 USS Tripoli
At the beginning of its service, the USS Tripoli operated in the Atlantic Ocean, primarily engaging German submarines. It was only in January 1945, as it became clear that the war in this theater was coming to an end, that it was transferred to the Pacific, where it remained until the war's conclusion. Nevertheless, its aircraft managed to claim the sinking of the U-513, as described in the instructions for the respective camouflage of this model kit.
USS Gambier Bay (CVE-73) straddled by Japanese shells and falling behind the rest of her task group during the battle off Samar, October 25, 1944. A Japanese cruiser is barely visible on the horizon at the right.
CVE-66 USS White Plains
This ship saw its first action in late May 1944 during the Marianas campaign. It conducted aerial and anti-submarine patrols, and in August 1944, it joined the naval forces preparing for the invasion of Palau, which began on September 15. In October, it participated in supporting the invasion of the Philippines, with its aircraft providing air support for ground troops while engaging in anti-submarine warfare. The USS White Plains also took part in the battles of Leyte and Samar. After repairs, it carried out transport duties between Kwajalein, Hollandia, Ulithi, Saipan, Guam, Leyte, and Pearl Harbor from January 1945 onward. It only returned to combat operations in April 1945 during the amphibious operation on Okinawa, where it dispatched two squadrons of Corsairs from a distance of 100 miles to establish an advanced airbase on the island.
CVE-73 USS Gambier Bay
The USS Gambier Bay, an escort carrier, was sunk during the Battle off Samar in the Leyte Gulf campaign. It played a crucial role in helping repel a much larger attacking Japanese fleet. This event made the USS Gambier Bay the only American aircraft carrier to be sunk by surface gunfire during World War II. It was named after Gambier Bay in the Admiralty Islands near Alaska, and its construction began at the Kaiser Shipbuilding Company in Vancouver, Washington, on November 22, 1943. Captain Hugh H. Goodwin was appointed as its first commanding officer on December 28 of the same year. The ship was referred to as a "bonus ship" because it was the 19th vessel delivered in 1943, even though the shipyard had initially planned to deliver only 16 ships by the end of that year. However, in September, the US Navy requested the shipyard to deliver at least two additional escort carriers. Kaiser initiated a campaign called "18 or more by '44," and ultimately, they delivered not 18 but 19 ships.
USS Nehenta Bay on a cruise during 1944
CVE-74 USS Nehenta Bay
The USS Nehenta Bay’s encounter with Typhoon Cobra illustrates that ships can face severe weather as a significant adversary. An operation planned near Luzon on December 17, 1944, was greatly influenced by the weather. The barometer was falling, and Admiral William Halsey Jr. ordered a series of maneuvers, which eventually led his fleet into the heart of Typhoon Cobra. Wave heights were estimated to reach 18 meters, and after some time, it became clear to the USS Nehenta Bay's commander that maintaining the designated course was impossible, and an alternative course was chosen to protect the ship. The ship was tossed with rolls of up to 37°, a very dangerous situation for a carrier of its class. After changing course, the ship managed to reduce the rolls, but the crew still had to contend with wind speeds of up to 110 knots (176 km/h). When it was all over, the crew could begin assessing the damage. The ship itself emerged with only minor damage, losing three aircraft and one 20mm gun. Later, in early 1945, the ship encountered adverse weather while operating in the South China Sea. Waves as high as 9 meters damaged the structure on the bow, leading to the removal of the catapult. The ship then sailed to San Diego for major repairs. In May, with VC-8 aircraft on board, it joined Task Force 52.1 under Rear Admiral Calvin T. Durgin and supported American forces advancing on Okinawa.
CVE-75 USS Hoggatt Bay
The USS Hoggatt Bay achieved its first success on June 10, 1944. A Wildcat from USS Hoggatt Bay’s patrol spotted an oil slick approximately eight miles (13 km) west of the escort carrier. The destroyer USS Taylor of the Fletcher class was dispatched to investigate and soon detected strong sonar contact. It turned out to be the Japanese submarine Ro-111. USS Taylor dropped two depth charges, and at 15:41, the submarine surfaced 2,500 yards (2,300 m) ahead of the destroyer. It was quickly hit by the destroyer's guns and suffered heavy damage before diving again. After another series of depth charge attacks, two large underwater explosions were heard at 15:58, followed by a large air bubble rising to the surface, confirming the submarine's destruction. During another anti-submarine patrol on July 19, 1944, an aircraft from VC-14 spotted the Japanese submarine I-5. The escort destroyers USS Wyman and USS Reynolds dropped depth charges, which struck I-5, causing it to explode. During the third anti-submarine patrol on July 28, 1944, aircraft crews spotted a surfacing submarine. It was likely the Japanese I-55, located approximately 13 km to the right of USS Hoggatt Bay. USS Wyman and USS Reynolds hit the submarine, and a series of explosions were heard, creating an oil slick on the surface. USS Hoggatt Bay continued to participate in operations around the Philippines and Okinawa after the sinking of I-177 on the night of October 3, 1944.
Starboard bow aerial view of Casablanca-class escort carrier USS Savo Island (CVE-78) underway. Note disassembled aircraft on the flight deck, and camouflage paint scheme.
CVE-78 USS Savo Island
In 1944, the USS Savo Island took part in battles at Leyte and later amphibious operations on Mindanao. In 1945, it performed similar tasks during operations in Lingayen Gulf but did not participate in any major operations thereafter.
CVE-80 USS Petroff Bay
Like the aforementioned ships, the USS Petroff Bay participated in the closing battles in the Pacific. Its most dramatic moments came during the Battle of Leyte, and it played a significant role in the Battle of Iwo Jima. On February 18, military transport ships carrying Marines arrived off the coast, and the next day, they landed on Iwo Jima. During the battle, aircraft from USS Petroff Bay conducted 786 operational flights in support of ground forces. On March 8, 1945, USS Petroff Bay sailed to Ulithi, making a stop in Guam in the Marianas Islands along the way. VC-76 was deployed in Guam, replacing VC-93. Further details are provided in the aircraft assembly instructions.
The Commencement Bay class
Construction of these ships began on May 9, 1944, and although it progressed quickly, several months of testing were required before they were put into service. For this reason, most of the 19 ships ordered (out of a planned 35) had little to no operational service. Many were even canceled before completion.
Typical operation aboard an escort carrier, in this case the US Anzio on May 20, 1945.
Sunk Escort Carriers
CVE-56 USS Liscome Bay – sunk by a torpedo from the Japanese submarine I-175 on November 24, 1943, near Butaritari (Makin).
CVE-73 USS Gambier Bay – as mentioned earlier, sunk on October 25, 1944, during the Battle off Samar.
CVE-63 USS St. Lo - sunk after a kamikaze attack on October 25, 1944, during the Battle of Leyte.
CVE-79 USS Ommaney Bay – sunk on January 4, 1945, after a kamikaze attack.
CVE-95 USS Bismarck Sea - sunk on February 21, 1945, after a kamikaze attack near Iwo Jima.
Explosion on USS ST. Lo (CVE-63) after she was hit be a Kamikaze of Samar on October 25, 1944.
Air war in Ukraine
Ukrainian President Volodymyr Zelensky and Danish Prime Minister Mette Frederiksen in the cockpit of an F-16 as they announce the delivery of these fighters to Ukraine.
The promise of F-16s and Prigozhin’s downfall
Text: Miro Barič
Photos: Ukrainian armed forces, social media and other public sources
In this part of the series, we follow the period from August 1 to August 31, which was really eventfull. Among the most notable happenings is the promise of F-16 fighter deliveries, although things won’t be so hot with them in the short term. The earliest Ukraine will get them is next year, when the first pilots will be trained under accelerated training programme. The second significant event was the death of the owner of the Wagner mercenary group, Yevgeny Prigozhin, exactly two months after his attempted coup.
After several months of speculation, delays and conflicting information about who and when would start training of Ukrainian pilots on F-16, the first news about the provision of these aircraft to Ukraine has arrived. On Sunday, August 20, it was announced that the Netherlands would donate 42 of these aircraft and Denmark would add another 19. On Thursday, August 24, on Ukraine’s Independence Day, Norway also joined in. It had already scrapped its F-16s in early 2022 and sold some of them to Romania, while the rest was stored. Now Norway has announced that it will also provide the aircraft that it manages to return to operational status to Ukraine. It is believed that there will be a maximum of 10 aircraft from Norway.
In total, Ukraine may receive around 70 fighters from these three countries. In all cases, these will be F-16AM Block 20 MLUs. They were produced in the 1980s and the abbreviation MLU means that they have received the so-called Mid Life Upgrade. The cockpit and avionics of these fighters have been upgraded to the standard of the Block 50 version. Pilots were given helmet sights that they can use in close combat maneuvering. However, these do not occur in Ukraine and it probably will not change with the arrival of the F-16s.
Zelensky decorating members of the air force on August 6. A whole series of interesting shots were taken on that occasion. This one shows a Su-27 “White 52” with the numbers retouched out. The MiG-29 “white 22” on the left in the background does not have the number retouched.
Here you can see the Su-27 “white 52” and the MiG-29 “white 22” also with numbers. The Su-27 has a HARM missile under the wing.
The F-16AM Block 20 MLU carries the older AN/APG-66(V2) radar. However, the radar’s computer processor has been significantly upgraded to process data faster and acquire multiple targets at once. The range of this radar is claimed to be 150 km, a value theoretically achieved by the manufacturer under ideal conditions. The actual range of the radar depends on a number of conditions, such as flight altitude or electronic interference from an adversary. Thus, in a real situation, the range of the AN/APG-66(V2) is around 80 km. Ukraine will also not get the latest versions of the AIM-120 AMRAAM missiles with its F-16s, but older ones with a range of around 50–60 km. Even so, this will be an improvement on the current situation. The Ukrainian fighters are armed with R-27 missiles with semi-active radar guidance, which means that the target must be locked during the time the missile is intercepting its target. And this is virtually impossible in a situation where Ukrainian fighters face numerical superiority. The active radar guidance of the AIM-120 missiles is thus a major advance.
Thanks to the F-16s and the AIM-120 missiles, the Ukrainian Air Force will equal the Russian forces. In fact, the radars of Russian fighters and their R-77 missiles have similar parameters – despite the fact that Russian aircraft manufacturers advertise completely different numbers. For example, for the radars of Su-30 fighters, they give a range of 200 to 300 km. However, there is a big difference in the distance at which the radar picks up “something”, at what distance it recognizes what it is, and at what distance the fighter is able to conduct effective combat. That last number is at a similar level to that of the older AIM-120 missiles that Ukraine will receive – around 50 km.
But factor in the strong air defenses operating on both sides and it is clear that the status quo will not change even with the arrival of the F-16s. And that is that neither side’s aircraft are crossing the front line – even getting too close is very dangerous. The F-16 will probably have the advantage over the existing Ukrainian aircraft of better warning sensors and can carry various containers for radio-electronic warfare, but it cannot stand up to strong air defense either.
Zelensky climbed into the cockpit and tried out the pilot simulator.
At the event on August 6 was a Su-24 with the number “white 09” with a thin yellow border. Interestingly it had a SCALP-EG missile with French symbols under the right wing and a Storm Shadow with British symbols under the left wing.
Air combat
The Ukrainians will probably use the F-16s for the same things they now use the Su-27 and MiG-29s for, i.e., to protect airspace in case of penetration by Russian aircraft, to escort other aircraft on attack missions, and to counter suicide drones and cruise missiles. While for the Su-27 and MiG-29 there is limited quantity of spare parts available in the world, the situation is different for the F-16 and it is significantly easier to maintain them in a long-term airworthy condition.
Such use of the aircraft is also indicated by the training of Ukrainian pilots. When the program was being developed, two pilots underwent two weeks of testing in the USA at the end of February and the beginning of March. These were active Ukrainian pilots, one flying MiG-29s and the other Su-27s, to assess the possibility of retraining them. The testing was conducted exclusively on a simulator, where they tried out only one type of mission. It was an aerial combat against one target, or maximum two targets, using two types of weapons – one radar-guided missile (AIM-120 AMRAAM) and one infrared-guided missile (AIM-9 Sidewinder).
It is not possible to learn anything else during the accelerated training that the Ukrainians undergo. The first group could complete the conversion as early as the turn of this year and next year. These are the ten pilots with the best English. It is language proficiency that is the most limiting factor, not only for pilots, but especially for ground staff. It also follows that Ukraine will not receive the aforementioned 70 F-16s all at once, but gradually, as groups of pilots complete their training.
A PPDS drone from the Australian company Sypaq Corvo is made of cardboard. It can carry 5 kg of explosives.
Ground attacks as a matter of time
In addition to the experienced pilots, who are to be trained as early as possible, there is also going to be a group of complete novices who will receive comprehensive pilot training lasting two years. These will apparently also receive training for specialized missions with guided air-to-ground weapons. The Ukrainians are already launching both AGM-88 HARM anti-radar missiles and JDAM-ER guided bombs from their old Soviet aircraft. However, they can only use them in a limited mode. They can only program them on the ground before takeoff, so the pilot cannot change the target coordinates during flight. When used this way, the HARM missile, for example, will guide itself to the first radar it detects. If the Ukrainians get the AN/ASQ-213 HTS (HARM Targeting System) guidance container on their F-16s, the pilot could choose the most important radar to hit from a number of enemy radars detected.
The F-16 cannot carry the Franco-British Storm Shadow/SCALP-EG cruise missiles, which the Ukrainians are using effectively, and there is no talk yet of possible US deliveries. What it can carry, however, are Harpoon anti-ship missiles, which Ukraine also already has. And that’s not good news for Russia’s badly beleaguered Black Sea Fleet.
Crimea “locked”
Speaking of the Black Sea and Storm Shadow missiles, these are among weapons that allow Ukraine to gradually gain superiority over the western part of the sea and attack Crimea even without a strong navy. Already on Sunday, August 6, two bridges connecting Crimea to the Kherson region were hit and seriously damaged by Storm Shadow missiles. These were the important Chonkhar Bridge in the north-west of Crimea and the smaller Henichesk Bridge, which leads to the Arabat Spit in the north-east of the peninsula. The destruction of these bridges would sever Crimea’s links with the frontline areas in southern Ukraine.
Burning Il-76 at Pskov airport after the night attack on August 29.
The destruction of the Kerch Bridge would then cut off the whole of Crimea for good, which could then only be supplied by ships. The Ukrainians regularly try to do this as well. During the reporting period, they attacked this bridge on Saturday, August 12, with S-200 missiles. These are old anti-aircraft missiles from the 1960s, which Ukraine decommissioned in 2013, but kept in storage and now uses as ballistic missiles after modification (presumably they have new GPS guidance fitted). In this role, they have a range of up to 400 km. The missiles are 11 m long and weigh almost 8 tones. At Mach 4, they thus have tremendous kinetic energy on impact. They also carry a warhead with 217 kg of explosive. Ukraine has already used them in July in attacks on an industrial facility in the Briansk region and on the Morozovsk airport in the Rostov region. In the August attack, three S-200 missiles were aimed at the Kerch Bridge. According to the Russian side, they were all destroyed in time by air defenses. The smoke that appeared on the bridge was only a precautionary protective measure. Interestingly, however, two streaks of black smoke were also visible in the white smoke screen.
On Wednesday, August 23, Ukrainian missiles hit and partially destroyed a battery of S-400 anti-aircraft system in Olenivka on the Crimean coast (about 120 km north of Sevastopol and 140 km south of Kherson. In doing so, they probably used Neptune missiles developed for anti-ship warfare but also capable of hitting targets on the coast. But that was not all – the next day (or night) Ukrainian special forces landed on the coast between Olenivka and Mayak. They completed the work of destruction and raised the Ukrainian flag in Crimea (August 24 was a Ukrainian national holiday). The Russians claim to have killed all the Ukrainian soldiers in this action; the Ukrainians claim to have pulled back without casualties. All that is certain is that the S-400 battery was destroyed. Ukrainian troops from boats also seized four oil platforms, on which the Russian had radars mounted, in the Black Sea during August. All of this is leading to the blinding of Russian defenses and a greater intensity of Ukrainian attacks on Crimea, which we will address in a follow-up.
A burning Russian Tu-22M3 bomber at Solcy-2 airfield. The Russian side initially claimed that it was only slightly damaged in the attack on August 19.
Attacks on airports
Ukraine has not only attacked Crimea, but also Russian territory on the opposite side. In addition to the ongoing drone campaign against Moscow, the attacks on Russian airports are of particular interest for the topic of this series. On Saturday, August 19, the Solcy-2 base in Novgorod region, 620 km from Ukraine, was attacked in broad daylight. At first Russia admitted to the damaging of one bomber, but then photographs emerged showing that one Tu-22M3 bomber was burned to the ground in this attack. Satellite images later confirmed that the base had been evacuated and the remaining bombers had flown further north.
Two days later, on Monday, August 21, the Shaykovka base in the Kaluga region, from which Tu-22M3s also operate, was also attacked. Ukrainian intelligence claimed that in both of these attacks two bombers were destroyed and two damaged. The Russian side confirmed the attack on the Shaykovka airfield, adding that all Ukrainian drones were destroyed. We will probably not know how it really happened until a long time from now, as was the case with the attack on the Diaghilevo airfield near Ryazan. This was attacked by Ukrainian Tu-141 Strizh drones in December 2022. Shortly after the attack, the destruction of one vehicle and damage to a Tu-22M3 bomber was photographically confirmed. The Russian side also confirmed at the time that three Russian soldiers had lost their lives. Now, however, Russia has issued an international arrest warrant for Ukrainian Colonel Serhiy Burdenyuk, who commands the 383rd unmanned aerial vehicle regiment. These Russian documents include a detailed description of the December 5, 2022, action, according to which the Ukrainian attack at the Diaghilevo base damaged not one, but three Tu-22M3 bombers. Two buildings and two vehicles were also hit, and in addition to the three dead soldiers, seven others were wounded. By the way, Russia is looking for Burdenyuk on suspicion of “organizing illegal Ukrainian drone incursions into Russian airspace.” So, what is Russia doing in Ukraine as of February 24, 2022, then?
The Ukrainians pulled off a stunt on Tuesday, August 29, when they hit the airport in the city of Pskov. This is located 700 km from Ukraine, near the Estonian border. The result of this action is also presented differently by the two sides. Russia has admitted that four Il-76 transport aircraft were damaged, Ukraine claims that four aircraft were completely destroyed and two damaged. In all likelihood, two of the Il-76s were completely burnt out, as confirmed by the videos, and the other two were damaged. These were hit at the point where the fuselage joins the centerplane but did not catch fire. Satellite images show large holes in the upper part of their fuselages.
According to unconfirmed information, up to 20 drones attacked Pskov. They were supposed to be PPDS drones manufactured by the Australian company Sypaq Corvo. These drones are made of paper and are supplied as a jigsaw puzzle. They are powered by an electric motor, with which they have a range of 120 km and can carry 5 kg of explosives. This means that someone must have launched these drones from Russian territory during the attack on Pskov ...
The Australian government has been providing PPDS drones to Ukraine since the spring of this year. The advantage is the low cost due to the material being waxed cardboard. It also makes the drone virtually undetectable by radar. The Ukrainians also used them in an attack against the Khalino airfield in the Kursk region on the night of 26–27 August, where, according to Ukrainian counterintelligence, five fighter jets were hit, as well as two radars and two air defense systems. However, this information remains unconfirmed.
Tire protection
All these successful attacks on airports have led to a bizarre countermeasure on the Russian side. Satellite images of tire-covered aircraft have emerged from several bases. These were mainly Tu-95 and Tu-160 bombers, but also Su-34s. It is not clear what the Russians intend by this – whether it is to protect against explosives or whether the tires distort the radar or infrared image of the aircraft in the drones’ sensors. It is also possible that they are testing something else entirely. Either way, the tires seem to have only appeared on aircraft that are not airworthy and serve as a source of spare parts. Several Tu-95s, for example, are missing propellers or entire engines, and even the tire-covered Su-34 has its engines removed. Perhaps the Russians want to protect aircraft that do not change position and are therefore easily detected by reconnaissance.
After the Ukrainian drone attacks, some Russian aircraft were given protection from old tires. Maxar’s satellite image shows a Tu-95 with its propellers dismantled.
Rubber protection was also given to this Su-34 with its engines dismantled.
Ukrainian losses
Ukraine did not only achieve success in attacks on Russian airfields during the reporting period. While the previous month of July was completely free of losses in the air, August was particularly bad for the Ukrainian air force. It started as early as August 1, when a Mi-8 was shot down near Mykhailivka in Kherson Oblast. The video shows that the low-flying helicopter caught fire after being hit and made an emergency landing. On the ground it then burned completely. The fate of the crew is unknown.
On Friday, August 25, two Aero L-39 Albatros aircraft from the 40th Tactical Air Force Brigade collided. The wreckage of the aircraft crashed near the village of Sinhury in the Zhytomyr region. All three pilots – Major Vyacheslav Minka, Major Serhiy Prokazin and Captain Andriy Pilshchikov – were killed. The latter had the call sign “Juice” and was the face of a campaign demanding the delivery of F-16 fighter jets to Ukraine. He was killed just as this Ukrainian pilots’ dream was beginning to become a reality.
Ukrainian Mi-8 in action.
Originally a Slovak Mi-17 helicopter (ex 0844).
All three named were MiG-29 fighter pilots, and at the time of their deaths, Ukrainian media reported that they had died in combat flight, which would suggest action against the Shahed-136 kamikaze drone. However, they later reported that the aircraft collided in a violent maneuver while practicing aerial combat.
Another crash came on Tuesday, August 29, near Kramatorsk in the Donetsk region. Two Mi-8 helicopters from the 18th separate brigade of the army air force crashed there during a combat mission, killing all six airmen on board – Colonel Viktor Opanasiuk, Captain Yuri Anisimov, Captain Yevgeny Kysil, Captain Vladyslav Rymar, Lieutenant Commander Ivan Yarovoy and Lieutenant Commander Valentyn Vorobets.
Ukrainian MiG-29 fighter jets. Their pilots will eventually see them replaced by F-16s.
Austrian military expert Tom Cooper said in this context that this was an unintended side-effect of the successful Ukrainian artillery campaign. The latter has managed to successfully suppress the Russian artillery, which is losing 20–30 barrels a day. Every time the Russian artillery makes a sound, it faces Ukrainian anti-artillery fire. Therefore, the Russians have to replace artillery with drone attacks and air force attacks that uses glide-guided bombs. The attack aircraft are accompanied by fighter jets, and it was on one such flight that a Russian Su-35 intercepted a pair of Ukrainian helicopters. Their pilots were informed of the presence of the Russian fighter and attempted to land and thus avoid it but collided. The Russian side claims that the Mi-8s were shot down. Their wreckage in the footage is close together, so the more likely version is that they collided while attempting an emergency landing.
Two Ukrainian Albatroses with the numbers “blue 102” and “blue 107” collided near the village of Sinhury on August 25.
Three pilots, including Captain Andriy Pilshchykov, were killed in the Albatroses collision.
Russian losses
The Russian side also suffered heavy losses in August. The list of destroyed Ka-52 helicopters was extended again. One was shot down on Monday, August 7, in the Robotyne area and both crew members were killed. Another one was destroyed on Thursday, August 17, near Novoprokopivka. This time the pilot managed to use the ejection seat and was rescued by an accompanying Mi-8 helicopter. Both Ka-52s were shot down by members of the Ukrainian 47th Mechanized Brigade.
Non-combat flight losses are also on the rise, which may be contributed to by poor maintenance during the war as well as mistakes by overworked pilots. On Sunday, August 12, a crew of Su-30SMs from the 4th Independent Regiment of Naval Assault Aviation performed a low overflight near the village of Urgyumovo in the Kaliningrad Region. It crashed into the ground and both pilots were killed. On Monday, August 14, an L-39 Albatros trainer crashed at the Khanskaya base in the Adygeya Republic in the Caucasus. Colonel Vadim Gurov was killed, and the other crew member was injured. And on Tuesday, August 29, a Mi-8 helicopter of the FSB border guard crashed in the Chelyabinsk region. The three-member crew did not survive the crash.
Wreckage of a Russian Ka-52 helicopter shot down by the Ukrainian 47th Mechanized Brigade near Novoprokopivka on August 17.
Defection with a helicopter
In addition to these losses and the aforementioned aircraft destroyed at airfields, the Russian armed forces also lost one aircraft in a defection for the first time in this war. Ukraine has been trying to motivate Russian pilots with the promise of money and safety for their whole family since the beginning of the conflict. In August, the pilot of a Mi-8AMTS helicopter with the fuselage number “Red 62” and the code designation RF-04438 responded. Maxim Kuzminov of the 319th Independent Helicopter Regiment was in contact with the Ukrainian intelligence that got his family abroad. He then flew the helicopter himself to the Kharkiv region of Ukraine. The other two crew members were unaware of his plan to defect and were killed by Ukrainian soldiers after landing. According to some reports, they tried to flee; according to others, they made a last-minute effort to prevent Kuzmin from deserting.
The Russian pilot received a reward of half a million US dollars, a new identity and a job. The new Mi-8AMTS has been incorporated into Ukraine’s forces. After landing, Kuzminov talked about the absurd conditions in the Russian armed forces. For example, the commander of his unit had his cat flown in by a Mi-8 helicopter, which was additionally accompanied by Mi-24 as an armed escort during this “mission”.
Russian Mi-8AMTS with fuselage number “Red 62” and code designation RF-04438 shortly after landing on Ukrainian territory.
Pilot Maxim Kuzminov of the Russian 319th Independent Helicopter Regiment defected to the Ukrainian side.
Mi-8AMTS “Red 62” in Ukrainian service with Russian markings obliterated.
Revenge after two months
The death of Yevgeny Prigozhin, the owner of the Wagner mercenary group, can also be counted among the losses related to the war in Ukraine. He was killed in a plane crash along with other members of his mercenary leadership exactly two months after the failed coup attempt. The private Embraer EMB-135BJ Legacy 600, registration RA-02795, was flying from Moscow to St Petersburg on Wednesday, August 23, when it broke into three parts after an explosion and crashed near the village of Kuzhenkino in the Tver region, some 100 km north of the Russian capital.
The plane’s crash was caught on video. Two condensation trails and a puff of white smoke were visible in the sky, followed by two explosions, according to witnesses. Then the fuselage of the plane was seen falling to the ground without one half of the wing and without tail. During the crash, it twisted wildly in the air – just like the Il-22M shot down by the Wagners on June 24 during the march on Moscow. The fuselage, wing and tail fell on different places within a radius of three kilometers. The fuselage burned up after impact, killing all ten people on board. In addition to Prigozhin, these included his deputy and well-known neo-Nazi Dmitry Utkin and Wagner’s logistics chief Valery Chekalov. The two pilots and a stewardess also perished. If this was a political assassination, there was state terrorism in Russia regardless of these innocent victims.
Wagner channels reported that the plane was shot down by anti-aircraft missiles. Some Western sources are leaning towards a bomb explosion on board. Traces resembling shrapnel holes could be seen on the wreckage. The Russian authorities are not making much effort to investigate. A request for access by Brazil manufacturer Embraer has been rejected. And a video taken shortly after the crash showed the severed wing being dragged along the ground by a tractor from the impact site. Behind it, two men were walking and picking up pieces of the wing that had broken off in that dragging. So much for some pretence of trying to investigate the disaster.
Burning wreckage of the Embraer EMB-135BJ Legacy 600 with registration RA-02795 in which Prigozhin and other members of the Wagner leadership died.
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- 1058573.pdf
Info EDUARD