Info EDUARD

Monthly magazine about history and scale plastic modeling.

11/2023

Good Day, Dear Friends We find ourselves in the same situation with November’s new releases as we did with the October ones, in that they also have been available for purchase a couple of weeks ahead of the newsletter announcement, meaning that they will already be known to a large percentage of readers and perhaps even in their possession.

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    INFO Eduard
    # 165
    e-magazine FREE Vol 22 November 2023
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    INFO Eduard
    # 165
    e-magazine FREE Vol 22 November 2023
    © Eduard - Model Accessories, 2023
    FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!
    This material may only be used for personal use. No part of the text
    or graphic presentations can be used in another publication in any other media
    form or otherwise distributed without the prior written
    permission of Eduard - Model Accessories and authors involved.
    Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.
  • Page 3

    eduardeduard
    NOVEMBER 2023
    CONTENTS
    EDITORIAL
    KITS
    BRASSIN
    PHOTO
    -
    ETCHED SETS
    HOW TO WORK WITH PHOTO
    -
    ETCHED
    BIG ED
    BUILT
    ON APPROACH
    December 2023
    TAIL END CHARLIE
    HISTORY
    BOXART STORY
    Fw 190A-7 ProfiPACK 1/48
    WUNDERSCHÖNE NEUE MASCHINEN pt.2 Limited 1/72
    F6F-3 Hellcat Weekend 1/48
    Tempest Mk.V Series 1 Weekend 1/48
    Fokker Dr.I ProfiPACK 1/72 Re-release
    Bf 109G-6/AS ProfiPACK 1/48 Re-release
    Wellington Mk.Ic 1/72
    Tales of Iwojima 1/48
    WUNDERSCHÖNE NEUE MASCHINEN
    -
    Bf 109G-2/G4
    The Story” -
    Somewhere in England, August 10, 1944
    221st Tactical Flight.
    Fighting With the Albatros...
    Air War over Ukraine
    -
    Defeat of the Black
    Sea Fleet
    The 201st victory
    Greenies from Green island
    Cormeilles-En-Vexin
    The firespitter
    Moskitojagd
    4
    6
    36
    42
    80
    96
    104
    116
    122
    126
    148
    Published by Eduard-Model Accessories, spol. s.r.o.
    Mírová 170, Obrnice 435 21
    support@eduard.com www.eduard.com
  • Page 4

    Good Day, Dear Friends
    We find ourselves in the same situation
    with November’s new releases as we did with
    the October ones, in that they also have been
    available for purchase a couple of weeks ahead
    of the newsletter announcement, meaning that
    they will already be known to a large percentage
    of readers and perhaps even in their possession.
    Some modellers may be putting them together,
    and some of the items may even be built already.
    With the Bf 109 G-2 or G-4 in 72nd scale, this is
    not a difficult concept to grasp. From my own
    experience, I can confirm that this little thing
    comes together on its own, presents no pitfalls,
    nor does it hide any nasty surprises. Not that I'm
    one of those who can say they built this kit. I did
    slap it together, but didn't paint it, and I wouldn't
    even bother with weathering for what I needed to
    do with it. But the gluing of the kit, kind of halfway
    to building the model, is something I practice quite
    regularly, because it doesn't hurt when the head
    of the company knows what he's actually selling.
    And I'll also openly admit that I do the same with
    competitor’s kits, because knowing what the
    competition actually creates and puts out there is
    also good to know.
    Kits
    Wunderschöne neue Maschinen Pt.2 is the
    name of the 72nd scale Limited Edition kit,
    covering an important developmental period of
    the Messerschmitt Bf 109, namely the first Bf 109
    Gs. The Bf 109 designation changed from F to G
    after a new Bf 109 F-4 airframe had a DB 605A
    engine installed. You can read about it, if you
    should so wish, in my article on the subject in this
    issue of the newsletter, and if, after reading it , you
    are left with the impression that although the kit
    presents none of the aforementioned nastiness in
    construction, the original builders and designers
    seem to have laid plenty of traps for future
    researchers, then good, because that is what
    a part of the intent of the text was. The fact is that
    the two basic types, the G-2 and G-4, do not have
    clearly defined technical characteristics. Apart
    from a few minor details, the problem is that the
    G-4 got new, larger wheels, and with them, fairings
    on the upper wing over the wheel wells, and
    a non-retractable, larger, tailwheel. This sounds
    obvious, but in reality some of the older G-4s, and
    there were not just a few of them, still had the old
    smaller wheels and had no fairings on the wing.
    To make matters worse, older G-2s received bulged
    wings and new larger wheels during overhauls.
    This created a nice mess in the genome of the G-2
    and G-4 types, including the G-1 and G-3, which
    were machines with
    a pressurized cockpit,
    from which there is
    practically no way out
    without knowing the serial
    number of the aircraft
    of interest. Fortunately,
    the serial number can be
    found for a large number
    of Bf 109 Gs, God bless
    German precision. That carried with it its own
    price too, but we'll get to that in a few months.
    In January to be exact, when we start looking at
    the Messerschmitt Bf 109 G-6. It will be a blast,
    literally on all fronts, and you can certainly look
    forward to it!
    In the kit, we simplified the problem of
    differentiating between these complex issues
    between the Bf 109 G-2 and G-4 by strictly
    following the rule, when deciding on markings
    options, that for the G-2 we only chose aircraft
    without the upper wing wheel well fairings, and
    for G-4 only those with them. But as nobody’s
    perfect, we made one small mistake in depicting
    the Finnish Bf 109 G-2 coded MT-213 with the
    fairings in the color scheme, but there is no
    need to think too much about it. In fact, she flew
    without them, apparently even after general
    overhaul. This also eliminates a lot of thinking
    about the combination of different parts, there is
    enough in this kit to build one G-2 and one G-4.
    There are 14 marking options available, seven
    for each version. If you would like to build more
    than two models, Overtrees are available, even in
    a discounted Bundle offer.
    The following information has a lot in common
    with what I wrote above, and it's not just that it's
    also a German subject. In the ProfiPACK 1:48th
    scale line, we present the Focke-Wulf Fw 190A-7.
    Perhaps unbelievably, this is a type that we
    have never released before in the new tooled
    Fw 190 A line. At the same time, it is not such
    a peripheral type, with some 700 units having been
    produced, which is comparable to, for example,
    the A4, of which 970 were built. The truth is that
    the A-7 was, like the A-6 and also like the Bf 109
    G-2 and G-4, a transitional type, a precursor to
    the mass-produced Fw 190A-8. And what it also
    has in common with the small Bf 109 G-2/G-4 is
    the design of the kit. They both look the way we
    imagine a plastic kit should look, they are exactly
    the kind of products we want to produce and sell.
    Other kits released in November also fit into
    the concept described above. Both 48th scale
    Weekend kits have a balanced composition of
    colour options. The F6F-3 Hellcat has the usual
    four markings, three American, two of which are
    iconic, by which I mean Alexander Vraciu's White
    32 and the sharkmouthed Hellcat of VF-27 from
    the aircraft carrier USS Princeton from October
    1944. Also included is the British Hellcat Mk.I,
    and that is included because, for one, it further
    diversifies the markings offered in the kit, and
    two, we will almost certainly not release British
    Hellcats as a separate item.
    Similarly, we have the Tempest Mk.V Series
    1, which is somewhat out of line with the six
    marking option formula set out for the Weekend
    edition kits. This is because the famous Tempest
    of No.150 Wing RAF Commander Roland Beamont
    is depicted in three stages of development in its
    markings, from the period before the Invasion,
    through the markings from the beginning of it,
    specifically from June 8th, 1944, to the period
    between June and July, 1944. Overall, all markings
    cover a longer period of time from April, 1944 to
    January, 1945.
    With respect to reissues, we present two
    vintage releases, the 72nd scale Fokker Dr.I,
    which as a type still holds the top spot as our
    best-selling 72nd scale model, and the 1:48th
    Bf 109 G-6/AS. This one is also selling well, and to
    be honest, it's one of my (forgiven) mistakes and
    miscalculations. I once considered these versions
    of the Messerschmitt 109s with DB 605AS engines
    to be marginal and commercially uninteresting
    types. Fortunately, reality later proved me wrong.
    For Fokker Dr.I we have modified the cover box
    art according to the latest research, details and
    reasons for this can be found in the Box Art Story
    by Richard Plos.
    And we're not done with kits yet. With the
    second edition, the recently sold out Wilder Cat is
    back on sale, the 48th scale licensed FM-2 Wildcat
    version, and from the beginning of November, the
    48th scale Profi;PACK MiG-21PFM will be on sale
    as well. There are only 310 of these left in stock.
    And while I'm on the subject of licensed Wildcats,
    I'd like to remind you that we're releasing the FM-1
    in December. We already have the box art, which
    in my opinion is one of our most beautiful box arts
    to date.
    EDITORIAL
    INFO Eduard4
    November 2023
  • Page 5

    MASKS, PHOTOETCHED, SPACE and LOOKs
    From the masks, I would like to draw your
    attention to two sets covering F-35A RAM panel
    masking for Tamiya's 1:72nd scale F-35A kit.
    We have both classic single and double-sided
    canopy masks for the Sea King in 1:48th scale
    from Airfix. For the F-14B in the same scale from
    GWH, there is only a double-sided mask (TF) being
    made available and only for the windscreen,
    which is dictated by the design of this feature
    for this model, where the canopy frame and the
    glass are molded separately. In 1:32nd scale,
    canopy masks for the MC-202 from Italeri and the
    TBD-1 Devastador from Trumpeter are available.
    We also offer photoetch sets for these kits, with
    the Sea King sets total three for three different
    versions of this famous helicopter. The Space
    and Look sets have a similar setup, and in the
    Space line we have added three sets for the three
    versions of Airfix’s 48th scale Hunters.
    EDDIE THE RIVETER
    I also have to mention three sets of generic 3D
    decals with triple rows of rivets, in 1:32, 1:48 and
    1:72 scale, for November. We've already launched
    decal sets with single and double rows of rivets,
    which are followed up by November's positive
    rivet sets.
    BRASSIN
    We are adding to the Brassin line with cockpit
    and bronze landing gear sets for the 48th scale
    Bf 109K-4 of our making. Also on offer are some
    72nd scale Bf 109 G-2/G-4 mini kits for the
    Wunderschöne neue Maschinen Pt.2 kit, as well
    as four new 72nd F-35A sets for the Tamiya kit.
    Between them are two larger sets, the exhaust
    and cockpit, and two smaller ones, the seat
    and wheels. The fact that we issue the seat as
    a separate set does not mean that the cockpit
    does not have a seat, of course, as it is also part
    of the cockpit. The 48th scale seat for the A-1J
    Skyraider (Tamiya) with integrated seatbelts
    is interesting. This is a kind of test, we are
    investigating what interest there would be in
    seats with integrated printed belts. For the
    Su-25K in 1:48 scale, we have the UB-32 rocket
    pod set, suitable for both the original Zvezda kit
    and our limited edition ‘Hrabe’ (Rake), and for
    the same kit is the BIGSIN Su-25K Armament
    set, containing four sets of missiles, bombs and
    launchers (OFAB-250 bombs, B-8M1 and UB-32
    rocket pods, R-60 air-to-air dogfighting missiles
    and S-24 air-to-ground rockets). In this case, they
    are mostly cast items. In November's range you'll
    find a number of other smaller sets, as well as
    sets from the BIGED, BIGSIN and LööKplus ranges.
    Further information on these is presented below.
    Articles
    Mira Barič's series on the air war over Ukraine
    continues in today's newsletter. It is slowly but
    surely moving over Russia, and I believe that
    the time is approaching when the war will end
    with the expulsion of the Russian army from
    all of Ukraine. However, Ukraine is currently
    overshadowed by the events in the Middle East,
    which began on October 7th with an attack on
    Israel by Palestinian terrorists from their Hamas
    leadership. It is perhaps not so surprising that
    the scale of these crimes committed against
    civilians, women and children, comparable to
    the atrocities committed by the SS during the
    Second World War, shows the inability of many
    Western politicians, organizations and even
    state institutions to call a murder a murder, call
    terror terror and a criminal, a criminal. How
    long throughout history have we known that
    dismissing and shrugging off evil only brings
    more evil? We have seen so many times that evil
    comes out of its hiding places at similar moments
    to do its incredibly repulsive deeds to fulfill its
    warped agendas. I would still understand that
    members of the Arab communities in Western
    Europe are demonstrating for Palestine, but
    that the BBC would not dare to call a terrorist
    a terrorist, I would never have thought that in
    my wildest dreams. Winston Churchill must be
    rolling in his grave!
    The development of the Messerschmitt Bf 109
    is covered in the article ‘Wunderschöne neue
    Maschinen – Messerschmitt Bf 109 G-2 & G-4‘.
    It has already been mentioned here and it is
    quite clear what it is about. Also today we have
    an article by Ed Mautner, a story of his father's
    wartime fortunes. The history of the Aero L-39
    is covered in an article by Tomas Dedera, and
    we have a modelling article about working with
    photoetched brass by Jakub Nademlejnský. We
    have four box art stories, dedicated to the cover
    images of the Fw 190A-7, Tempest Mk.V Series 1,
    F6F-3 Hellcat and Fokker Dr. I kits.
    And with that, I wish you a good read with our
    newsletter, and we hope to see you at Telford!
    Happy Modelling!
    Vladimír Šulc
    INFO Eduard
    5
    November 2023
  • WUNDERSCHÖNE NEUE MASCHINEN

    After the successful operational use of the Bf 109 F-2 and F-4, powered by the updated DB 601N and DB 601E engines in 1941 and 1942, further development of the Bf 109 was based around the new DB 605A engine, a fuel injected inverted V-12 developed from the DB 601E. The designers most significantly increased its displacement from 33.9 l to 35.7 l by raising the cylinder bore by 4 mm

    Messerschmitt Bf 109 G-2 & G-4
    Vladimír Šulc
    After the successful operational use of the
    Bf 109 F-2 and F-4, powered by the updated DB
    601N and DB 601E engines in 1941 and 1942, further
    development of the Bf 109 was based around the
    new DB 605A engine, a fuel injected inverted V-12
    developed from the DB 601E. The designers most
    significantly increased its displacement from
    33.9 l to 35.7 l by raising the cylinder bore by
    4 mm. The compression ratio of the DB 605A
    was 7.3:1 for the left cylinder bank and 7.5:1 for
    the right, compared to 7:1/7.2:1 on the DB 601E.
    The highest boost pressure for both engines
    was the same, 1.42 atm for takeoff and emer-
    gency modes, but thanks to the modernization
    of the compressor, the speed of which was now
    automatically controlled by a hydro-mechan-
    ical clutch governed by barometric pressure
    at different altitudes, it was possible to maintain
    a constant boost pressure at different heights.
    This meant that the boost pressure did not drop
    with increasing altitude. All this, along with
    a change in the valve timing and other modi-
    fications, helped increase the maximum rpm
    from 2,700 to 2,800 at takeoff. Maximum power
    at takeoff rose to 1,454 hp compared to 1,331 hp
    for the DB 601E. Combat power at 18,700ft was
    Photo above: Bf 109 G-2 W.No. 14246. The machine has the
    smaller landing gear wheels (650x150), with retractable
    smaller tail wheel (290x110) and no bulges above the under-
    carriage wheel well on the upper surface of the wing. [SDASM]
    Bf 109 G-2
    Bf 109 G-4
    1,232hp, with emergency boost at the same al-
    titude rated at 1,336hp, compared to 1,183hp
    in combat and 1,300hp emergency at 15,750ft for
    the DB 601E.
    These changes led not only to an increase
    in performance, but also to a slight increase
    in weight from 700 to 756kg. The engine used 87
    octane B4 aviation fuel and drove a Type 9-12087
    propeller with wider blades. Due to the need for
    more efficient cooling of the more powerful en-
    gine, a larger Type 9-6150 (Fö 870) oil cooler, the
    same as that installed in the Bf 109 F-4/Z, was
    used. Interestingly, neither the Bf 109 G-2 nor
    the G-4 are documented as using the GM-1 and
    MW-50 booster systems, which were used on
    both the Bf 109F and the later Bf 109 G-6.
    The first production version of the Bf 109 G-2,
    manufactured from May, 1942 initially at WNF and
    then also at Messerschmitt in Regensburg and
    at ERLA in Leipzig from June, was visually very
    similar to the Bf 109 F-4, but in fact introduced
    a number of changes. First of all, the fuselage
    structure was strengthened, especially in the
    area of the engine bulkhead and in the rear part
    of the aircraft between the 8th and 9th fuselage
    bulkheads, where the need for strengthening
    was evident already in the Bf 109 F-4. There were
    changes in the cockpit, the bulkhead between the
    cockpit and the space for the MG 17 machine guns
    was redesigned and strengthened. While the
    Bf 109F had a zippered canvas separator between
    the instrument panel and the fuselage machine
    gun compartment, the Bf 109 G-2 and subse-
    quent versions of the 109G had this partition
    made from an aluminum casting, which better
    sealed the cockpit from exhaust gases from the
    engine compartment and fumes from when the
    guns were fired, which was one of the persistent
    problems throughout the development of the
    Bf 109. On the sides of this partition were air-
    tight openings that could open and closed giving
    access to the MG 17 machine gun breeches and,
    if necessary, manually cock them. In the middle
    of the bulkhead were two sealed passages for
    the shaft of the propeller adjustment mechanism
    and for the mechanical tachometer. The main
    fuselage tank was modified to hold 400 liters of
    fuel and had armor plating composed of several
    layers of aluminum sheet and was covered with
    a three-layer rubber coating, which could seal
    punctures from rounds of up to 12.7mm caliber.
    The tank filler neck moved from under the left side
    of the canopy to between the second and third
    fuselage bulkhead. Optically and structurally, the
    canopy underwent significant changes, which re-
    sulted in the characteristic robust framing with
    an integrated armored glass panel at the front.
    The front plate of the windscreen was equipped
    with fuel spray. Spraying was started by a cock
    on the instrument panel which could only be
    opened in flight. The wing structure including the
    landing gear was strengthened, the tail wheel re-
    mained retractable with a tire size of 290 x110mm.
    The main landing gear of the G-2 retained the
    wheels with tire dimensions of 650 x150mm, the
    same as those of the Bf 109 F-4.
    A significant change was the standardiza-
    tion of fasteners for the mounting of weapons
    and equipment on the airframe, which facili-
    tated the later modernization of the aircraft to
    higher versions with the help of modernization
    kits (Rüstsatzen). This design strategy was re-
    tained for all G-version sub types from the G-2
    to the G-10, and allowed the airframes of older
    machines to be suitable candidates for conver-
    HISTORY
    INFO Eduard6
    November 2023
  • Page 7

    Bf 109 G-2
    Bf 109 G-4
    1,232hp, with emergency boost at the same al-
    titude rated at 1,336hp, compared to 1,183hp
    in combat and 1,300hp emergency at 15,750ft for
    the DB 601E.
    These changes led not only to an increase
    in performance, but also to a slight increase
    in weight from 700 to 756kg. The engine used 87
    octane B4 aviation fuel and drove a Type 9-12087
    propeller with wider blades. Due to the need for
    more efficient cooling of the more powerful en-
    gine, a larger Type 9-6150 (Fö 870) oil cooler, the
    same as that installed in the Bf 109 F-4/Z, was
    used. Interestingly, neither the Bf 109 G-2 nor
    the G-4 are documented as using the GM-1 and
    MW-50 booster systems, which were used on
    both the Bf 109F and the later Bf 109 G-6.
    The first production version of the Bf 109 G-2,
    manufactured from May, 1942 initially at WNF and
    then also at Messerschmitt in Regensburg and
    at ERLA in Leipzig from June, was visually very
    similar to the Bf 109 F-4, but in fact introduced
    a number of changes. First of all, the fuselage
    structure was strengthened, especially in the
    area of the engine bulkhead and in the rear part
    of the aircraft between the 8th and 9th fuselage
    bulkheads, where the need for strengthening
    was evident already in the Bf 109 F-4. There were
    changes in the cockpit, the bulkhead between the
    cockpit and the space for the MG 17 machine guns
    was redesigned and strengthened. While the
    Bf 109F had a zippered canvas separator between
    the instrument panel and the fuselage machine
    gun compartment, the Bf 109 G-2 and subse-
    quent versions of the 109G had this partition
    made from an aluminum casting, which better
    sealed the cockpit from exhaust gases from the
    engine compartment and fumes from when the
    guns were fired, which was one of the persistent
    problems throughout the development of the
    Bf 109. On the sides of this partition were air-
    tight openings that could open and closed giving
    access to the MG 17 machine gun breeches and,
    if necessary, manually cock them. In the middle
    of the bulkhead were two sealed passages for
    the shaft of the propeller adjustment mechanism
    and for the mechanical tachometer. The main
    fuselage tank was modified to hold 400 liters of
    fuel and had armor plating composed of several
    layers of aluminum sheet and was covered with
    a three-layer rubber coating, which could seal
    punctures from rounds of up to 12.7mm caliber.
    The tank filler neck moved from under the left side
    of the canopy to between the second and third
    fuselage bulkhead. Optically and structurally, the
    canopy underwent significant changes, which re-
    sulted in the characteristic robust framing with
    an integrated armored glass panel at the front.
    The front plate of the windscreen was equipped
    with fuel spray. Spraying was started by a cock
    on the instrument panel which could only be
    opened in flight. The wing structure including the
    landing gear was strengthened, the tail wheel re-
    mained retractable with a tire size of 290 x110mm.
    The main landing gear of the G-2 retained the
    wheels with tire dimensions of 650 x150mm, the
    same as those of the Bf 109 F-4.
    A significant change was the standardiza-
    tion of fasteners for the mounting of weapons
    and equipment on the airframe, which facili-
    tated the later modernization of the aircraft to
    higher versions with the help of modernization
    kits (Rüstsatzen). This design strategy was re-
    tained for all G-version sub types from the G-2
    to the G-10, and allowed the airframes of older
    machines to be suitable candidates for conver-
    HISTORY
    INFO Eduard
    7
    November 2023
  • Page 8

    sion to higher standard versions. It also made
    it easier to train and maintain staff on later
    variants. All versions of the Bf 109G were also
    produced with tropical modifications, although
    interestingly, the G-2/G-4 versions were still
    listed in documentation as two versions,
    the standard G-2/G-4 and the tropicalized
    G-2/ Trop and G-4/Trop. It should be stated, how-
    ever, that this universality was put into practice
    only in part of the production of the Bf 109 G-6.
    Later G-6 models, and the following G-14 and
    later versions of the G-10 to include the G-6/AS
    and G-14/AS, dispensed with the tropical mod-
    ifications, because developments at the fronts
    and related changes in the deployment of fighter
    aircraft brought the air force to the conclusion
    that they were no longer necessary.
    Production of the subsequent Bf 109 G-4 be-
    gan at Messerschmitt in September, 1942, at
    WNF in December of the same year, and at ERLA
    the following January. The G-4 version did not
    differ in appearance from the G-2 at the start of
    production, and it is not entirely clear why the
    new type number was applied. At first, the only
    significant change was in the radio equipment,
    where the G-4’s older FuG VIIa shortwave radi-
    os gave way to the new FuG 16 Z or FuG 16 ZY
    VHF units. In addition to the radios, the FuG 16 ZY
    equipment also had a built-in transponder
    for the Pegasus Y goniometric gunsight with
    a Moranmast rod antenna. Some machines wer
    e equipped with a ZVG 16 direction finding device
    with a PR 16 loop antenna on the back of the fu-
    selage. This device was supplied as a Rüstsatz
    R7 Peilrufanlage set. In any case, despite this
    equipment being documented as standard for
    the Bf 109 G-4, in reality, very few actually were
    so equipped.
    During the production of the Bf 109 G-4, prob-
    ably in December 1942, there was a change in
    the size of the wheels of the main landing gear.
    The installation of larger tires was a response
    not only to the increasing weight of the aircraft,
    but also to persistent problems with tire life
    and stability of the aircraft during take-off and
    landing. With the introduction of the Bf 109 G-2
    into service, these problems were exacerbated.
    The Bf 109 G-2 had the same tires as the Bf 109F,
    650 x 150mm, tires that deflated quickly. This was
    thought to be due to the greater weight of the
    aircraft, but tests with the larger 660 x 160mm
    tires at Rechlin showed no improvement. On the
    contrary, the situation worsened when in some
    cases the tires were destroyed after only two
    take-offs and landings. During further tests,
    it turned out that the problem was caused by heat
    generated by the brakes, transferring onto the
    tires, the higher temperature of which caused
    the rapid degradation of the rubber. The solution
    was the introduction of larger steel brake discs,
    which did not heat up as much. However, due to
    the angle of the wheel’s transverse axis to the
    axis of the landing gear strut (9°33”), the wheel
    with a larger brake drum and a larger tire could
    no longer fit in the wheel well. This was solved
    by adding a bulge into the upper wing over the
    wheel well. The tail wheel was enlarged to
    350 x 135mm, compared to 290 x 110mm for the
    Bf 109 G-2. It continued to be fixed, on later se-
    ries machines with a leather sleeve on the strut
    proper. Unfortunately, these characteristics are
    not definitive in differentiating between the G-2
    and G-4 versions, as a segment of early produc-
    tion G-4s still had the original smaller wheels
    with a smooth wing without the fairing above
    FuG 16 Z / ZY Radio Equipment
    The FuG-16Z/ZY working in the very short wave band
    (UKW/VHF) widths was a very modern and compact
    unit, almost timeless. The entire device, designated
    Geräteblock LA6NCA, consisted of three modules:
    the Emfänger E 16 Z/ZY receiver, the Sender S 16 Z/ZY
    transmitter, and the Bedlengerät BG 16 Z/ZY modula-
    tor. The assembly was located in the fuselage behind
    the cockpit. Tuning was remote from a control panel
    in the cockpit, located at the edge of the lower left
    corner of the instrument panel. The control panel had
    a rotary switch with four positions, below which were
    preset frequencies, indicated by pictograms. Under
    Pictogram I was the guidance frequency Y
    -
    Führung-
    frequenz, and under the Roman numeral II was the fre-
    quency for communication with the flight commander
    with his unit or fighter formation Gruppenbefehlfre-
    quenz. Under the triangle was the airfield traffic con-
    trol frequency Nahflugsicherungfrequenz and under
    the square was the frequency for all fighter planes
    Reichsjägerfrequenz. To tune to one of these, it was
    enough just to switch the selector to the correct posi-
    tion. Alternatively, the switch could have frequencies
    marked with standard numerals of 1 to 4, and an older
    version of the control panel had two rocker switches.
    the wheel well and a retractable tail wheel of
    smaller diameter. Additionally, older G-2s were
    retrofitted, usually during general repairs, to G-4
    standard by installing larger wheels with the ap-
    propriate equipment.
    A total of 1,586 Bf 109 G-2s were produced
    from May to December 1942 and 1,242 Bf 109
    G-4s from September 1942 to June 1943, plus
    one license built Bf 109Ga-2 and 24 Bf 109Ga-
    4s were produced in Györ, Hungary. In addition
    to them, 167 Bf 109 G-1s and 50 Bf 109 G-3s with
    pressurized cockpits were produced. All versions
    could be equipped with an additional fuel tank
    with 300 liters of fuel or cannon pods with 20mm
    MG 151/20 cannons, or a belly bomb rack. But the
    aircraft usually carried either an additional tank
    or cannon pods. The simultaneous use of the tank
    and cannon pods was rare. You can find photos
    of such combinations, but this may have been
    a ferry configuration. Cannon pods were never
    combined with the fuselage bomb racks.
    Combat Use of the Bf 109 G-2
    and G-4
    Both types gradually replaced the Bf 109 F-2
    and F-4 in Luftwaffe fighter units over the second
    half of 1942. The Bf 109 G-2 ensured the perfor-
    mance superiority of German fighters over Allied
    opponents both on the Eastern Front during the
    successful German summer offensive and the
    advance of the German armies to the Cauca-
    sus and to Stalingrad, as well as in North Africa
    during the advance of the German Afrikacorps
    and its Italian ally along the North African coast
    towards Egypt. After the defeat of the German
    armies at El Alamein in North Africa in Novem-
    ber, 1942 and the encirclement of the German 6th
    Army at Stalingrad in the same month, the tide
    had begun to turn. Luftwaffe fighters were unable
    to maintain their air supremacy over the battle-
    field at Stalingrad and keep the air supply lines
    open to the encircled German forces, nor in North
    Africa, where a strengthening Allied air force was
    successfully disrupting supplies to the remaining
    Bf 109 G-2 from III./JG 54 “Grünherz” on the Eastern Front in this picture taken in August 1942. This unit took delivery of the first
    G-2s in July 1942 and had them in service until January the following year. The G-4 version was delivered to III./JG 54 in February
    1943. [Bundesarchiv]
    Bf 109 G-4 MT 213 still has the original smaller main landing gear wheels, but now has a larger fixed tail
    wheel (350x135). This machine is part of the color profiles in this kit, in a new camouflage applied after
    the overhaul. [SA Kuva]
    Bf 109 G-4 and personnel of the Slovak 13th/JG 52 at Anapa airfield in Crimea in the summer of 1943. [Bundesarchiv]
    HISTORY
    INFO Eduard8
    November 2023
  • Page 9

    the wheel well and a retractable tail wheel of
    smaller diameter. Additionally, older G-2s were
    retrofitted, usually during general repairs, to G-4
    standard by installing larger wheels with the ap-
    propriate equipment.
    A total of 1,586 Bf 109 G-2s were produced
    from May to December 1942 and 1,242 Bf 109
    G-4s from September 1942 to June 1943, plus
    one license built Bf 109Ga-2 and 24 Bf 109Ga-
    4s were produced in Györ, Hungary. In addition
    to them, 167 Bf 109 G-1s and 50 Bf 109 G-3s with
    pressurized cockpits were produced. All versions
    could be equipped with an additional fuel tank
    with 300 liters of fuel or cannon pods with 20mm
    MG 151/20 cannons, or a belly bomb rack. But the
    aircraft usually carried either an additional tank
    or cannon pods. The simultaneous use of the tank
    and cannon pods was rare. You can find photos
    of such combinations, but this may have been
    a ferry configuration. Cannon pods were never
    combined with the fuselage bomb racks.
    Combat Use of the Bf 109 G-2
    and G-4
    Both types gradually replaced the Bf 109 F-2
    and F-4 in Luftwaffe fighter units over the second
    half of 1942. The Bf 109 G-2 ensured the perfor-
    mance superiority of German fighters over Allied
    opponents both on the Eastern Front during the
    successful German summer offensive and the
    advance of the German armies to the Cauca-
    sus and to Stalingrad, as well as in North Africa
    during the advance of the German Afrikacorps
    and its Italian ally along the North African coast
    towards Egypt. After the defeat of the German
    armies at El Alamein in North Africa in Novem-
    ber, 1942 and the encirclement of the German 6th
    Army at Stalingrad in the same month, the tide
    had begun to turn. Luftwaffe fighters were unable
    to maintain their air supremacy over the battle-
    field at Stalingrad and keep the air supply lines
    open to the encircled German forces, nor in North
    Africa, where a strengthening Allied air force was
    successfully disrupting supplies to the remaining
    Bf 109 G-2 from III./JG 54 “Grünherz” on the Eastern Front in this picture taken in August 1942. This unit took delivery of the first
    G-2s in July 1942 and had them in service until January the following year. The G-4 version was delivered to III./JG 54 in February
    1943. [Bundesarchiv]
    Bf 109 G-4 MT 213 still has the original smaller main landing gear wheels, but now has a larger fixed tail
    wheel (350x135). This machine is part of the color profiles in this kit, in a new camouflage applied after
    the overhaul. [SA Kuva]
    Bf 109 G-4 and personnel of the Slovak 13th/JG 52 at Anapa airfield in Crimea in the summer of 1943. [Bundesarchiv]
    HISTORY
    INFO Eduard
    9
    November 2023
  • Page 10

    Axis armies in Tunisia. After the capitulation of
    the Germans and Italians in Africa, the Luftwaffe
    faced the Allied landings in Sicily and Italy, on the
    Eastern Front it waged intense air battles with
    a strengthening Soviet Air Force, supplement-
    ed in the spring of 1943 by new types of Soviet
    aircraft. Deliveries of British and American
    equipment were significant, especially the P-39
    Airacobra and the P-40 Warhawk, supplied under
    the Lend Lease Act. In all these battles, the Bf 109
    G-2 and G-4 were the most important equipment
    of the Luftwaffe fighter units. Both the Bf 109 G-2
    and G-4’s ability to carry MG 151/20 cannon pods
    under the wings was greatly appreciated in com-
    bat against the increasingly dangerous, heavily
    armored Soviet Il-2.
    The importance of the Bf 109 G-4 with under-
    wing gun pods, called Kannonenboot, increased
    in North Africa and the Mediterranean, where the
    number and intensity of Allied heavy four-en-
    gine bomber operations increased. In this area
    A photo reconnaissance Bf 109 G-2/R4 “Black 14” WNr. 10605 of the 2.(H)/Aufkl.Gr.14, shot down in Allied territory in Tunisia on
    February 20, 1943 with Oblt. Gerhard Wernicke at the controls. He managed to evade capture and after three days and a journey of
    120 km got back to his own unit. [SDASM]
    Wernicke’s “Black 14” became a favourite hack of the 86th Fighter Squadron (79th Fighter Group). Unit´s personnel took great care
    in improving its camouflage and markings. The name Irmgard belonged to the girlfriend of Wernicke’s mechanic, who was Uffz.
    Bopp. [J. Ethell Collection]
    of operations in the spring and summer of 1943,
    the Luftwaffe’s Bf 109 G-4 was the main fight-
    er type, whose lighter armament of one 20 mm
    cannon and two machine guns was less effec-
    tive against heavy bombers. The reinforcement
    with two additional cannons was therefore
    most welcome. The number of the better-armed
    Fw 190A, whose armament of four 20 mm cannon
    and two 13 mm machine guns was much more
    effective against heavy bombers, was relatively
    low in the Mediterranean. In addition, they mostly
    served with combat units and were not deployed
    in battles against bombers. A significant part
    of the operational activity of the Bf 109G in the
    Mediterranean was in the employment of tac-
    tics against the Allied bomber formations, the
    organization of air traffic and the guidance of
    fighter elements to their targets. The Luftwaffe
    had well-developed operational tactics against
    smaller units of twin-engined bombers and
    their fighter escorts from fighting in Africa and
    on other fronts. The deployment of large groups
    of heavy four-engined bombers accompanied
    by strong fighter escorts, however, moved the
    air war to a higher level, and the command of
    German fighters in the Mediterranean, Jagdflieg-
    erführer Sizilien, under the command of Lieu-
    tenant General Adolf Galland from June 1943, had
    great problems coping with the new situation in
    the air. However, the other side also had prob-
    lems with the tactics and coordination of its forc-
    es, for which the deployment of large formations
    also presented a completely new challenge. The
    fierce battles over the Mediterranean and Italy in
    the summer of 1943 were thus accompanied by
    mistakes on both sides, from which both grad-
    ually learned, and they later benefited from the
    bloody experience when organizing air opera-
    tions in all areas, especially on the Western Front.
    On the Western Front, the ratio of the two main
    Luftwaffe single-engine fighters was reversed,
    units flying the heavier Fw 190A being more
    prevalent. However, it was here that the Luft-
    waffe faced the greatest disaster. In the autumn
    of 1942, the first units of the newly formed 8th
    Air Force of the USAAF arrived in Great Britain,
    and increasingly took part in the bombing offen-
    sive against targets in occupied Western Europe.
    The first daylight raid on Germany was carried
    out by the 8th Air Army on February 27th, 1943,
    and from the spring of 1943 it increased its at-
    tacks in direct proportion to its increasing
    strength. Escalating British and American air
    raids on Germany were causing painful losses
    with an increasing impact on the German war
    effort. Not only was the increasing intensity of
    bombing attacks lethal for Luftwaffe fighter
    units, but the growing strength of the Allied fight-
    er elements had to be contended with as well.
    The arrival of new types of American fighter air-
    craft and the associated change in Allied fighter
    tactics was deadly to German fighters.
    In August 1943, the Messeschmitt plants in Re-
    gensburg and WNF in Vienna’s New Town were
    hit, and although in 1943 the Luftwaffe was still
    able to counter the American daytime raids rel-
    atively successfully, and even halting them for
    a time at the end of that year, the situation gradu-
    ally became critical and by the following year the
    Luftwaffe had lost the air battle over Germany.
    The Bf 109 G-2 and G-4 were direct partici-
    pants in these historical events. The Bf 109 G-2
    and G-4 were also used by the Finnish, Romanian,
    Italian, Croatian, Slovak and Hungarian air forces.
    In Hungary, the Bf 109 G-2 and G-4 were li-
    cense-produced as the Bf 109Ga-2 and Ga-4.
    Romanian sources state that additional Bf 109
    G-4s were built in Romania, but they were prob-
    ably assembled from aircraft delivered by Ger-
    many.
    In February 1943, production began of the
    Bf 109 G-6, which was produced in many blocks
    until the end of 1944. The exact number of G-6s
    produced is unknown, but it is believed to have
    reached 13,000 aircraft. However, the production
    of the Bf 109 G-4 ran parallel to the production
    of the Bf 109 G-6 until June 1943, and also in
    Luftwaffe fighter units, both types served con-
    currently from the spring and into the summer
    of that year. As late as July, during the Battle of
    Kursk, which marked the definitive turning point
    in the course of World War II, Bf 109 G-4s still
    equipped half of the Luftwaffe fighter units flying
    G version aircraft.
    Bf 109 G-12
    Not even later did the Bf 109 G-2 and G-4 completely lose their signif-
    icance, as they served until the end of the war in training units. Some of
    them were converted into two-seat Bf 109 G-12s by Blohm und Voss in Ham-
    burg. These were also later converted from the Bf 109 G-6 and Bf 109 G-10.
    A total of 280 Bf 109 G-12s were likely built, but how many were converted
    from G-2s and G-4s is unknown. Some of the surviving airframes of the Bf
    109 G-2 and G-4 were also used to convert to the higher derivatives of the
    Bf 109G, and after being withdrawn from service with front-line Luftwaffe
    units, Bf 109 G-4s continued to be supplied to Germany’s allies in 1944.
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion
    from Bf 109 G-4)
    Bf 109 G-12 (conversion
    from Bf 109 G-4)
    During their service with Luftwaffe training units, the majority of
    Bf 109 G-12s, which had been converted from Bf 109 G-4, received
    upgraded, higher-quality wheels standardized for Bf 109 G-6.
    HISTORY
    INFO Eduard10
    November 2023
  • Page 11

    Bf 109 G-12
    Not even later did the Bf 109 G-2 and G-4 completely lose their signif-
    icance, as they served until the end of the war in training units. Some of
    them were converted into two-seat Bf 109 G-12s by Blohm und Voss in Ham-
    burg. These were also later converted from the Bf 109 G-6 and Bf 109 G-10.
    A total of 280 Bf 109 G-12s were likely built, but how many were converted
    from G-2s and G-4s is unknown. Some of the surviving airframes of the Bf
    109 G-2 and G-4 were also used to convert to the higher derivatives of the
    Bf 109G, and after being withdrawn from service with front-line Luftwaffe
    units, Bf 109 G-4s continued to be supplied to Germany’s allies in 1944.
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion from Bf 109 G-4)
    Bf 109 G-12
    (conversion
    from Bf 109 G-4)
    Bf 109 G-12 (conversion
    from Bf 109 G-4)
    During their service with Luftwaffe training units, the majority of
    Bf 109 G-12s, which had been converted from Bf 109 G-4, received
    upgraded, higher-quality wheels standardized for Bf 109 G-6.
    HISTORY
    INFO Eduard
    11
    November 2023
  • Page 12

    Conclusion
    The Bf 109 G-2 and G-4 were transitional types
    in terms of production and development of the
    Messerschmitt Bf 109. Their importance lay in
    the successful adaptation of the airframe, ini-
    tially modernized for the Bf 109F, to accept the
    new, more powerful DB 605A engine. The Bf 109
    G-4 essentially represented the production pat-
    tern and, really, the mass production pattern, of
    the Bf 109 G-6 and other variants, such as the
    Bf 109 G- 14 and later, the Bf 109 G-10. The qual-
    ity of the airframe construction is evidenced
    by the fact that the basic airframe remained
    a platform for mounting more powerful engines
    and weapons, while it changed only in peripheral
    areas. The engine fairing changed depending on
    the increase in the size of the compressor, the
    rudder was enlarged to improve control of the
    airplane, the wheel wells were widened as gov-
    erned by subsequent enlargement of the tires,
    which was a response to the increasing weight
    of the aircraft due to the installation of heavier
    weapons and various auxiliary systems, such
    as the MW 50 and GM-1 booster systems. There
    was a change to the canopy and cockpit armor,
    where the aim was to improve ergonomics, the
    view from the cockpit and better protection
    for the pilot, and in the last months of the war
    there were attempts to replace some structur-
    al units, typically the tail surfaces, with wooden
    structures, which was a response to the overall
    deteriorating supply chain situation and lack of
    raw materials offered by the shrinking territory
    controlled by the Third Reich. But the basis of
    the airframe would remain the same, even in
    the case of the last development version, the
    Bf 109 K, where the most extensive design modi-
    fications took place in the aforementioned areas.
    But it was still, in modern terms, just a face lift.
    The basis of the airframe remained the same as it
    was fine tuned on the Bf 109 G-4.
    The internal design changes and the over-
    all fine-tuning of the airframe are probably the
    reasons why the designation was changed from
    Bf 109 G-2 to G-4. Other changes in the equipment
    of the aircraft were not the reason for changing
    the designation in the later period for the Bf 109
    G-6. For the Bf 109 G-6, the differences in equip-
    ment and armament between individual produc-
    tion blocks were greater than that between the
    G-2 and G-4, and yet, the Bf 109 G-6 still retained
    its designation, even after the installation of the
    DB 605AS engine. The change occurred only after
    the installation of the DB 605D engine, when the
    designation changed to Bf 109 G-10.
    However, it is uncertain whether this is actual-
    ly the case. In fact, the reason why the designa-
    tion was changed from G-2 to G-4 is still some-
    what shrouded in mystery.
    Lt. Hermann Weber of 3./JG 4 in his Bf 109 G-2 “Yellow 5”, Mizil, Romania, summer 1943. Note the open acces door for the aircraft centroplane area.
    [JG 4 Archive / Museum of Air Battle over the Ore Mountains]
    The tail surfaces of Bf 109 G-2 W.Nr. 14638, flown by the com-
    mander of 2./JG 4 Oblt. Hans Wilhelm Schopper during winter of
    1942/43. Most of the on rudder depicted 34 victories were won
    before he joined JG 4, during combat in the ranks of II./Tr. 186
    and III./JG 77. In addition to this aircraft, Schopper also flew the
    Bf 109 G-2 “Black 1” in the background. [JG 4 Archive / Museum
    of Air Battle over the Ore Mountains]
    HISTORY
    INFO Eduard12
    November 2023
  • “The Story” - Somewhere in England, August 10, 1944

    I was probably five or six years old when I first heard “The Story” and looked at those three tiny 2 1/2” X 4” photos of the B-17. This story and those small images were probably responsible for my life long love affair with aviation history.

    I was probably five or six years old when I first heard “The Story” and looked at those
    three tiny 2 1/2” X 4” photos of the B-17. This story and those small images were probably
    responsible for my life long love affair with aviation history.
    My Dad, then Captain Edward Mautner, had ar-
    rived in England on July 9, 1944, attached to the
    127th Station Hospital based in Salisbury in the
    south of England. Salisbury was one of the four
    whole blood distribution centers for the Europe-
    an Theatre of Operations (ETO) and in particular
    for the troops breaking out from the Normandy
    beachhead. My dad was charged with developing
    a transportation unit to deliver whole blood to
    field hospitals supporting the troops advancing
    into France.
    Captain Mautner’s first challenge was to find
    vehicles – two and half ton trucks (“deuce and
    halfs”), Jeeps, motorcycles, trailers, and refriger-
    ation units to extend the short shelf life of whole
    blood. He also had to create a cadre of drivers.
    The 127th arrived with only 11 licensed drivers and
    two men qualified to ride motorcycles- Corporal
    T/5 Lyle Holcomb and my dad. All the vehicles
    were requisitioned without paperwork, including
    20 Harley-Davidson motorcycles. Training began
    on the Salisbury Plain. Teaching young men to
    drive trucks and Jeeps was pretty easy. The mo-
    torcycles were not quite so easy to master. Men
    were taught to start, accelerate, brake and shift
    gears. They were then sent out on the grassy
    plain and told to practice and return in one half
    hour. Several did not return having dumped their
    motorcycles and found them too heavy to right.
    A search party led by Captain Mautner and a few
    semi-competent novices then rode out in search
    of the lost sheep. Once found, they were sent out
    again.
    The point in mentioning this is to emphasize
    the acute shortage of vehicles and drivers. “Mid-
    night requisitions,” a kind term for thievery, by
    other needy units depleted others of their hard-
    won caches of vehicles and made securing vehi-
    cles of paramount importance. And so it was on
    the afternoon of August 10, 1944 when Lt Y.Z. Gar-
    ner of Birmingham, Ala., entered Capt. Mautner’s
    office seeking a favor. Garner wanted to borrow
    Mautner’s Jeep. One of his best buddies from
    Birmingham, an Eighth Air Force B-17 pilot, was
    flying into a nearby U.S. Army Air base and Garner
    wanted to drive to meet him. Mautner, concerned
    for the security of “his” Jeep, offered to accompa-
    ny Garner to that base which was approximately
    15 miles southeast of Salisbury.
    Stoney Cross was a Ninth Air Force base in the
    New Forest about 10 miles west of Southampton.
    This former RAF base was home to P-38s of the
    376th Fighter Group that had recently flown off
    to newly bulldozed fields near the Normandy
    beaches. Remaining at Stoney Cross were the
    Martin B-26 Marauder Medium Bombers of the
    387th Bombardment Group. The seemingly short
    ride to Stoney Cross over narrow, hedge cropped
    roads took over an hour. Arriving in mid to late
    afternoon, Mautner and Garner quickly identified
    a lone B-17 Flying Fortress that dwarfed a field of
    B-26 medium bombers.
    Finding the crew of the B-17 proved a little
    more challenging. Questioning base Army Air
    Force personnel led Mautner and Garner to the
    base Officers’ Club or “O Club.” Garner’s friend
    was at the bar with a co-pilot. Both had been
    drinking. After salutations and introductions,
    Garner’s friend, introduced as “Mac,” asked his
    guests if they would like a ride in “his” airplane.
    He didn’t have to wait long for a pair of affirma-
    tives. The only hold up was how to get the co-pilot
    back into the aircraft as he was quite inebriated
    and needed assistance. Once hoisted into the air-
    craft, he was unceremoniously laid on the ply-
    wood floor of the radio operator’s compartment,
    unable to sit upright in his right front seat. This
    is where he remained as “Mac” took the controls,
    Garner sat in the co-pilot’s seat and Mautner
    stood between the two with no more than a good
    grip on their seat backs. Mautner recalled that
    they seemed to use all of the 5000 foot runway
    to get airborne. “Mac” asked his guests what
    they would like to see on their “joy ride.” Like
    so many American servicemen in England, the
    White Cliffs of Dover on the Channel Coast was
    Title photo: My Baby, B-17G-35-DL while her original assignment with the 324th BS, prior the 91st Bomb Group red-tail marking
    was applied. [NARA]
    HISTORY
    INFO Eduard
    13
    November 2023
  • Page 14

    a familiar landmark made famous by English
    wartime singer Vera Lynn’s song of the same
    name. Told that they had no clearance to fly any-
    where near the coast for fear of being shot at by
    shore batteries, Mautner suggested a flight over
    their base in Salisbury. The flyover turned out to
    be an epic “buzz job” that reportedly left the base
    volleyball nets in turmoil for several minutes af-
    ter the event.
    The return to Stoney Cross was so late that
    a caption on the back of one photo noted “...it was
    almost dark when we came in”. Mautner took
    three photos to commemorate the event - one
    of “Mac” barely visible under the nose of his
    B-17, one of “Mac” and Garner and a third, tak-
    en presumably by Garner, of “Mac” and Mautner.
    These images are closer in shots that show the
    aircraft’s nose art and her name – “My Baby.”
    Wartime censorship only permitted my father
    to caption the images “Somewhere in England,
    10 Aug. 44,” and finally that these “…’Forts’ are the
    greatest bombers in the world.” They watched
    “Mac” take off for his home base and returned to
    their base in Salisbury. Upon their return, base
    personnel excitedly describing the whipping vol-
    leyball nets.
    Mautner recounted that about a month later
    Lt Garner came to him in tears. He had just been
    notified that his good friend “Mac” had been shot
    down and killed on a mission over Germany. And
    so ended Dad’s war story - or so I thought.
    In the summer of 1994 I was living in Southern
    California and close to completing a Master’s De-
    gree in Historic Preservation/Public History. The
    subject of my thesis was Aircraft Preservation
    at the National Air and Space Museum. For my
    final research I had arranged an internship at the
    National Air and Space Museum’s (NASM) Paul E.
    Garber Preservation, Restoration, and Storage
    Facility at Silver Hill, Md. for August and Septem-
    ber of that year. I spent those days in Building
    10, the preservation/restoration shop, and my
    late afternoons and evenings researching in the
    Archives.
    My parents were living at the New Jersey
    Shore. On Labor Day weekend, 1994, I drove up
    to visit them. With my tales of interning at the
    NASM, my Dad once again related “The Story”
    and brought out those three tiny photos, which he
    then bequeathed to my care. Having spent much
    of my adulthood reading WW
    -
    II aviation history
    and building model aircraft, these tiny photos
    now showed so much more to me than they did as
    a young boy. Exactly 50 years after my Dad’s joy
    ride, I had in my hands all of the incentive to find,
    in Paul Harvey’s words, “The Rest of the Story.”
    Airbase somewhere in England, 10 Aug. 44.
    “Mac” standing beneath the nose of his plane.
    I am under the inboard port motor but it was
    rather dark and the picture isn’t too clear”.
    [Mautner]
    91st BG
    emblem
    “Somewhere
    in England, 10 Aug 44. “Mac” and I just after we landed.
    It was almost dark when we came in. Had a grand flight.
    These “Forts” are the greatest bombers in the world”. War
    time censorship prevented CAPT Mautner from noting
    that he was at Station 452, Stoney Cross, in the New
    Forest. [Mautner]
    “10 August 1944. LT (Y.Z.) Garner on right, “Mac” on left
    – “Mac’s” plane, “My Baby” in rear. Note all the bombs
    painted on the plane. 1 for each mission. Taken just
    after we landed.”
    Note B-26 Medium Bombers of the 387th Bomb Group
    in the background. [Mautner]
    HISTORY
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  • Page 15

    An Unplanned Research Project
    First, it was clear even in these small, low-defi-
    nition images that the B-17 was not camouflaged,
    but silver or in Natural Metal Finish (NMF). In the
    long shot the top of the vertical stabilizer ap-
    peared to be a dark color with what appeared to
    be the top of the letter A in a triangle that was
    darker than the stabilizer. In this image much of
    the aft fuselage was masked by the left wing. But,
    aft of the national insignia were the letters LG D.
    The close in image of the left nose showed a long
    line of bomb mission markings and three mission
    markings on a second line below that. And the
    very seductive young lady painted on the nose
    next to the name “My Baby” painted on a decora-
    tive background. Now I had two research projects
    to work on at the NASM.
    I had already become a bother to the very pa-
    tient, knowledgeable, and enthusiastic NASM Ar-
    chives staff in researching my thesis. They none-
    theless guided me to every source in my search
    for information on “My Baby.” Roger A. Free-
    man’s The Mighty Eighth was my first reference.
    The large letter A in a black triangle painted on a
    red vertical stabilizer was the Group identifier for
    the 91st Bomb Group (BG) stationed at Bassing-
    bourn in Cambridgeshire in the English Midlands.
    The letters on the side of the fuselage identified
    the aircraft as belonging to the 322nd Bomb
    Squadron (BS). So, one might ask, what was
    a B-17 from the 91st BG stationed in the English
    Midlands doing flying in and out of a 9th Air Force
    base in the very south of England on August 10,
    1944? Wasn’t there a war on and didn’t “Mac” and
    his B-17 have bigger fish to fry?
    With the information I now had, NASM Ar-
    chives staff advised me that they had in their
    records, and very conveniently in their Reading
    Room, files of all of the Eighth Air Force Nose
    Art and names sorted by BG (this collection is
    now in the files of the National Archives in Col-
    lege Park, Md.). It took me five minutes to find
    a small proof image of “My Baby” in the 91st BG
    file. The image is an official 91st BG photo of the
    aircraft and its crew. Two things jumped out at
    me. One of the nine crewmen pictured was the
    same “Mac” in my father’s small photos. And the
    official photo showed the same number of bomb
    mission markings as those shown in my dad’s
    photos. Could this photo have been taken on the
    same day that “My Baby” flew down to southern
    England to offer two Army officers a “joy ride
    around the English countryside? I ordered an
    8” X 10” copy of this photo.
    Roger A. Freeman, an Englishman famous for
    his documenting of all things Eighth Air Force
    in WW
    -
    II, also wrote The Mighty Eighth War Di-
    ary. It has more photos and anecdotal stories
    of the men, aircraft, and missions of the Eighth.
    It is also an operational diary, a day by day re-
    cord, of the missions and activities of the Eighth
    Air Force. It is an education in the organization
    of the Eighth. The primary unit of any BG is the
    squadron consisting of 12 aircraft. Normally,
    a BG has four squadrons. Above the Eighth’s BGs
    were three Air Divisions, each consisting of 16 to
    18 BGs. The 91st BG was a part of the First Air
    Division. Turning to Freeman’s War Diary and
    searching for August 10, 1944, one discovers that
    the First Air Division stood down on this date – no
    mission was assigned to the 91st. So “Mac” and
    Two Natural Metal Finish (NMF) B-17Gs of the 324th BS. On the left is “Lorraine”, Serial No. 44-8651. In the back-
    ground is “Mah Ideel”, Serial No. 43-37993, DF
    -
    N for Nan. Note the Olive Drab replacement rudder. “Mah Ideel”
    flew the mission to Ludwigshafen on September 8, 1944. Both aircraft survived the war. [Evers via Kelley]
    “Yankee Belle,” a B-17G, Ser. No. 42-32085, DF
    -
    K from the 324th BS that was also on the same mission
    to Ludwigshafen, September 8, 1944, the day David McCarty was lost in “Roxy’s Special.” “Yankee Belle”
    displays the same Natural Metal Finish (NMF) and Group markings as both “My Baby” and “Roxy’s Special.”
    [Evers via Kelley]
    Another image of “Mah Ideel,” DF
    -
    N for Nan. [Evers via Kelley]
    HISTORY
    INFO Eduard
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    “My Baby” had a day off. How “Mac” got to fly a B-17
    from Bassingbourn to Stoney Cross can only be
    guessed. This may have been an opportunity to
    break in or “zero time” a new engine, but clearly
    “Mac” had another mission on his mind – to visit
    his buddy, Lt Y. Z. Garner, based in Salisbury.
    Finding “Mac”:
    An Amateur Sleuth Goes to Work.
    In September, 1994 I found a new resource that
    proved key to unlocking the mystery of who “Mac
    was and how he was lost over Germany. Again,
    following the suggestions of the NASM Archive’s
    staff, I found another English author who focused
    on the 91st BG. Ray Bowden’s book Plane Names
    and Fancy Dames is a treasure trove of 91st BG
    aircraft names, nose art, and history of each of
    the aircraft that Bowden has been able to get
    images of and information on. The artwork and
    name on “My Baby” was painted by T/Sgt. Antho-
    ny L. “Tony” Starcer, “…destined to be one of the
    most prolific and skilled nose art painters in the
    entire USAAF.” Starcer painted most of the best
    known aircraft in the 91st BG including the “Mem-
    phis Belle,” “Chow Hound,” “Man O War,” and “Shoo,
    Shoo, Shoo Baby.” The figure on the left nose of
    “My Baby” was modeled on a photo of Brazilian
    dancer and Hollywood movie star, Carmen Miran-
    da. A single color image shows lettering for “My
    Baby” was red with a black shadow on a white
    field with a yellow decorative frame.
    Bowden’s write-up on “My Baby” contains a great
    deal of information and dispelled several pre-
    conceptions I had. She was a B-17G, distinguished
    from earlier models by a chin turret. Her serial
    number was 42-107033. She was shot down by
    fighters on September 5, 1944, on a mission to
    the I.G. Farben Chemical Works in Ludwigshafen,
    Germany. It was her 58th mission, but only the
    second mission for her young pilot, Lt Ernest
    Robert “Bob” Kelley, who survived the shoot down.
    Seventeen different pilots and crews had flown
    her. My first preconception, that a pilot and crew
    were assigned an aircraft and stayed with that
    aircraft until they had met the required mission
    total and returned to the States, proved incor-
    rect.. Of the pilots mentioned in Bowden’s history,
    none had Irish or Scottish last names that began
    with Mc or Mac. But the September Fail To Return
    (FTR) date matches my Dad’s “one month” later
    time frame, I thought that perhaps Lt. Kelley’s
    nickname might be “Mac” and he had not been
    killed after all. But how to find out was my next
    challenge. Ray Bowden quoted Kelley several
    times in his notes, so I wrote to Bowden to find
    out if Kelley was alive and if so, how to contact
    him.
    Bowden was happy to get the information on
    my dad’s “joy ride’ in “My Baby” and graciously
    gave me his contact information for Ernest “Bob”
    Kelley which indicated that he lived in northern
    California. My call that was picked up by “Bob”
    Kelley who was surprised, but very pleased that
    someone was calling him about his mission in
    “My Baby.” He gave me much information while
    trying to recall names fifty years in his past. Soon
    he recalled that “Mac” was Lt David McCarty Jr.,
    who was in the same 322nd BS that Kelley was
    in. Kelley also recalled that McCarty was lost on
    another mission over Germany, but had no further
    details. But he provided a wealth of information
    “My Baby” photographed in early or mid-summer, 1944. Photo shows 43 mission markings. She would be shot down by fighters on September 5, 1944
    on her 58th mission. [Kelley]
    HISTORY
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    An official USAAF photo of “My Baby” with McCarty and crew. Mission markings, a day off for the 1st Bomb Division, and transfer to “Texas Chubby, the J-ville Jolter” on August 11, indicate that this
    photo was taken at Bassingbourn on the morning of August 10, 1944. Back row, L
    -
    R: 1LT David McCarty Jr., Pilot; 2LT James McElroy, Co-Pilot; 2LT Ernest Austin, Navigator; 2LT Frank Bolen, Bombar-
    dier; and SGT George Hawes, Radio Operator. Front row L
    -
    R: Cecil Seeking, Ball Turret; Harold Beeman, Waist Gunner; Floyd “Tex” Dillon, Tail Gunner; T/Sgt. David Wolnowitz, Top Turret. Of those shown
    only McCarty, Dillon, and Bolen were on “Roxy’s Special” when she was shot down on September 8, 1944. Of these only Bolen survived to become a POW. [NARA]
    Image of Tony Starcer’s
    artwork on “My Baby”.
    The original color photo
    faded, but the colors indi-
    cated conform to Bob
    Kelley’s recollection.
    [Kelley]
    Small piece of “My Baby “ recovered from her crash-site
    years after her dismiss.
    about his second and last and “My Baby’s” 58th
    and last mission.
    HISTORY
    INFO Eduard
    17
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  • Page 18

    “Roxy’s Special”, B-17G , Serial No. 43-38348, LG
    -
    O, 322nd BS,
    lost with 1LT David McCarty Jr. and his crew over Ludwigshafen
    on September 8, 1944. This was the only loss in the 322nd BS
    that day. Arriving at Bassingbourn on August 18, 1944, she was
    lost only three weeks later on her 5th mission. Officers pictured
    are the crew of CAPT Suther. [NARA]
    With over 40 mission markings, “Texas Chubby” looks a bit
    second hand in this image. McCarty and crew flew her on August
    11, 13, 14, and 15, 1944. She was lost to fighters over Halle the very
    next day. Four survived the shoot down with five KIA including
    her pilot. Crew members shown in this image are unknown to the
    author. [NARA]
    Texas Chubby, The J-ville Jolter”, B-17G, Serial No. 42-31634,
    LG
    -
    O, 322nd BS. First flown by Texan, LT Ray R. Ward who named
    this Olive Drab over Neutral Gray aircraft. Photo shows the
    Ward crew in front of a freshly arrived and mission free aircraft.
    [NARA]
    HISTORY
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  • Page 19

    “Roxy’s Special’s” center fuselage lies on Luther Strasse in the city of Ludwigshafen on September 8, 1944. Martin Luther Church
    is on the left. Richard Braun, a teenager, recalled coming out of the church upon hearing the crash. He noted seeing bodies still
    strapped to seats and hanging in nearby trees. [Stadtarchiv, Ludwigshafen]
    A close-up of the Wreckage of “Roxy’s Special’s” center fuselage. [Stadtarchiv, Ludwigshafen]
    The wreckage of “Roxy’s Special” lies on Luther Strasse while the remaining pieces fell over an area of several square miles.
    [Stadtarchiv, Ludwigshafen]
    “My Baby”: Failure to Return from
    Mission to Ludwigshafen, Germa-
    ny, Sept. 5, 1944.
    Ernest Robert Kelley joined the U.S. Army
    Air Corps in April, 1943 and was commissioned
    a 2Lt. in January of 1944 at Stockton Field, Calif.
    He did final training at Hobbs, N.M., where he was
    assigned to be first pilot in B-17s. Sent next to
    Rapid City, N.D., he was given a crew of eight with
    whom he flew to England in July, 1944, the same
    month my Dad arrived in England. Many crews
    at this point in the war were sent to England in
    factory fresh aircraft, which they delivered to
    depots from which they were assigned to Bomb
    Groups in need of replacements. Kelley and crew
    felt very lucky to be assigned to the 91st BG at
    Bassingbourn. Close to Cambridge and known
    as the “Country Club”, this former RAF base had
    amenities that attracted politicians, entertainers,
    and journalists.
    Kelley and crew were assigned to the
    322nd BS. After he flew familiarization flights
    around England, Kelley flew his first mission as
    a co-pilot on September 3, 1944. The target was
    the submarine pens at Kiel, Germany. Thirty six
    aircraft went on the mission and all 36 returned.
    Two days later Kelley and his crew were as-
    signed a mission to bomb the I.G. Farben Chemi-
    cal Works (today’s BASF at the same location) at
    Ludwigshafen in western Germany. The aircraft
    they were assigned to fly was B-17G, serial Num-
    ber 42-107033. This aircraft, initially attached to
    the 324th BS, had survived 57 missions.
    The 322nd was the second from last and there-
    fore the High Squadron on this mission. Their lo-
    cation in the BG was called “Coffin Corner” and
    “My Baby” was the 37th and last aircraft, “Tail
    End Charlie.” If that wasn’t inauspicious enough,
    foul weather and a V-1 attack on the airfield
    that morning heightened anxiety amongst the
    crew. “My Baby” carried 4400 pounds of incendi-
    ary bomb sticks that morning. But Murphy wasn’t
    through with Kelley and crew. As the last aircraft
    to take off, “My Baby” was rocked by prop wash
    and, barely airborne, she veered slightly to the
    right and hit an airfield landing light, blowing
    out a main gear tire. Assembling at 8000’, they
    climbed to 21,000’ over France where they en-
    countered worsening weather and the loss of
    the number three engine. Heavy flak over Metz,
    France took out the number four engine. With
    loss of all power on the right side “My Baby” was
    unable to climb and, lagging behind the Group,
    was advised by the Group Leader to turn back
    and seek a landing place in France. A return to
    England was out of the question.
    Shortly after turning back, “My Baby” was
    beset by Luftwaffe Me 109 fighters. One made
    a stern run that instantly killed Tail Gunner,
    S/Sgt. Richard Doyle, and destroyed part of the
    rudder and elevator. Further rounds damaged the
    right wing near the dead number three engine.
    Losing control and altitude rapidly and unable to
    see through thick overcast, Kelly rang the klaxon
    advising all to bail out. Last to leave the doomed
    B-17, Kelley put on the last parachute hanging
    in the cockpit and jumped. Below 5000 feet,
    he pulled the rip chord and was immediate-
    ly alarmed by its refusal to spill the chute,
    forcing him to pull the pilot chute out of its
    bag. As “My Baby” flew on, he saw the severe
    damage to the tail section and noted that an
    Me 109 continued to pursue the B-17. A sec-
    ond Me 109 turned toward Kelley and began to
    HISTORY
    INFO Eduard
    19
    November 2023
  • Page 20

    fire in his direction putting several holes in his
    chute. Clouds and low altitude ended this attack
    and Kelley soon found himself on the ground
    in a dense wooded area. In the meantime, “My
    Baby” had made a 180 degree, descending turn
    and, missing the taller buildings of a small town,
    crashed onto a farmer’s field. The crash ignited
    fuel, oil, and the incendiary bomb load creating
    a huge fire that would continue to burn throughout
    the night and into the next morning. Kelley could
    hear a dog barking nearby and the voices of an
    elderly man and woman. Understanding French,
    Kelley realized they were looking for survivors
    of the bailout. Making himself known to them he
    was quickly taken to the local chief of the French
    Underground and hidden in a deep hole obvious-
    ly prepared as a fortress/hide out along with his
    co-pilot, 2Lt Andy Anderson, Navigator, 2Lt Alton
    Karoli and Bombardier, 2Lt George Lancaster.
    This hide out was 20 feet deep and contained
    two rooms partitioned by a large curtain. One
    room was the sleeping
    area and the second
    room contained rifles,
    uniforms, and other
    supplies used to get
    allied personnel back
    to their lines. Kelley
    and Lancaster suffered
    minor injuries from their bail-outs. Engineer,
    T/Sgt. Ira Krammes suffered ligament dam-
    age and, unable to walk or run, was captured.
    Waist Gunner Sgt. Zalma Michell and Ball Turret
    Gunner, S/Sgt. Edward Duemmer landed and
    were assisted by local residents, eventually
    evading back to the Allied lines. Radio Operator,
    T/Sgt. Grover Nordman was found by locals, given
    a bicycle with which he rode over 50 miles
    through German-held territory and across Allied
    lines. The body of Tail gunner S/Sgt. Doyle was
    found near the wreckage of the aircraft and bur-
    ied in the local cemetery by the town mayor and
    two young brothers.
    Kelley, Anderson, Lancaster, and Karoli, after
    nine days hiding with the French Underground,
    were picked up by two GI’s who had wandered
    near their area in a Jeep. They still had to me-
    ander through the French countryside to avoid
    pockets of German soldiers in retreat. Arriving in
    Paris 12 days after its liberation, Kelley and crew,
    aware that surviving crews were to report to the
    USAAF headquarters as soon as they arrived, en-
    joyed the city’s sights and entertainment for two
    days before reporting in. Upon the crew’s return
    to Bassingbourn on September 17, a large, base-
    wide party was thrown in the 324th BS hangar.
    Gen. Dwight D. Eisenhower issued orders early
    in the war that evaders were not to be returned
    to flying status in the ETO. This was to protect the
    French Underground from being compromised in
    the event a previous evader was captured and
    tortured. While there were exceptions to this
    mandate, Lt Kelly and his crew were flown back
    to the United States to be trained for action in
    the Pacific Theatre of Operations. While Bob Kel-
    ley did train in Douglas A-26 Medium Bombers to
    be flown against Japan, the war ended before he
    was ordered back into combat.
    1Lt David McCarty: Killed in Action
    on a Mission to Ludwigshafen,
    Germany, Sept. 8, 1944
    Thanks to Bob Kelley, I now knew who “Mac
    was. I wrote again to Bowden who responded with
    a great deal of information about David McCarty
    and his loss over Germany. Bowden also provided
    a partial list of McCarty’s mission history in the
    322nd BS. This provided further evidence that the
    crew photo and flight to Stoney Cross both took
    place on August 10, 1944. McCarty and crew first
    flew “My Baby” on August 8 and then again on the
    9th and then flew “Texas Chubby, The J
    -
    Ville Jolt-
    er,” an olive drab over gray camouflaged B-17G,
    on August 11,13, 14, and 15. “Texas Chubby” was
    shot down the following day with another crew
    on board. Further evidence was provided by 2Lt
    Frank Bolen, bombardier assigned to the crew of
    “Chow Hound,” another well known, Starcer dec-
    orated B-17, in the 322nd BS. On August 7, 1944,
    Bolen was relieved of his duties as bombardier
    by the squadron’s
    lead bombardier because “Chow Hound was to
    lead the entire squadron on a mission in support
    of the Normandy breakout. „Chow Hound“ and all
    of her crew were lost on that mission. With no
    time to reflect on the loss of his crew, Bolen was
    immediately assigned to the McCarty crew and
    is shown in the official 91st BG photo that now
    appears to have been taken on the morning of
    August 10, the same day McCarty flew “My Baby”
    to Stoney Cross.
    McCarty and crew’s next mission was on Sep-
    tember 8 in an NMF B-17G, serial no. 43-38348
    named “Roxy’s Special.” On that day, this aircraft
    was listed “Missing in Action” (MIA) on only its
    fifth mission and McCarty listed as “Killed in Ac-
    tion” (KIA) over the same target that saw the loss
    The four evaders return
    to Bassingbourn 12 days
    after being shot down in “My
    Baby.” L
    -
    R: LT Andrew “Andy”
    Anderson, Co-Pilot; Lt George
    Lancaster Jr., Bombardier;
    Lt Alton Karoli, Navigator; and
    Lt Ernest Robert “Bob” Kelley,
    Pilot. Anderson, who was
    the pilot of “Madame Shoo
    Shoo,” was loaned to the
    inexperienced Kelley crew for
    the mission on September 5,
    1944. [Kelley]
    HISTORY
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    November 2023
  • Page 21

    of “My Baby” three days earlier – the I.G. Farben
    Chemical Plant in Ludwigshafen. And this fit al-
    most perfectly my dad’s recollection of Lt Gar-
    ner’s announcement of Mac’s loss.
    On Friday morning, September 8, 1944, McCarty
    and crew sat in the “Roxy’s Special” which held
    twelve 500lb. Demolition Bombs. Shortly after
    7:22, as the sun began to rise, McCarty guided the
    aircraft off the Bassingbourn runway and head-
    ed east flying in the “right box” of the Low Group
    just to the right of the lead squadron. Climbing
    above the English Channel to a height of 9000
    feet, McCarty headed toward Paris where the en-
    tire Group would climb to 26,000 feet. Time over
    the target, was to be 11:48 a.m. Minutes before
    bomb release, the aircraft was hit by an anti-air-
    craft round probably from an 88mm. flak cannon.
    It hit near the number three engine (the right
    engine, closest to the cockpit) with devastating
    results. The wing was severed at that point and
    the aircraft was seen to fall burning in a flat
    spin. Witnesses saw the B-17 explode in mid-air.
    The nose was severed from the rest of the fuse-
    lage with both the Bombardier, 2Lt Frank S. Bolen,
    and Navigator, 1Lt Donald Brazedons trapped by
    centrifugal force. Eventually both were spilled
    out of the nose and parachuted to safety – sort of.
    They were the only survivors as the others were
    either killed instantly or trapped in the aircraft
    as it spun on fire into the city of Ludwigshafen.
    “Roxy’s Special” was the only 91st BG loss on that
    mission.
    The I. G. Farben Chemical plant is near the
    confluence of the Rhine and Neckar Rivers.
    Brazedons came down just north of the conflu-
    ence and on the west side of the river, almost
    on the burning chemical plant property and was
    captured immediately. Frank Bolen landed north
    of Brazedon on a tiny island where the Altrhe-
    in Canal enters the Rhine at Sandhofen. Bolen
    was knocked unconscious from the impact and
    once awake discovered that his right ankle was
    badly sprained. Waiting until dark, he found
    a rowboat that eventually got him to the east
    bank of the Rhine where, moving north, he
    eventually reached the west bank at the city of
    Worms. Traveling only at night and hobbled by the
    sprained ankle, he worked his way west for sev-
    en days. Forced to begin moving during daylight
    to protect his ankle, he was captured on Septem-
    ber 14th and transferred to Stalag Luft I. for the
    duration of the war. Stalag Luft I. was at Barth,
    on the Baltic Sea and was a temporary home to
    many Allied airmen.
    “Roxy”s Special” fell in many pieces onto down-
    town Ludwigshafen. The center fuselage/cockpit
    fell on Luther Strasse directly in front of Luther
    Church and was actually viewed by a young boy
    who was at the church that day. Richard Braun,
    hearing a crash, came out of the church and saw
    bodies in the aircraft and dangling from nearby
    trees.
    The bodies of 1Lt David McCarty Jr., 2Lt Neil M.
    Mylin (Co-Pilot), Sgt. Frank F. Trim Jr. (Ball Turret
    Gunner), S/Sgt. Charles E. Beebe (Waist Gunner),
    and S/Sgt. Floyd Z. Dillon (Tail Gunner) were in-
    terred in the Ludwigshafen Central Cemetery
    on September 14, 1944. Top Turret Gunner and
    Flight Engineer T/Sgt. John Cangemi was initially
    listed as (MIA). There is no record of his initial
    interment, but at some point his body was locat-
    ed after the war and reinterred at a U.S. Military
    cemetery in Minnesota. T/Sgt. Henry R. Schulz is
    buried at the New Saint Marcus Cemetery, Affton,
    Missouri. Frank Trim was originally a Waist Gun-
    ner on Bob Kelley’s crew. During the summer of
    1944 the 8th Air Force began to reduce B-17 and
    B-24 crews from ten to nine. This was done by
    removing one of the waist gunners in each air-
    craft and assigning them to other positions with
    other crews. Trim was lost doing Ball Turret duty
    on McCarty’s crew on “Roxy’s Special”.
    David McCarty was born on his family’s farm
    in Gardendale, Ala. on February 6, 1922. David’s
    parents, David Sr. and Dorothy Ethel Clark, moved
    to North Birmingham in 1925. David Sr. became
    the owner of Northside Lumber Company, Inc.
    It was shortly after this move that David’s sis-
    ter, Ethel Jean was born. David attended grade
    school in North Birmingham and Philips High
    School near downtown Birmingham. Graduating
    Philips in 1939, David entered the University of Al-
    abama and began studying Pre-Law. He also took
    courses at University Center, Birmingham.
    David’s sister, Jean, said David had inherited
    his dad’s entrepreneurial skills at an early age,
    managing a newspaper route for the Birming-
    ham News Age Herald, delivering newspapers
    on his bicycle and growing his route success-
    fully. Once old enough to drive at 16, he drove
    a garbage truck for the City of Birmingham in the
    early hours before school opened. When this be-
    The 322nd BS hangar at Bassingbourn taken during the “Big
    Snow” of December, 1944. This structure is a twin to the 322nd
    BS hangar used to celebrate the return of “My Baby’s” officers on
    September 17, 1944.
    A photo of the 322nd BS hangar during the preparation of squad-
    ron personnel for a group photo. A zoomed-in detail shows the
    42-31634 ‘Texas Chubby’ standing in the background [NARA]
    HISTORY
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  • Page 22

    came an interference to school attendance and
    work he switched to working after school and on
    weekends at the family lumber yard, eventually
    becoming Vice President of Northside Lumber
    Company prior to volunteering for military duty.
    David is remembered by his sister as a young
    man interested in mechanics and carpentry and
    an excellent partner to his dad in the manage-
    ment of the family’s lumber business. He also
    was very interested in real estate and land de-
    velopment. She also remembers rides on his mo-
    torcycle and, no surprise here, for a “buzz job” of
    the family home in North Birmingham just prior
    to his transfer to England.
    A desire to fly aircraft and fearing being draft-
    ed into the Infantry or Navy, David volunteered for
    the U.S. Army Air Corps and was sent to Flight
    School at Maxwell Air Force Base in Montgom-
    ery, Ala. On March 10, 1943 he began Primary
    Training at Avon Park, FL and, later, Advanced
    Training at Gunter Field in Montgomery. When he
    graduated from Flight Training at Freeman Field
    Ind., he received the single gold bar of a 2Lt on
    December 5, 1943, one month before Bob Kelley
    was commissioned. Assigned to bombers, David
    did further training at Salt Lake City and Dahlbert,
    Texas, before flying to England where he served
    with the 91st BG, 322nd BS until his loss on Sep-
    tember 8, 1944.
    He was very respected by those who flew
    with him. Frank Bolen, survivor of David’s last
    mission said he was “
    … nice and easy going, but
    not reserved.
    ” And that he was “
    … an excellent
    and confident …
    ” pilot. Dave Wolnowitz who was
    a member of David’s crew prior to that final mis-
    sion remembers David as “…
    quiet and the nicest
    guy in the world
    …” and “…
    a great pilot
    ”.
    David McCarty Jr. was survived
    by his parents, sister, Ethel Jean
    McCarty, and grandmother, Mrs.
    Rose Clark McCarty. The family
    asked the U.S. Military to return
    David’s body to Birmingham where
    his funeral service and final burial
    took place in July 1947. He is buried in Forest Hill
    Cemetery in Birmingham.
    Who Would Have Thought Such
    Tiny Photos Could Lead To So
    Much Information.
    I could never have imagined that those three
    tiny images would lead me to so many sources
    of information. Not only was I able to find what
    happened to “My Baby” and her pilot, David Mc-
    Carty Jr., but I was able, with the help of so many,
    to locate people who had had flown “My Baby”
    and survived McCarty’s last mission. Archivists
    and Bob Kelley helped discover photos of McCa-
    rty and the B-17’s that he flew. Bob Kelley sent
    me a piece of “My Baby” that he recovered from
    a farmer’s field many years after her crash.
    My late father was astounded by all of this infor-
    mation and amazed that he was able to hold an
    actual piece of the B-17 that he had a “joy ride” in
    on August 10, 1944.
    David McCarty was 22 years old when he was
    shot down over Germany on September 8, 1944.
    Dad was 26. Young men united for a carefree af-
    ternoon flying over the south of England. For my
    dad it was a lifetime memory. For me, it has been
    an opportunity to honor my Dad’s role in WW II.
    But it has also been an opportunity to remember
    a pilot who did not return to tell his kids amazing
    tales of his missions with the Mighty Eighth over
    Nazi Germany. They were all a part of “The Great-
    est Generation” and their service should never be
    forgotten.
    Acknowledgements
    This has been quite a tour and I could not have
    tied all the loose ends together without those
    who have generously contributed information,
    photos, contacts, and editorial assistance. Bob
    Kelley very early on got me moving toward solv-
    ing the puzzle of who was “Mac” and the story of
    the demise of “My Baby.” He referred me to many
    contacts that filled voids in “The Story.” He also
    offered me many photos of “My Baby” and finally,
    a relic removed from her burned out carcass that
    lies below a French farmer’s bean field. Bob be-
    came not only an advisor, but a good friend who
    did live to see this story completed. Jean McCarty
    Kittrell, David McCarty’s sister sent not only the
    recollections of a teenaged younger sister, but
    a careful list of editorial corrections. Her career
    as an English Professor made her eminently
    qualified to do so. Old friend and writer, Ken Dal-
    ecki, also offered assistance in the editorial pro-
    cess. The Archives staff at the National Air and
    Space Museum lent their knowledge and enthusi-
    asm. Brian Nicklas, Melissa Keiser, and Larry Wil-
    son could not have been more helpful in pointing
    me in the right direction. My early contact with
    them in 1994 and my subsequent employment
    at the NASM have created enduring friendships
    with them. Frank Bolen and David Wolnowitz
    were also very generous with information about
    David McCarty and his last mission. Ray Bowden
    and The USAAF Nose Art Research Project were
    a critical source of information on McCarty and
    the B-17s that he flew. I am also grateful to the
    91st Bomb Group Memorial Association for their
    assistance and Jan Zdiarsky for his interest
    in this story that led him to provide additional
    research, photos, editorial assistance and en-
    couragement.
    Bob Kelley at a July Fourth parade in 2009. He still fits into his 1944 uniform. Bob was 96 years old and healthy
    as a horse until a stroke took him down. We corresponded until the end. Yes, we had become friends and met
    out in California and spent a day together sometime around 2014-2015. [Kelley]
    The body of David McCarty Jr. was returned to Alabama by his family in 1947. He is buried in Forest Hill Cemetery in Birmingham.
    He is survived by his sister Ethel Jean Kittrell. [Forest Hill Cemetery]
    HISTORY
    INFO Eduard22
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  • 221st Tactical Flight. Fighting With the Albatros...

    Time flies like water in a raging river. In 2016, we commemorated the 60th anniversary of the establishment of the aviation units later operating at Náměšť nad Oslavou Air Base, and this year, in October 2023, it will be exactly 10 years since fixed-wing aircraft permanently left the local facility. From the MiG-15s, through the Su-7BM, BKL, U, the Su-22M4 and the UM-3K series of supersonic aircraft, and on to the Su-25K, UBK attack aircraft and L-29 Delfín trainers, plus transport and liaison Mi-1, Mi-2 and Mi -17 helicopters, the unit's main equipment for a decade was also the globally known and proven L-39ZA Albatros, produced by the domestic manufacturer Aero Vodochody.

    221st Tactical Flight.
    Fighting With the Albatros...
    ….2003 – 2013 timeframe from the point of view
    of an aircraft armorer
    Time flies like water in a raging river. In 2016,
    we commemorated the 60th anniversary of the
    establishment of the aviation units later operating
    at Náměšť nad Oslavou Air Base, and this year, in
    October 2023, it will be exactly 10 years since
    fixed-wing aircraft permanently left the local
    facility. From the MiG-15s, through the Su-7BM,
    BKL, U, the Su-22M4 and the UM-3K series of
    supersonic aircraft, and on to the Su-25K, UBK
    attack aircraft and L-29 Delfín trainers, plus
    transport and liaison Mi-1, Mi-2 and Mi-17
    helicopters, the unit's main equipment for
    a decade was also the globally known and proven
    L-39ZA Albatros, produced by the domestic
    manufacturer Aero Vodochody. Aircraft of this
    series began to operate from Náměšt in 1994 with
    the disbanding of the former 30th bilp at
    Pardubice Airport. In the fall of that year, Su-25K
    and UBK aircraft, together with four Albatroses
    (coded 3903, 5015, 5017 and 5019) moved to their
    new location at Náměšť as part of the 1st TL
    (Technical Flight), then the 32 .zTL (Tactical Air
    Force Base), at Náměšť nad Oslavou.
    As the Su-25K was gradually phased out of
    service by the end of 2000 (the last flight was
    made by aircraft coded 5039 in a flyover from
    Náměšt to Přerov on December 11th) and replaced
    by the new L-159A ALCA light attack fighter, more
    L-39ZA Albatroses were assigned to Náměšt’s
    2nd TL (Technical Flight). By the fall of 2003, all
    L-159s were handed over to Čáslav.
    On December 1st, 2003, the 221st TL (Tactical
    Flight), 22nd zL (Air Force Base) was officially
    founded in Náměšť nad Oslavou. The squadron
    operated ten L-39ZA Albatros trainers, coded
    2341 (crew chief handle ‘Jára’), 2344 (‘Synek’),
    2415 (‘Kája’), 2421 (‘Golem’), 2433 (‘ Sun’), 2436
    (‘Fanda’), 3903 (‘Miša’), 5015 (‘Zip’), 5017 (‘Worm’)
    and 5019 (‘Goat’) plus five reserve aircraft (coded
    2347, 2418, 2424, 2427 and 2430). The squadron's
    Tomáš Dedera
    Aircraft 2436 ready for flight awaiting
    the arrival of its pilot. It carries a non-
    traditional, relatively large payload of
    two 350l (92 gal) droptanks and a pair
    of CP-100-70AM practice bombs. The air
    intake bears a remnant marking from
    the airplane’s service with the 11th slp in
    Zatec. The pilot’s helmet is hanging on the
    left pitot tube.
    Aero L-39ZA Albatros, coded 5017 on the apron of the 1st Technical Flight during the winter months. Worth
    noting is the symbol of the 1st Technical Flight above the nose landing gear (at that time the squadron operated
    the Su-25K as its bread and butter and this marking was carried by some birds on their engine nacelles
    or noses) and the 32nd zTL emblem of Náměšť nad Oslavou on the rudder. (photo archive of the author)
    HISTORY
    INFO Eduard24
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  • Page 25

    technical staff was made up of experienced
    mechanics and specialists who previously
    worked on the Russian Su-22 and 25 series of
    aircraft and later, the Czech L-159A ALCA
    advanced light combat aircraft. The task of the
    squadron was to ensure the continued training of
    young pilots who came from the CLV (Aviation
    Training Center) in Pardubice, especially in ÚBP
    (training in the use of weapon systems - combat
    use tasks) and cooperated with advanced
    FAC/JTAC aviation instructors. Its first
    commander was pilot Lt.Col. Ing. Antonín K. and
    ZV
    -
    ILS (Commander of the Technical Staff) Capt.,
    later Maj., Marián M. The Flight did not spend
    much time warming up on its assigned field, as
    by 2004, it flew to the airport at Pardubice.
    It operated from there for seventeen long months,
    while a major modernization, renovation and
    construction of new buildings took place in
    Náměšt. By that time the first experiments with
    ÚBP began with the use of CP-100-70M practice
    bombs, popularly called ‘cements’. It should be
    noted here that this type of training almost
    stopped for a certain period of time, because the
    L-159s (operating from Náměšt from the spring of
    2001 to the autumn of 2003) did not yet have their
    weapons systems fully integrated, or were still in
    development (such as the 20 mm PLAMEN
    cannon). A greater focus on the use of live aerial
    ammunition occurred only after the return to
    Náměšt in July, 2005.
    The standard gradually became the use of four
    aircraft at the ÚBP, if technical conditions and,
    above all, weather conditions allowed, at least
    once a month. Monday usually started with
    preliminary preparation - technicians and
    specialists performed more extensive
    maintenance, removed defects that manifested
    themselves during previous flying, replenished
    fluid levels and gases, checked important aircraft
    systems and nodes, or they changed worn tires if
    signs pointed to that need. Armorers carried out
    loading of UB-16-57 UMP rocket pods and tested
    all weapon systems (cannon, bomb and rocket
    armament) in all modes - not only testing in the
    standard mode of use, but also, for example,
    control of the jettisoning of payload under
    emergency situations, with the help of special
    preparations and measuring or signaling
    technology.
    From Tuesday to Thursday there were special
    flying events. They started with a weather survey,
    when one plane took off with an experienced
    crew, who evaluated the weather conditions on
    the flight path to the firing range. If conditions
    suited, then it was down to business. Aircraft
    ground crews, R+RTV (radio and radio equipment)
    and E+ESV (electrical and special electrical
    equipment) specialists carried out pre-flight
    preparation, and at the very end, when everyone
    was finished, the weapons specialists came into
    the picture. They first checked the rotation of the
    airplanes in the safe directions, turned off all
    weapon control elements, the on-board network,
    the external power source and closed the
    canopies. They then placed red pylons 5m in front
    of the aircraft (and in the case of charging
    unguided rockets, 5m behind the aircraft as well),
    cordoning off the area as a dangerous zone into
    which all unauthorized persons and vehicles
    were strictly prohibited from entering. They then
    performed their own loading of the machines
    according to the planned flight schedule. Then it
    was just a matter of waiting for the crews to
    arrive at the planes. After the arrival of the pilot,
    the aircraft crewchief gave a report on readiness
    for flight and information on the amount of fuel
    added. The armorer informed the crew of the type
    and amount of armament the aircraft was
    equipped with for the flight, or provided additional
    information, such as fuse timings on any bombs
    carried. This was followed by strapping the pilot
    into the VS-1 BRI ejection seat by the crewchief,
    fitting him into the parachute harness, removing
    the safety pins from the ejection seat, allowing
    it’s potential launch. First the SAFÍR APU was set
    in motion, followed by the AI-25 TL engine itself.
    After a short engine test and a check of the
    operation of the flaps and speedbrakes, the
    aircraft approached the so-called ČPS -
    Preliminary Start Line, popularly known as ‘the
    line’. Here, specialists performed the last visual
    inspection of the aircraft before entering the VPD
    (takeoff and landing runway). They mainly
    focused on the perfect closure of all covers and
    openings, or checked for signs of non-standard
    leakage of operating fluids - aviation fuel, oil or
    hydraulics, which could indicate a leak or
    malfunction of these systems, which could have
    fatal consequences in the later phase of the
    flight. After this inspection, if everything was in
    order, only a raised thumbs up from the
    inspectors followed – indicating all was good to
    go, and with the permission of the control tower,
    the roll-up to the VPD and finally take-off
    followed. Flights to the firing range usually lasted
    about 1.5 hours.
    After landing, the aircraft taxied to a special
    stand - the so-called ‘holding stand’. There, after
    guiding the aircraft in a safe manner, the gunners
    performed a post-flight armament check.
    If everything was in order, meaning that the
    cannon operated properly, rocket pods were
    empty and bombs dropped, the aircraft continued
    to its own stand. When the occasional problem
    did crop up, the crew shut down the engine, the
    armorers disabled the cannon against an
    unwanted firing, the crewchief secured the seat,
    the pilot got out, and then the gunners completed
    Armorers load S-5 K unguided rockets into UB-16-57 UMP rocket pods. Red flags are placed in front
    and behind the aircraft, external power is disconnected from the aircraft and cockpits are closed
    for safety reasons.
    L-159A Alca on the apron of the 1st Technical Flight at Náměšt in the summer of 2003. The airplane is
    interesting with its inscription on the right air intake, symbolizing the 50th delivered ALCA for the Air Force
    of the Czech Republic Army (photo archive of the author).
    HISTORY
    INFO Eduard
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    HISTORY
    the safe discharge of the weapons. Then the
    whole merry-go-round was repeated, usually at
    least two or three more times. After the last
    flight, the airplanes were ‘post flight’ inspected
    and, with the help of tow trucks and tractors,
    towed to their hardened aircraft shelters in the
    squadron's dispersion areas. The entire cycle of
    flights from the beginning to the end of the
    working day usually lasted 12-13 hours, in any
    weather, in freezing cold or sweltering summer
    heat, in wind and rain. Friday, a non-flying day,
    was intended for the elimination of possible
    defects in the airplanes, and above all, for the
    cleaning of all weapons after having been fired.
    As standard, the armament triad was flown -
    B, R, C (for bombs, rockets, cannon) - four aircraft
    with a GŠ-23 cannon with, typically, fifty rounds,
    one hundred as the exception, two additional fuel
    tanks 150 l on the inboard pylons and either two
    UB-16-57UMP rocket pods, each with a maximum
    supply of sixteen S-5 unguided rockets of various
    types or two CP-100-70M cement practice bombs
    on the outboard hardpoints. Later, we increased
    the range of armament carried by including the
    use of OFAB-100-110TU frafmentation bombs of
    100kg (220lb) weight. These were of Czechoslovak
    manufacture, produced in Vlárské Strojírny
    Slavičín from the 80s to the 90s. It was a special
    bomb that could be used at high speed at low
    level as a brake, thanks to the integrated BZ-5
    braking system. An electric head igniter, also of
    domestic provenance, of the LZEH-3 type, made it
    possible to set up to five different delays,
    depending on the nature of the target, from
    immediate action at impact, two short-term
    modes in the order of milliseconds (against
    bunkers and other fortified targets) and two
    long-term delays (for practice and security
    reasons). The odd time, it was also possible to
    see Albatroses carrying a quartet of training
    cement bombs or even live OFABs. Unlike the
    Slovak Air Force, we practically did not use
    L-39M559 dual ejector racks (only for
    demonstrations). At times, when it was absolutely
    An aircraft technician removes the arming pins from the VS-1 BRI ejection seat just prior to engine start.
    In a few minutes, the aircraft will take off, its task will be to fire at ground targets with the GŠ-23 cannon
    and S-5 unguided rockets.
    Specialists having performed a final inspection of the aircraft at the ČPS, give the thumbs up indicaing that everything is in order and there’s nothing preventing further
    taxiing for takeoff.
    For display purposes, loaded armament could include a UB-16-57UMP rocket launcher and an L-39 M559 twin
    ejector rack with a pair of CP-100-70 M practice bombs.
    INFO Eduard26
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    HISTORY
    necessary, from the point of view of range,
    especially during cooperation with other
    formations and larger exercises, the 150l (40 gal)
    outboard tanks were replaced by their bigger
    350l (92 gal) brothers.
    In the case of flying from what used to be
    erov Air Base, the aircraft were loaded up with
    underwing minitions, without the need to mount
    drop tanks. This was made possible by the close
    proximity to VVP (Military Training Area) Libavá
    with its extensive firing ranges. It was also
    possible to make six flights per day. At that time
    you could see Albatroses fully loaded with
    UB-16-57 UMP rocket pods on the inner pylons
    and OFAB-100-110TU bombs codenamed JUPITER
    on the outer units, as they would be in times of
    actual conflict. At this time, the EKSR-46 signal
    cartridge ejectors, located in the right rear part
    of the aircraft, with yellow, red, white and green
    colors, which were to act as decoys, began to be
    used again. For the first 5 years of the squadron's
    existence, scheduled higher level work and
    aircraft overhauls were carried out in cooperation
    with the 217th LOLNT (Supersonic Aircraft Repair
    Squadron) in Čáslav. Part of the work involved
    armament and associated systems, and
    occasionally, it was possible to see our L-39s
    with four UB-16-57UMP rocket pods, but only
    ones that were empty. A separate chapter is the
    use of guided munitions - in our case, this
    Aircraft 2415 just before taking off from the stand at the point of no return
    Underslung are a pair of 150l (40 gallon) drop tanks and two live OFAB-100-110TU
    fragmentation bombs.
    Here, the pilot is taking over aircraft 5019 from the crewchief. It carries two 40
    gallon drop tanks and two full UB-16-57UMP rocket pods with 32 S-5KP unguided
    rockets. A special Praga V-3S SUEZ (Universal Electric Starter Source) vehicle is
    parked between the planes, serving as a source of electrical power during ground
    preparation and actual engine start-up.
    Frontal view of an aircraft armed with four CP-100-70M practice bombs.
    A pair of CP-100-70M practice bombs under the left wing of an L-39. The aircraft is
    pictured shortly after it was forced to return and land at its home field after suffering
    a bird strike. The damage, visible on the leading edge of the wing between the pylons,
    was repaired by the unit's personnel. The bird was not as lucky.
    Aircraft 3903 ready for flight in front of a weathered shelter at the then Přerov
    aAir Base. Interestingly, it carries two full UB-16-57UMP rocket pods with 32
    S-5KP missiles and two OFAB-100-110TU fragmentation bombs. Under the cockpit
    windscreen is a red log book.
    Aircraft 5019, fully armed with four live OFAB-100-110TU fragmentation bombs,
    waits for the arrival of the crew on a baking apron in the summer heat.
    INFO Eduard
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    HISTORY
    involved exclusively the R-60 AA-8 Aphid air to
    air dogfighting missile, carried on UZR-60 rails.
    These were infrared (thermally) guided missiles,
    which, however, were not equipped with a rocket
    engine, nor did they carry fins on the rear or
    rudders on the nose of the missile. Only the IR
    warhead was retained, as were the four finlets on
    the front, whose purpose was to help increase
    the effect of the rudders by swirling the air over
    them at high angles of attack. This training
    version of the missile was equipped with
    a recording device, which recorded some
    important parameters when the missile was fired
    - for example, the overload on the aircraft. These
    parameters were evaluated by the instructor
    after the flight, and they could realistically
    indicate whether the launch strategies were
    chosen correctly. The missile was white and had
    3 black bands around its body as a distinctive
    marking, consistent with the training versions of
    Soviet/Russian guided missiles. The bodies were
    suspended on P-62-1M
    -
    ZA rail adapters which
    were mounted under the pylons. By default, the
    unit was suspended under the left wing, but the
    adapter had to be suspended under the right side
    as well to maintain the plane's symmetry.
    Detail of the above noted loadout. Note the weathering on the UB-16-57UMP
    rocket pod and the fuse delay of 0.03 seconds written down on the bomb
    in plain chalk.
    L-39ZA coded 3903 ready for flight under winter conditions at Caslav AB.
    The plane carries four empty UB-16-57UMP rocket pods.
    Beautifully mirrired on the cocrete apron after a spring shower is L-39 2421, loaded with large 350l (92 gallon)
    drop tanks and a UZR-60 training round under the left outboard pylon.
    Same bird from the front.
    Loaded EKSR-46 flare dispenser on the right side of the rear fuselage.
    INFO Eduard28
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    HISTORY
    Originally, the ZA version of the Albatros did not
    possess the ability to carry these missiles, and
    could only carry the older type infra-red guided
    R-3S. The work required to adapt the L-39 to the
    R-60 was carried out sometime in the mid-1980s
    by workers of the LOZ (Aircraft Repair Base) in
    České Budějovice.
    A specialty, seen on the ZA version at Náměšt,
    is the use of special containers, carried under the
    putboard pylons. These containers, operated by
    the crews of the Military Technical Institute of
    Aviation and PVO (VTÚL and PVO Prague), served
    as carriers for the newly developed types of pilot
    parachute. These were tested together with
    a special weight imitating the human body. The
    photograph shows a cartridge case carrying
    a maximum of 150 rounds of 23 mm ammunition
    with fifty rounds of OFZ (fragile - explosive -
    incendiary) and BZT (piercing - incendiary -
    luminous) ammunition, in a ratio of 4:2. In the
    winter, when it was not possible to rehabilitate
    the impact area of the firing range, instead of OFZ
    cartridges, BZA (armor piercing - incendiary)
    were used. Visually, the projectiles are
    distinguished by the following colours: BZA -
    black projectile body, with a red and white stripe
    on the tip, under which the incendiary component
    is hidden, BZT - again black, sometimes gray
    (depending on the manufacturer and production
    block) projectile body with a yellow tip, OFZ -
    black (grey) body of the projectile (grenade) in
    which the effective explosive Hexogen is
    incorporated, the lighter is silver in color with
    a purple tip. It is unlocked only after a certain
    distance from the muzzle of the weapon (the so-
    called ‘mask safety’), so that the aircraft itself is
    not endangered by the action of axial and radial
    forces (rotation of the projectile, initiated by the
    grooved bore of the barrel), created during firing.
    A specific type of round that are placed at the end
    of the cartridge belt are copper OFZ rounds,
    additionally marked with a yellow stripe on the
    body of the projectile. These have a lead wire
    attached to the bottom of the round, which
    creates a mixture with copper residues from the
    guide rings when fired, and the resulting mixture
    is literally blown out of the barrel by the following
    round. These cleaning effects on the barrel have
    a significant effect on reducing wear, improving
    accuracy and extending overall service life.
    The GŠ-23 cannon is a development of a Soviet
    weapon with dual barrels and breechblocks. This
    is how the designers of the weapon, Grjazev and
    Shipunov, managed to achieve a relatively high
    muzzle velocity of the weapon - 3200 to 3400
    rounds/min. The weapon, which is widespread
    even to the present day, equipped a whole series
    of airplanes and helicopters of Soviet origin,
    either as an integral part of the design or in
    suspended weapons containers. It is a very
    effective weapon, whether against air or ground
    targets, accurate and easy to operate and
    maintain, with a minimal number of defects.
    There were several types of S-5 unguided air
    to surface rockets used. First off, there were the
    older S-5 K and S-5 Ms. Both had the same type
    of ignition of the rocket motor, using electrical
    wires terminated with a plug. These differed from
    each other in their purpose. The K version was
    L-39 5017 carrying a special purpose container carrying a newly developed parachute readied for a test flight.
    Detail shot of the pod with the parachute and weight, designed to imitate that of the human body. GŠ-23 cannon with a full load of 150 rounds.
    Detail view of L-39 2436 with a 150l (40 gal) drop tank
    and UZR-60 training round on a P-62-1M
    -
    ZA launch rail.
    Ammunition case with an average of fifty rounds.
    Photo Petr Soukop
    Left to right: GŠ-23 cannon pod 23mm rounds of OFZ,
    BZA and BZT types.
    INFO Eduard
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    HISTORY
    intended for use against ground and armored
    targets (tanks, armored personnel carriers, etc.),
    while the M variant was a more general purpose
    round used against soft targets and destroyed its
    target with a pressure wave created during the
    explosion. The second, more modern branch of
    these rockets was represented by three types:
    S-5 KO, S-5 MO and S-5 KP. All of them had an
    innovative way of initiating launch, using contact
    rings (faster and safer operation). The warheads
    of the rockets were also improved: KO –
    fragmentation - contained a larger amount of
    explosive and, in addition, to increase the
    effective radius, ten extra rings on the warhead
    were added. These were ‘pre-fragmented’ and
    formed projectiles of about 2g in mass after the
    explosion. The MO version had twenty of these
    additional rings. The last used was KP and was
    the same as KO, with the difference that the use
    of a piezoelectric igniter, which was supposed to
    safely initiate the rocket motor even at very
    shallow angles to the target.
    The first big change came about in 2008. On
    October 1st, Mi-24V/35 combat helicopters, which
    were operated by the newly formed 221.Vrl, were
    moved to 22nd Base in Náměšt. As a result, the
    squadron operating the L-39 was redisignated
    222nd Training Squadron. However, the nature of
    the tasks remained the same. The squadron
    continued to successfully fulfill its required
    tasks, until the fateful day of December 16, 2010,
    when during take-off of 2341, after an engine
    replacement, a titanium fire occurred in the high-
    pressure compressor of the engine near the end
    of the flight, causing its subsequent shutdown.
    The experienced two-man crew (Capt. Ing. M.K.
    and Capt. Ing. S.S.) tried several times in vain to
    restart the engine, until finally both of them were
    forced to eject from the silent Albatros close to
    their home field. This accident had a major impact
    on the further functioning of the squadron. Of
    course, a ban on flying followed, as it usually
    happens in such cases, and the problem with the
    engines were resolved only after more than
    a year! Then, on November 1st, 2013, operation of
    erov Air Base was definitively terminated and
    the Mi-171Š transport helicopters were
    reassigned. At the same time, the remaining
    L-39s were transferred to the air base at Čáslav,
    as part of the newly formed 213.VL (Training
    Squadron), which jointly operates L-39ZAs and
    L-159Ts, but that's another chapter. Looking back,
    I believe that the squadron performed its tasks
    with honor over the ten years and trained many
    young pilots who then successfully continued on
    to fly the L-159A ALCA and JAS-39 Gripen out of
    Čáslav. Thanks also go to the members of the ILS
    ground staff, not only the 221.TL (222.VL), but also
    the 217.LOLNT in Čáslav and later the 223.LOLT in
    Náměšt, who honestly took care of these
    machines and maintained them throughout their
    operation on the airfield at Náměšt nad Oslavou.
    Container with eight S-5 KP rocket projectiles, one
    with deployed stabilization fins, which would be in
    flight mode. The others have their fins folded and
    contained in plastic caps.
    S-5 M rockets built under a Polish licence and delivered in boxes of sixteen.
    Top is the S-5 KP, below the S-5 K. The difference
    in the length of the rocket motor and the warhead are
    evident in the newer KP version. There was also
    a difference in the ignition systém.
    A comparison of the S-5 K and S-5 KO (top). There was an increase in the rocket motor size and the warhead
    of the KO, though the V-5 igniters remained the same
    Detail view of the GŠ-23 cannon pod under the forward fuselage of the aircraft. Photo: Petr Soukup
    (photo, unless otherwise stated, author's archive)
    INFO Eduard30
    November 2023
  • Page 31

  • Air War over Ukraine - Defeat of the Black Sea Fleet

    During the period from September 1 to September 30, there were several successful Ukrainian attacks on the occupied Crimea. This led to the withdrawal of most of the Russian Black Sea Fleet's ships from Sevastopol to more distant ports. As a result, Ukraine was able to resume grain exports independently. This can only be described as a strategic defeat for the Black Sea Fleet.

    HISTORY
    Text: Miro Barič
    Photos: Ukrainian armed forces,
    social media and other public sources
    Air war over Ukraine
    Defeat of the Black Sea Fleet
    Mi-8 helicopters are ubiquitous and highly needed. This series of images was recently published by the Ukrainian armed forces.
    During the period from September 1 to September 30, there were
    several successful Ukrainian attacks on the occupied Crimea.
    This led to the withdrawal of most of the Russian Black Sea
    Fleet's ships from Sevastopol to more distant ports. As a result,
    Ukraine was able to resume grain exports independently. This can
    only be described as a strategic defeat for the Black Sea Fleet.
    To understand these events, we need to look
    at preceding periods, as the following events
    are closely related. In July, the grain agreement,
    allowing food exports from Ukrainian ports,
    expired. Russia, following the agreement's
    expiration, immediately began attacking the
    infrastructure of ports and grain warehouses,
    not only in the Black Sea but also along the
    Danube.
    These attacks continued in August and
    September, the period we are focusing on in
    this article. The Danube serves as the border
    with Romania, and Ukrainian ports Izmail and
    Reni on this river are only a few meters from
    a NATO member state. In early September,
    the remnants of three Russian drones used
    in attacks on Ukrainian ports were found on
    Romanian territory within one week. Initially,
    Ukraine reported crash of a Russian drone on
    Romanian territory, but Bucharest denied it for
    a while. When Romanian civilians reported the
    impacts of Russian drones, the government in
    Bucharest informed NATO allies about these
    incidents and summoned the Russian chargé
    d'affaires to express a "sharp protest." NATO
    spokesperson Dylan White commented that
    there was no indication that Russia deliberately
    attacked alliance territory. It's clear that NATO
    does not want a conflict with Russia.
    From July to October, Russia launched 17
    major attacks on ports, hitting 150 buildings,
    six civilian cargo ships, and destroying 300,000
    tons of grain. Ukraine didn't stand by idly.
    Their response was gradual, methodical, and,
    ultimately, very effective, despite lacking a navy.
    In August, a series of attacks occurred on the
    Crimean Peninsula, including the destruction
    of an S-400 air defense system in Olenivka in
    northern Crimea. Bases in Saky, Hvardijske, and
    Belbek, where a significant portion of the Black
    Sea Fleet's aircraft was stationed, were also
    targeted.
    During August, Ukrainian special forces
    occupied four oil platforms in the Black Sea,
    which had Russian radar and helicopter landing
    pads. A skirmish between Ukrainian boats and
    a Russian Su-35 fighter occurred during one
    of these raids. The Su-35 became a target for
    a missile launched from one of the boats. It's
    uncertain whether it was actually damaged, but
    the aircraft withdrew. During one of the raids,
    INFO Eduard32
    November 2023
  • Page 33

    HISTORY
    Ukrainian naval drone attacking the Russian ship
    Olenegorskyi Gornyak.
    Olenegorskyi Gornyak in a dry dock showing
    a hole in its hull.
    Landing ship Minsk on fire on September 13th
    in a dock in the port of Sevastopol.
    This peculiar photograph was created by assembling
    images from a video capturing the damage to the ship
    Minsk.
    Landing ship Olenegorskyi Gornyak listing to the left
    after a Ukrainian naval drone attack.
    Ukrainian helicopter Sea King HU.5 with a cartoon
    character's head and the name "Aviator" painted on the
    fuselage side.
    a Ukrainian boat had to maneuver wildly to avoid
    being fired upon. One soldier fell into the water
    but was later rescued by a Ukrainian drone.
    It reported the soldier's location until rescue
    arrived.
    It's possible that three Sea King HU.5
    helicopters provided by Britain to Ukraine were
    involved in these actions. Ukraine uses these
    helicopters for transport, search and rescue
    missions, and transporting special forces
    behind enemy lines. Therefore, it's very likely
    that they played a role in the occupation of oil
    platforms in the Black Sea and in supporting
    the special forces' landing on the Crimean
    coast. Coincidentally, during the period we are
    examining, a new photo of a Sea King helicopter
    in Ukrainian service was published. The right
    side of the fuselage features the image of
    a drawn character's head and the inscription
    "Aviator."
    Russian ships also became targets of
    Ukrainian attacks. On the night of August 4, near
    Novorossiysk port, the Ropukha-class landing
    ship Olenegorsky Gornyak was hit by a naval
    drone as it entered the port. According to initial
    Russian reports, the attack was successfully
    repelled, and the ship suffered no damage.
    However, in the morning, it was revealed
    that the ship was unable to move and had
    a significant list to the left. It had to be towed to
    dry dock. The ship had a hole in the right side of
    the hull, four meters high and two meters wide.
    The next day, south of the Kerch Strait Bridge,
    the Russian tanker Sig was also hit by a naval
    drone. The explosion caused a hole in the right
    side and flooded the engine room.
    Attack on docks and Headquarters
    All the actions mentioned so far were just
    a prelude to the main attack that occurred in
    September. After losing radar installations on
    the platforms, air defense systems, and aircraft,
    Russia was unable to effectively protect the
    western part of Crimea. This had disastrous
    consequences for the Black Sea Fleet.
    On Wednesday, September 13, early in the
    morning, Storm Shadow cruise missiles
    launched from Ukrainian Su-24M aircraft struck
    the dry dock of the Sevmorzavod shipyard in
    Sevastopol. At the time, the dock housed the
    Minsk-class Ropukha landing ship and the
    B-237 Rostov-on-Don submarine.
    A major fire broke out on the Minsk,
    destroying virtually all superstructures
    from the main deck upwards. Parts of these
    superstructures collapsed. The command
    bridge and the ship's mast completely collapsed.
    In this case, it's an older vessel from 1983, and
    the cost-effectiveness of repairing it is highly
    questionable. According to the Ukrainian side,
    the Minsk was supposed to leave the dock
    on September 14, which is why it had a crew
    preparing for that. More than 60 sailors were
    reported to have perished.
    The Rostov-on-Don submarine fared just as
    poorly. It belongs to the upgraded Kilo class
    (Russian Project 636.3) and entered service
    in 2014. Besides torpedoes, it can carry Kalibr
    missiles, which it previously launched at
    Ukrainian cities. However, it's the end for the
    submarine. After being hit by Storm Shadow
    missiles, it has two large holes in its hull—one
    on the right side behind the conning tower and
    another in the front in the torpedo compartment.
    The possibility of repairing it is also highly
    doubtful.
    Less than a week later, Ukrainians carried
    out another successful mission with Storm
    Shadow missiles targeting Sevastopol. Exactly
    at noon, on September 22, the headquarters of
    the Black Sea Fleet were struck by at least two
    missiles. Only the outer walls remained of the
    building; the interior was completely destroyed.
    What was worse for the Russians was that
    there was a meeting of high-ranking officers
    in the headquarters, which the Ukrainians were
    informed about by the partisan movement. Two
    days after the attack, the Ukrainian Special
    Forces command reported that in this operation,
    codenamed "Crab Trap," 34 Russian officers
    lost their lives, and 105 soldiers were injured.
    Admiral Viktor Sokolov, the commander of the
    Black Sea Fleet, was said to be among the dead.
    Russian authorities later released several
    videos that were meant to prove Sokolov's well-
    being, but there are uncertainties about when
    these videos were made. According to Russian
    occupying authorities, only six were injured, and
    the "situation is under control." However, they
    also had to admit that the building cannot be
    repaired, and its remnants will be demolished.
    Most of the remaining large vessels of the
    INFO Eduard
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    November 2023
  • Page 34

    HISTORY
    Black Sea Fleet retreated further to the east,
    especially to Novorossiysk. Landing ships were
    moved to the Sea of Azov, where they serve for
    transporting supplies to the ports of Berdiansk
    and Mariupol. Russia lost control of the western
    part of the Black Sea, which Ukraine used to
    resume grain exports at the same intensity as
    during the grain agreement's validity.
    Russian Air Offensive
    However, this doesn't mean that the Russians
    are sitting idly. While they received a significant
    blow on the Crimean front in September,
    they had the initiative when it came to other
    areas along the long front line. A particularly
    unpleasant surprise for the Ukrainian side was
    the increase in the range of kamikaze drones
    like the ZALA Lancet. These drones previously
    had a range of around 40 km. On Tuesday,
    September 19, however, one Lancet drone
    attacked Dolgintsevo Airport near the city of
    Kryvyi Rih, which is located up to 70 km from
    the front line. The Lancet's extended range
    wasn't the only shocking revelation that day.
    The entire attack was observed by a Russian
    reconnaissance drone, which freely moved
    above the airport. Despite the relatively close
    proximity to the front, Ukrainian air defense
    was shockingly underestimated. The Lancet
    drone approached from behind slightly to the
    right of a parked MiG-29 fighter jet. It appears
    to have grazed the end of the right wing and hit
    the ground just beside the front right part of the
    fighter. The explosion didn't completely destroy
    the aircraft but certainly caused significant
    damage, roughly in the cockpit area.
    What's even more bewildering is the
    Ukrainian inaction following this attack. Thus,
    the Russians were able to repeat the attack
    on Saturday, September 23. The location and
    participants remained the same. A Lancet drone
    once again attacked the Dolgintsevo Airbase,
    and once again, it was recorded by a Russian
    reconnaissance drone. This time, the footage is
    at night and of lower quality, so it's challenging
    to accurately determine the type of aircraft
    struck. It could have been another MiG-29 or
    even a Su-25. After the Lancet's strike, this
    time it exploded and caught fire. The video only
    captures one Lancet attack and one explosion,
    but on low-quality satellite imagery, the burned
    area is visible in another parking area on
    the airfield, indicating that two aircraft were
    destroyed.
    For the third time, the attack occurred on
    Monday, September 25, at Kulbakino Airfield
    near Mykolaiv. During this attack, an explosion
    completely destroyed a MiG-29. Lieutenant
    Oleksandr Bobyk, a 26-year-old aircraft
    technician from the 204th Tactical Aviation
    Brigade, lost his life in the incident. The
    Ukrainian side confirmed his death, stating that
    he fell victim to a missile strike in this case, with
    no mention of the Lancet drone.
    This was a costly lesson in not underestimating
    the enemy and the need to better protect
    valuable aircraft or move them further from the
    front line. On the other hand, these were the only
    losses suffered by the Ukrainian air force during
    the observed period. While August saw several
    air-to-air clashes with tragic consequences, in
    September, Ukraine did not lose a single aircraft
    or helicopter in the air.
    Russian Losses
    Meanwhile, the situation on the ground front
    was more-less stabilized. Ukrainian troops
    made advances in the Bachmut and Robotyne-
    Verbove areas in the Zaporizhia region. Still,
    their progress was slow. To counter the
    penetration near the village of Robotyne, the
    Russians deployed airborne units, which halted
    the Ukrainian advance with counterattacks but
    at the cost of heavy casualties. It was clear
    that the Russian command was buying time at
    the expense of the lives of its soldiers. What
    Footage of strikes on the submarine Rostov-on-Don.
    Mi-8 helicopters are ubiquitous and highly needed. This series of images was recently published by the Ukrainian
    armed forces.
    INFO Eduard34
    November 2023
  • Page 35

    HISTORY
    it was buying time for would become apparent
    in October. During the observed period, the
    Russian air force began to launch more attacks
    on Ukrainian positions on the front line and
    beyond. They used glide bombs, released from
    S-34 aircraft and guided from a relatively safe
    distance. Attacks occurred along the entire front
    from Kherson to Kharkiv. On Friday, September
    29, a Russian Su-35S fighter was shot down
    near Tokmak. The pilot perished. The fighter was
    probably escorting Su-34 on a bombing mission.
    The exact cause of its crash remains unknown,
    but it is suggested that it was hit by its own air
    defense. It is also possible that it fell into a trap
    set by the Ukrainian side. During the observed
    period, one Patriot air defense system was
    relocated near Odessa, and in previous months,
    Ukrainians had already used it to shoot down
    Russian aircraft on Russian territory.
    Thus, the month of September began
    and ended with the fall of Russian aircraft.
    Already on Friday, September 1, a Ka-52
    helicopter crashed into the waves of the Sea
    of Azov near the Zaporizhia region. It occurred
    approximately 1.5 km from the coast. The crew
    survived, and Russian rescuers retrieved them
    from the water. Furthermore, the Russian air
    force lost two aircraft in accidents during the
    observed period. On Tuesday, September 12, an
    Su-24M crashed near the village of Lozhki in the
    Volgograd region. Both crew members perished.
    On Wednesday, September 20, near the village
    of Kolodezny in the Voronezh region, an Su-34
    with the registration RF-95806 and bort number
    "red 05" crashed. In this case, both pilots from
    the 47th mixed aviation regiment successfully
    ejected and survived.
    Mi-8 helicopters are ubiquitous and highly needed. This series of images was recently published
    by the Ukrainian armed forces.
    Su-27 from the Ukrainian 39th Tactical Aviation Brigade.
    The Ukrainian Su-25 has its entire underside and
    auxiliary tanks painted in blue and yellow for quick
    identification.
    A shot from the Russian drone Lancet during an attack
    on the Ukrainian MiG-29 at Dolgintsevo Airport on
    September 19th.
    Destroyed Russian Su-35S near Tokmak on September
    29th.
    INFO Eduard
    35
    November 2023
  • Page 36

    BOXART STORY
    Heinz Bär became one of the Luftwaffe's
    most famous fighter pilots and was one of
    the rare German airmen the Allied press
    wrote about during the war. His journey to the
    cockpit of a fighter plane took him through
    a job as a Luftwaffe aircraft mechanic,
    a series of rejections from superiors,
    violations of regulations and the cockpit of
    Ju 52. He gradually worked his way up to become
    a successful fighter pilot, a Staffelkapitän
    and then a Gruppenkommandeur. His health
    problems and exhaustion led to a conflict with
    Hermann Göring in the summer of 1943, which
    resulted in his removal as commander of
    I./JG 77. A subsequent conflict with an NSDAP
    functionary led to Bär's transfer to II./JG 1,
    with which he served as a simple pilot as
    punishment in early 1944, with 179 kills to his
    credit!
    However, in March 1944, Bär became acting
    commander of II./JG 1. From February to April
    he achieved 23 victories without being shot
    down himself. Among the highlights in this
    period are the downing of the bombers “Miss
    Ouachita” and “Flak Magnet”. In both cases,
    Bär's ground personnel witnessed the victories.
    With B-17 “Miss Ouachita”, Bär appeared in
    a newsreel. The destruction of the Liberator
    “Flak Magnet” was an even more significant
    event, as it was Bär's 200th victory, and a short
    OKW communiqué (Bär's third) was issued two
    days later about this achievement. Albeit II./JG 1
    lost almost a hundred machines during the same
    period. Major Heinz Bär scored his 201st victory
    on April 29, 1944 at 10:56 near Braunschweig
    while fighting bombers and their escorts
    heading for Berlin. Bär managed to lead the
    II./JG 1 formation into a frontal attack against
    the bomber formation, damaging one Liberator
    in the process.
    Then a fighter escort of Thunderbolts
    from the 359th FG and apparently Mustangs
    from the 352nd FG appeared on the scene.
    In his report, Bär said that after the frontal
    attack in which he hit one Liberator, his unit
    was dispersed by a strong fighter escort
    and there were separate engagements
    by Rotte and Schwarms. He pulled up and
    saw below an Fw 190 with its starboard
    undercarriage extended being chased by
    a Thunderbolt. He got behind the Thunderbolt
    and fired from above and behind at a distance
    of about 150m. The Thunderbolt immediately
    exploded in mid-air and the individual parts
    crashed down to the ground. The impact
    occurred south of Braunschweig. In the
    minutes that followed, Bär's airmen claimed
    three more Thunderbolts and several four-
    engined bombers (including a B-24 as 202nd
    victory of Heinz Bär). One Mustang may have
    been claimed in this area by an airman from
    I./JG 302.
    The problem is that no Thunderbolts were
    lost on this day, and even the Mustangs of the
    352nd FG did not experience losses in this area.
    However, in studying German reports of Allied
    aircraft crashes, I found that one Mustang
    was shot down in this area and time. At 11:00
    a Mustang crashed 700 meters northeast of
    Brasdorf and was so badly damaged that only
    the white letter J and the numbers 3, 6, and
    7 could be discerned from its markings.
    From these indications, it can be clearly
    determined that it was a P-51B-5-NA
    43-6577 “WR
    -
    J” of the 354th FS, 355th FG.
    Its pilot was Capt. Thomas F. Neal Jr. Until
    now, it was believed he disappeared about
    30 miles southwest of Berlin. In this area, he
    led his Falcon Red Flight in a dive to attack
    four Fw 190s, yet his wingman lost contact
    with him while passing through cloud cover
    and Neal then failed to respond to radio
    communications. The place where Neal
    actually ended up is quite far west of where
    he was last seen. He probably made his way
    back, perhaps joining the 359th or 352nd FG
    formation and eventually dying in combat with
    German fighters near Braunschweig. Of the
    information known so far from the German
    side, Heinz Bär's claim fits the best. Neal's
    Mustang had a razor back and olive camouflage
    of upper surfaces. It was therefore possibly
    mistaken for a Thunderbolt. Neal was at the
    top of the 354th FS at the time with 4.5 kills
    and was one of its leading personalities.
    Bär scored a total of 221 victories, of which
    125 were over Western powers' pilots (including
    16 in the Me 262), placing him second only
    to Hptm. Hans-Joachim Marseille, who
    achieved all of his 158 kills against RAF and
    Commonwealth airmen. Further details on
    this airman can be found in my three-part
    article in REVI Nos. 81 to 83 and in the French
    magazine ACES No. 8.
    Illustration: Piotr Forkasiewicz
    The 201st victory
    Text: Jan Bobek
    #82138
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  • Page 37

    #84194
    BOXART STORY
    In January 1944, American forces were
    entering the third year of the war in the Pacific.
    They had a number of combat operations under
    their belts, and experience to the credit of units,
    commanders, and their men was growing.
    However, none of these experienced men were
    present at the formation of VF-34, a Naval
    fighter squadron that was to operate from
    land bases during the final phase of Operation
    Cartweel. The newly and hastily formed unit
    consisted of 45 pilots, only one of whom had
    seen any combat action and only two of whom
    were classified as fully trained Class A pilots.
    None of the eighteen Lieutenant or Lieutenat
    Junior Grade pilots had completed combat
    training, and of the twenty five Ensign rank
    pilots, twenty had indeed been trained, but only
    ten of them in the F6F Hellcat. The rest had only
    experience in Wildcats or Dauntlesses. This was
    simply not an A-team, or even a B-team. More
    like a C-team ... Still, the unit was thrown into
    combat without hesitation.
    The personnel of the new VF-34 departed San
    Diego on February 13 bound for Pearl Harbor,
    from where they were airlifted to Espiritu Santo
    on February 23 to pick up their equipment.
    Within a week everything was ready, and on
    March 3 the entire unit moved to Guadalcanal
    and from there to Piva Yoke airfield on
    Bougainville, where the rookies of VF-34 first
    encountered the harsh realities of war. Their
    airfield experienced shelling the very next day
    and three aircraft were damaged. Therefore,
    VF-34 left the hot ground and moved to the
    island of Vella Lavella, where the pilots made
    their first combat sorties, but their location
    proved logistically disadvantageous. So, their
    third and final move followed. Green Island
    became the squadron’s home for nearly two
    months.
    Pilots of VF-34 provided escort to bomber
    formations of Mitchells, Dauntlesses or
    Avengers and attacked ground targets, though
    they had no opportunity to get a single kill
    because the enemy aircraft were neither
    seen nor heard.. Thus, the greatest danger to
    the VF-34 pilots was Japanese anti-aircraft
    fire, which soon claimed its first victim when
    Ens. Driscoll was hit by defensive fire during
    an attack on a Japanese boat. Although he
    managed to land on the sea and was even seen
    swimming away from the sinking aircraft, he
    disappeared shortly thereafter and was never
    found. Ten days later the unit suffered a second
    loss when Ens. Miller failed to return from an
    attack on Japanese vessels off New Ireland,
    and five days later the squadron endured
    its third casualty. In bad weather conditions,
    Lt. Rose’s landing Hellcat collided with an
    Avenger that was landing on the runway in the
    opposite direction. The unfortunate pilot was
    pulled out of the burning wreckage by Lt. Kukuk,
    but Rose died shortly afterwards in hospital.
    It took less than a month of fighting for the
    rookies to become seasoned warriors, because
    the combat sorties were conducted one after
    the other virtually on an everyday basis.
    The squadron’s account included destroyed
    ammunition or fuel depots, vessels including
    gun boats, trucks, engineering machines or
    port facilities. There was hardly a mission from
    which the pilots did not bring back some wounds,
    caused by the “salutes” of Japanese anti-
    aircraft guns. Pilots attacked from ever lower
    altitudes. Sometimes they literally “combed”
    the tops of the vegetation with their propellers,
    which proved fatal to the Ens. Richardson, who
    hit a tree on April 24. His Hellcat flew by inertia
    over the shoreline to the water surface and
    soon disappeared under it.
    The fifth and most unfortunate loss was
    suffered by VF-34 three days before the end
    of its operational tour. Two divisions led by
    Lt. Knight and Lt. Shaw escorted Avengers and
    Dauntlesses that were to attack two Japanese
    gun boats. During the attack, Lt. Knight was
    hit by AA fire and crashed into the ocean. Both
    boats were destroyed, unfortunately it turned
    out they were not Japanese but American...
    The Navy was quite strict when it came to the
    efforts of personnel to improve the appearance
    of their aircraft with various nosearts.
    Occasional exceptions happened though,
    especially when the unit was out of reach of
    high command officers’ supervision, which was
    the case with the VF-34. Thus, several of their
    Hellcats were decorated with some pin-ups,
    including the boxart aircraft of kit cat. no. 84194.
    The port side was decorated with a painting
    based on Vargas’ masterpiece from the Esquire
    magazine calendar and the inscription Mary
    Jane, while the starboard side was most likely
    adorned with the cut-out of the same calendar
    glued to the fuselage.
    Text: Richard Plos
    Illustration: Adam Tooby
    Greenies from Green island
    INFO Eduard
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    November 2023
  • Page 38

    BOXART STORY #84195
    Part of the preparations for the opening up
    of the Western Front in 1944 were systematic
    attacks against Luftwaffe transport
    infrastructure and airfields in northern France
    and the Netherlands. Supporting the nearing
    invasion by massive amounts of ground troops
    was dependent on securing air supremacy,
    along with crippling enemy supply routes, two
    factors that would be of decisive importance
    to the success of the entire operation. The
    weight of this task rested mainly on fighters
    and medium bombers of the RAF and USAAF.
    The most accurate tools of the trade were
    to be single engined fighters. Particularly
    suited for the task in the RAF were the
    Hurricane Mk.IIb or Mk.IV, which, however,
    had their heyday behind them, and the more
    modern Typhoons and Tempests from the same
    manufacturer.
    An invasion of the European mainland coast
    was almost imminent when, on the morning
    of May 28th, 1944, a combat reconnaissance
    conducted by RAF Spitfires discovered a large
    number of Luftwaffe single and twin-engined
    aircraft at airfields near Paris. On the same
    day, nine Tempests from No.3 Squadron RAF,
    subordinate to No.150 Wing and under the
    command of W/Cdr Roland P. Beamont himself,
    D.S.O, DFC & Bar headed for France. Before
    the group crossed the Channel, the pilots of
    four Tempests had to turn around for an early
    return due to various issues. The remaining
    five crossed the coast at 8,000 feet at Ault
    and headed straight for Cormeilles-En-Vexin
    airfield northwest of Paris. The tight formation
    of Tempests arrived at the base around 5:30
    p.m., and from an area of unlimited visibility,
    they dove into smoke, which reduced visibility
    to 5-6 miles from the ground up to 5,000 feet.
    Nevertheless, the Tempest pilots spotted
    five twin-engine bombers on the southern
    perimeter of the airfield, which they identified
    as Ju 88s or Ju 188s. W/Cdr Beamont led his
    group in a descending turn so that they got
    the thin fog breaking through the sun behind
    them and attacked at low altitude and high
    speed. Roland Beamont chose a single, darkly
    camouflaged twin engined target, positioned
    between blast shelter walls. The bomber was
    almost head-on from the approaching Tempest,
    and at 470 miles per hour, destruction was only
    a matter of seconds. Beamont opened fire from
    less than 2,500 feet: ‘„…a short ranging burst
    and then hard down on the trigger, ruddering
    correction as necessary, as the blast pen
    erupted in strikes, with bursts all over the
    bomber and a large piece of it flying in the air
    as I snatched at the stick at the last moment to
    avoid flying headlong into the target.’.
    The five made only one pass over the strip. To
    turn around would be to attract the attention of
    defensive flak. Thanks to the tactical advantage
    of smoke reducing visibility, launching the
    attack from the sun, high speed and, above
    all, the nerves of steel of W/Cdr Beamont
    and his boys, they escaped unscathed. Add to
    that the fact that they practically nailed their
    Tempests almost into the ground. Inaccurate
    light flak was only noted as the group crossed
    the runway. The British airmen stuck to the
    ground for another two or three miles beyond
    the airfield before beginning to climb. Behind
    them they saw two prominent columns
    of smoke. Each of them came to their own.
    W/Cdr Beamont was credited with one Ju 88
    destroyed, the remaining three airmen shared
    another Junkers destroyed and two damaged.
    After another thirty-five minutes, the members
    of this informal multinational squadron (three
    British, one Australian and one Polish) landed
    at their home field.
    Because aircraft lost in ground attacks
    usually did not make into Luftwaffe reports
    accessible today, it is difficult to determine
    the identity of the destroyed aircraft. There
    was most likely a Ju 88 S, and possibly
    a Ju 88 D from 6.(F)/123 (reconnaissance
    unit Aufklärungsgruppe 123). A Ju 188 F from
    13.(F)/122 cannot be ruled out either.
    W/ Cdr. Roland Beamont scored six aerial
    victories, and another shared, one probable
    and two enemy aircraft damaged. In addition,
    a number of targets were destroyed on
    the ground and, above all, an incredible 32
    destroyed V-1s. On October 12th, 1944, during
    an attack on the Rheine airfield, he was shot
    down himself and taken prisoner. After the war,
    he worked, among other things, as Chief Test
    Pilot for English Electric and in the position of
    Director of Flying Operations at BAC.
    (I would like to thank Jan Bobek, Matti Salonen
    and Michal Krechowski for help with sources for this
    story)
    Illustration: Adam Tooby
    Cormeilles-En-Vexin
    Text: Jan Zdiarský
    INFO Eduard38
    November 2023
  • Page 39

    #7039
    BOXART STORY
    The Fokker triplane was a very rare sight
    in combat units in the autumn of 1918. German
    fighter units had rearmed to Fokker D.VIIs and
    the vast majority of them had discarded the
    nimble but slow triplane. Not so the fourth most
    successful German fighter ace, Josef Carl Peter
    Jacobs. The commander of Jasta 7 retained his
    black Dr. I.
    Jacobs became one of Germany's fighter
    legends. He could already fly before the
    outbreak of the war, so it is not surprising
    that he immediately joined the newly formed
    Fliegertruppen. After a few months of training as
    a military pilot, he joined Feldflieger-Abteilung
    11 in June 1915, where he flew reconnaissance
    aircraft. For his actions, which included one
    unconfirmed shoot-down of a French Caudron,
    he was awarded the Iron Cross 2nd Class and
    promoted to the rank of Leutnant (Lieutenant)
    on February 6, 1916. Shortly afterwards he
    retrained as a single-seater fighter pilot and
    by May that year he became a member of
    Fokkerstaffel West. He achieved his first victory
    with an Eindecker there and subsequently
    transferred to Jasta 22 on October 25 and
    increased his score until he achieved his fifth
    kill on April 16, 1917, and became a fighter ace.
    Two months later he was appointed commander
    of Jasta 7 and remained in that position until
    the end of the war. During the year, he raised
    his number of victories to twelve. And the
    twelfth one might as well have been his last.
    Shortly after he shot down a Sopwith Camel on
    December 18, 1917, he collided in midair with an
    Albatros D.V of Jasta 28, while he had his work
    cut out for him, he successfully managed to
    make an emergency landing with his damaged
    aircraft in a crater-strewn no-man’s land.
    In March 1918, his unit received several
    Fokker Dr. Is and Jacobs literally fell in love
    with this aircraft. He was impressed by its
    agility and rate of climb, so he decided to
    keep it even after Jasta 7 rearmed during
    June and July with Fokkers D.VIIs. He flew the
    Dr. I virtually until the end of the war, so it is not
    surprising that he became the most successful
    fighter pilot on this type.
    Jacobs was a very popular commander,
    according to eyewitness accounts, partly
    because he was always taking a care of his
    men’s well-being. But he was also able to “blow
    up”, especially when someone failed to follow
    instructions during a combat flight. A guilty
    man could count on a red-headed commander
    to be waiting for him on the ground, ready to
    explain” everything properly. One of the pilots,
    according to the recollection of Jacobs himself
    was Vzfw. Josef Bohne, remarked during
    one such “spat” that “Köbes is spitting fire
    (Jasta Colours vol. I; Bruno Schmäling, Jörn
    Leckscheid). Köbes was Jacobs's nickname, an
    ancient term for innkeepers from the Rhineland
    who not only served guests but also entertained
    them with jokes and stories. Jacobs came from
    this area and the nickname said a lot about his
    character. In fact, Bruno Schmäling stated in
    his book that Jacobs was one of the nicest and
    most charismatic WWI pilots he met.
    Bohne’s remark subsequently gave rise to
    a painting on both side of Jacobs’ aircraft.
    Jacobs proved his sense of humor when he
    first saw the aircraft decorated in this way.
    Not only he did not dress anyone down, but he
    appreciated the decoration and also had his
    black Fokker D.VII similarly painted.
    The artwork by Kateřina Borecká for kit
    cat. no. 7039 depicts a successful attack on
    an observation balloon, of which Jacobs shot
    down eight during the war. It could be, for
    example, a shoot-down on September 16, 1918.
    The devil spitting fire is depicted on the boxart
    in a different form compared to the first edition
    of this kit, because we have considered new
    information and changed its form. As far as
    his shape is concerned, it can be read from the
    only surviving photograph clearly showing the
    right side of Jacobs’ Dr. I. According to Jacobs
    himself (who died on July 29, 1978), the devil’s
    appearance on the left side was faithfully
    captured by a color painting of which he kept
    a photograph in his office after the Second
    World War. In it, the devil had light yellow
    hair and a stylized wing with a yellow hem.
    So, unlike the decal in the first edition of the kit,
    with the devil’s brown hair and the red hem, we
    have used yellow on both sides. Although the
    painting in the photograph from Jacobs’ office
    does not match in shape with what is seen in
    the period photograph, this is not surprising.
    These were hand paintings, without any
    templates, and so the difference in appearance
    on the left and right sides of the fuselage
    is more than likely.
    Text: Richard Plos
    Illustration: Kateřina Borecká
    The firespitter
    INFO Eduard
    39
    November 2023
  • Page 40

    BOXART STORY #82163
    During World War II, both Germany and
    Great Britain came to use night bombing as
    a significant part of their war effort to damage
    or destroy the enemy's production and logistic
    targets, as well as to break the morale of the
    enemy population. In doing so, the two air forces
    addressed similar technical problems. One of
    these was finding a target in night conditions
    and marking it for other bombers.
    A pioneer in this respect was the German
    bomber unit KGr. 100 (later I./KG 100), which
    from the autumn of 1940, during raids on Great
    Britain, searched for targets using electronic
    equipment and marked them with flares. This
    tactic so intrigued the British that, despite
    opposition from Arthur Harris, Commander
    of Bomber Command, it was adopted by the
    RAF. The crews tasked with marking targets
    in Germany were placed under the command
    of the Path Finder Force (PFF), which began
    operations in August 1942 with five squadrons.
    Their armament included Wellingtons,
    Mosquitos, Lancasters, Halifaxes and Stirlings.
    In January 1943, these specialized units
    were concentrated in No. 8 (Pathfinder Force)
    Group, which gradually grew to 16 squadrons.
    These units were always the first to receive
    the new bomb aiming systems (Gee, Oboe and
    H2S). If the Germans managed to shoot down
    a Pathfinder crew, it greatly hindered the
    accuracy of the bombing raid. The Pathfinder
    planes and especially the fast Mosquito were
    among the most prized trophies among German
    night fighters. These fast twin-engined aircraft
    also performed night bombing duties and
    were successfully deployed as long-range
    night fighters. Their target were German night
    fighters and thus the hunter becomes the
    hunted. Interception of Mosquitos (German:
    Moskitojagd) were often fruitless and frustrated
    German pilots, whose machines were not up to
    the performance of these British twin-engined
    fighters, saw only condensation lines or no
    enemy at all.
    On the German side, the number of night
    bombing attacks on Great Britain gradually
    declined and efforts to defend their own
    territory with anti-aircraft artillery and night
    fighters using radar stations increased.
    From the summer of 1943, the Luftwaffe also
    deployed to night combat single-engine day
    fighters without radar equipment, whose
    pilots searched for targets following radio
    instructions from ground controllers. This
    tactic was given the designation Wilde Sau
    (Wild Boar), but by early 1944 these units
    were increasingly being assigned to daytime
    combat against American bombers. A new
    unit tasked with continuing Wilde Sau tactics
    and experimenting with the use of radar on
    single-engine fighters was 1./NJGr. 10 under
    the command of Hptm. Friedrich-Karl “Nasen
    Müller. He was the most successful fighter of
    the Wilde Sau units, achieving 30 victories in
    52 combat sorties. For details on Müller and
    his aircraft, which is pictured in combat with
    Mosquito on Adam Tooby's boxart, see Neil
    Page's article in INFO magazine 11/2019.
    Müller's aircraft was equipped with the
    DB 605 AS engine, which increased power gave
    a better chance of intercepting and destroying
    the fast Mosquito at high altitudes than the
    conventional Bf 109 G-6 and G-14. Müller´s
    machine also had the armoured headrest
    removed for weight reduction and a better view
    from the cockpit. During July 1944, Müller's
    pilots managed to shoot down three Mosquitos,
    but their commander had to wait until the
    night of 23-24 August to also shoot down the
    Wooden Wonder. His target was the crew of the
    Mosquito B Mk.XX (KB242) from No. 608 Sqn
    RAF, with Canadian F/Lt Stuart Douglas Webb
    at the controls. Their machine was hit by flak
    during a raid on Cologne. Müller attacked the
    damaged Mosquito near Eindhoven and after
    the fourth attack the British machine went into
    a spin at 25,000ft, which Webb recovered at
    9,000ft.
    The aircraft had a destroyed elevator trim,
    damaged hydraulic lines and a non functioning
    airspeed indicator. Webb, however, managed
    to get the aircraft to Woodbridge Base. Before
    approach, his hydraulics failed completely and
    during the hard landing with the landing gear
    retracted, the tail section of the aircraft broke
    off after being severely damaged by Müller's
    fire. A few months later Stuart D. Webb was
    sadly killed in a plane crash on 10 November.
    He became one of more than 3,700 PFF
    airmen who lost their lives. During World War
    II, Pathfinder Force crews flew 5,490 sorties
    against 3,440 targets. They fulfilled the motto
    of their No. 8 (PFF) Group, “We guide to strike”.
    Illustration: Adam Tooby
    Moskitojagd
    Text: Jan Bobek
    INFO Eduard40
    November 2023
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  • Page 42

    #82138
    Fw 190A-7
    1/48
    The ProfiPACK edition kit of German WWII fighter aircraft Fw 190A-7
    in 1/48 scale. Kit presents Focke-Wulfs from the JG 1, JG 11, JG 54, JG 300,
    Führerjägerstaffel and Sturmstaffel 1.
    plastic parts: Eduard
    marking options: 6
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    Product page
    KITS 11/2023
    INFO Eduard42
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  • Page 43

    WNr. 431007, Maj. Heinz Bär, CO of II./JG 1, Störmede, Germany, April 1944
    Hptm. Rolf Hermichen, CO of I./JG 11, Rotenburg, Germany, March 1944
    Heinz Bär is credited with 221 aerial victories,
    including 16 achieved flying the Me 262 jet
    fighter, ranking him in eighth place among
    German WWII fighter aces. In July 1943, as CO of
    I./JG 77 in the Mediterranean got into conflict
    with Göring and as punishment was transferred
    to the position of commander of the operational
    training Jagdgruppe Süd. In early 1944, however,
    he was assigned to II./JG 1 in Germany as a simple
    pilot, due to a physical assault on an NSDAP
    official. However, he soon took command of the
    combat formations of this unit, was appointed
    its provisional commander in March 1944, and
    was officially appointed at the end of April.
    Bär achieved 23 victories during his five months
    with II./JG 1 without being shot down himself.
    Among his most famous victories were the B-17
    “Miss Ouachita” and B-24 “Flak Magnet”, the latter
    became his 200th victory. Bär’s machine sported
    the JG 1 emblem, his lucky number 13, and the 200
    victory symbol painted on the white rudder that
    was the designation of formation leaders during
    this period.
    Rolf Hermichen achieved 66 kills during the WWII,
    the first 11 of them as a Bf 110 pilot during the
    battles of France and Britain. He was transferred
    to III./JG 26 in November 1941 and first served as
    an adjutant to Josef Priller, the CO of III. Gruppe.
    As early as May 1, 1942, Hermichen became
    Staffelkapitän (CO) of the 3. Staffel. When I./JG 26
    moved to the Eastern Front in January 1943, he
    added eight more kills to his existing 21. Already
    as Hauptmann, on his return to the Western Front
    he temporarily led III. Gruppe from June 15 to July
    4, 1943 and became CO of I./JG 11 on October 16.
    There, as a part of the Defense of the Reich, he
    was very successful in combat against Allied
    bombers. In total, he had 25 (or 26) of them to
    his credit. His last success came on April 24,
    1944, when he shot down a P-51D. He was shot
    down himself on May 12 and after withdrawal
    from operational duty, he served at Headquarters
    of 2. Jagd-Division. From October 1944 to January
    1945, Hermichen served as CO of II./JG 104.
    His Fw 190A-7 of spring 1944 had the original
    camouflage colors of RLM 74/75 repainted
    in varying intensities with the light grey-blue of
    RLM 76.
    KITS 11/2023
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  • Page 44

    Oblt. Otto Kittel, CO of 3./JG 54, Riga-Skulte, Latvia, August 1944
    6./JG 300, Holzkirchen, Germany, July 1944
    Otto Kittel was born on February 21, 1917, to
    German parents in Korunov (German: Kronsdorf,
    since 1945 Krasov) near Jägerndorf (Krnov) in
    Austria-Hungary. Kittel was apprenticed as a car
    mechanic in Mladá Boleslav, partly learned Czech
    and joined the Luftwaffe in 1939. He completed
    his first combat deployment during the fighting
    in Yugoslavia in the ranks of 2./JG 54, which was
    deployed in the advance on Leningrad during
    the attack on the USSR. On June 24, 1941, Otto
    Kittel scored his first two aerial victories, and
    on September 14, 1943, he achieved his 100th
    kill. In March 1944 he became CO of 3./JG 54 and
    in May he received his personal Fw 190 A-7,
    the only machine of this version that was in
    the armament of I./JG 54. Kittel achieved over
    100 victories with his A-7 and the aircraft was lost
    in combat in December 1944 during Kittel's leave.
    He was killed on February 16, 1945, in combat
    with a formation of four Il-2s from 502 ShAP near
    Džūkste, Latvia. He shot down 267 enemy aircraft
    during World War II, all on the Eastern Front.
    This result places him 4th in the Luftwaffe’s
    fighter ace rankings.
    JG 300 was initially tasked with nighttime
    interception of Allied bombers headed to targets
    in occupied Europe as was the case with her sister
    unit JG 301 as well. However, at the beginning
    of 1944, attention shifted to daylight operations.
    A red band around the rear of the fuselage was the
    marking of the JG 300s in the rapid identification
    system of fighter units. The II. Gruppe of the
    unit was formed in July 1943 and equipped with
    heavily armed and armored Fw 190A-8/R2s or
    R8s in the summer of 1944. But the unit also
    received 30 A-7s between January and July. The
    Yellow 18 has the JG 300 emblem painted on the
    engine cowling. The commander of the 6./JG 300
    from March 1944 was Oblt. Ernst-Erich Hirschfeld,
    who originally served in the Flak, after pilot and
    fighter training briefly flew with II./JG 54 on the
    Eastern Front and in August 1943 signed up for
    night deployment with JG 300. Until his death on
    July 28, 1944, he achieved 24 victories, 14 of which
    were four-engine bombers shot down by day and
    eight by night. He was posthumously awarded the
    Knight’s Cross in October 1944.
    KITS 11/2023
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  • Page 45

    Fw. Klaus Dietrich, Führerjägerstaffel, Rastenburg, Germany, August 1944
    WNr. 642962, Maj. Hans-Günther von Kornatzki, CO of Sturmstaffel 1,
    Dortmund/Salzwedel, Germany, early 1944
    This unusual aircraft was the personal machine
    of Klaus Dietrich, who was a member of the
    fighter unit that was used to escort Adolf Hitler’s
    flights, state visits and to provide fighter cover
    for the Wolf’s lair in Rastenburg, Germany (now
    Kętrzyn, Poland). The fighter unit (Jagdstaffel)
    was formed as part of the Führer-Kurierstaffel
    in the summer of 1944 and its commander was
    Oblt. Klenk. In June 1944, Klaus Dietrich was
    assigned to it, having achieved 17 victories during
    his previous service with 2./JG 51 Mölders. His
    career with the JG 51 was ended by a dogfight
    with a La-5 pilot on August 19, 1943. Severely
    wounded, Dietrich landed at his own airfield
    with 121 bullet holes in his Fw 190 and had to be
    airlifted to the rear for surgery. While serving
    with the Führerjägerstaffel, Dietrich witnessed
    the arrival and departure of von Stauffenberg
    during the fateful July 20, 1944. While covering
    the Wolf’s lair, Dietrich managed to shoot down
    a Soviet Pe-2 reconnaissance aircraft around
    noon of August 26, 1944. In January 1945 the
    unit was disbanded, and Dietrich then tested the
    freshly produced Me 262.
    Hans-Günther von Kornatzki was born in Liegnitz
    in Lower Silesia (today Legnica, Poland) on June
    22, 1906. In 1928, he first joined the army, and
    transferred to the Luftwaffe on its formation in
    1933. In May 1941, he married Goering's secretary
    Ursula Grundtmann. After she became a victim
    of an Allied bomber raid on Berlin, he became
    a supporter, and later a leader, of units tasked
    with intercepting the heavy bombers with heavily
    armed fighters from as close a range as possible.
    The first such unit was Sturmstaffel 1, which was
    deemed combat ready on January 1, 1944. With
    his personal mount White 20 fell on March 6,
    1944, in a dogfight with two Mustangs Lt. Gerhard
    Dost. Sturmstaffel 1 was disbanded in May 1944
    and Kornatzki took command of II.(Sturm)/JG 4.
    The black-white-black bands as a quick
    identification element of Sturmstaffel 1 were
    taken over by JG 4. On September 12, 1944, he
    led an attack against a B-17 formation near
    Magdeburg. After destroying one of the bombers,
    he was engaged by escort fighters and was shot
    down. In his attempt to belly in, he hit high-power
    lines and died in the crash.
    KITS 11/2023
    INFO Eduard
    45
    November 2023
  • Page 46

    Recommended:
    for Fw 190A-7 1/48
    648150 Fw 190 wheels late (Brassin)
    648356 Fw 190A wingroot gun bays (Brassin)
    648366 Fw 190A propeller (Brassin)
    648381 Fw 190A exhaust stacks (Brassin)
    648736 Fw 190A landing flaps PRINT (Brassin)
    OVERTREES
    #82138X
    Fw 190A-7
    1/48
    Product page
    OVERLEPT
    #82138-LEPT
    Fw 190A-7 PE
    -
    Set
    1/48
    Product page
    #648736
    #648150
    #648366
    #648356
    KITS 11/2023
    INFO Eduard46
    November 2023
  • Page 47

    1/72
    WUNDERSCNE NEUE
    MASCHINEN pt.2
    NEW TOOL
    FIRST RELEASE
    The Limited edition of the kit of the famous German WWII fighter aircraft Bf 109G
    in 1/72 scale. The kit offers aircraft of G-2 and G-4 versions. Marking selection covers
    all fronts of WWII where these “Gustavs” were fighting including airplanes from the
    Ilmavoimat (Finish Air Force), Italian Regia Aeronautica and 13. (slowakische)/JG 52.
    plastic parts: Eduard
    marking options: 14
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    #2143
    Product page
    DUAL COMBO
    KITS 11/2023
    INFO Eduard
    47
    November 2023
  • Page 48

    Bf 109G-2 & G-4 - Sprues detail
    Sprue JSprue M
    KITS 11/2023
    INFO Eduard48
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  • Page 49

    Sprue MSprue U
    KITS 11/2023
    INFO Eduard
    49
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  • Page 50

    TEST BUILT
    #2143
    built by Luboš Henkl
    KITS 11/2023
    INFO Eduard50
    November 2023
  • Page 51

    KITS 11/2023
    INFO Eduard
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  • Page 52

    Bf 109G-2/R6, Oblt. Heinrich Ehrler, CO of 6./JG 5, Petsamo, Finland, March 1943
    Bf 109G-2/Trop, Oblt. Werner Schroer, CO of 8./JG 27, Rhodos, Greece, November 1942
    Heinrich Ehrler served with the artillery in
    the pre-war period. He joined the Luftwaffe
    in January 1940, underwent training and was
    assigned to 4./JG 77 (re-designated 4./JG 5 later
    on). In May 1942 he was transferred to 6./JG 5 and
    in August he took over its command. In June 1943
    he became commander of II./JG 5 and in August
    1944 he was appointed Kommodore of JG 5. After
    the sinking of the battleship Tirpitz he stood trial
    by court martial on unsubstantiated charges
    of inadequate air cover for that ship. From
    February 27, 1945, he flew Me 262 fighters with JG 7.
    He died in combat with B-24 Liberator bombers
    on April 4, 1945. He managed to shoot down two
    of the bombers, ramming a third one. Ehrler is
    credited with 208 victories and was awarded the
    Knight’s Cross with Oak Leaves.
    Werner Schroer achieved 61 kills in the skies over
    Africa, the first of which was a Hurricane downed
    on April 19, 1941, over Tobruk, Libya. Later, Schroer
    served as a Gruppenadjutant of I./JG 27. He
    assumed command of 8. Staffel JG 27 and in April
    1943 assumed command of the entire II./JG 27.
    He ended the war as Geschwaderkommodore
    of JG 3 with 114 kills to his credit (including
    26 four-engine bombers). He was awarded the
    Knight’s Cross on October 21, 1942 and on April 19,
    1945, he became the recipient of the Swords as
    well. In March 1944 he took command of III./JG 54
    in Western Europe and in February 1945 became
    the last Kommodore of JG 3. His aircraft sported
    typical desert camouflage scheme of RLM 79 and
    RLM 78, which was complemented with irregular
    spots of green, probably of RLM 80 shade.
    It is depicted here in the state of early November
    1942 with sixty kill marks on the rudder.
    KITS 11/2023
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  • Page 53

    Bf 109G-2, WNr. 13670, Hptm. Hermann Graf, CO of 9./JG 52, Tusow,
    the Soviet Union, September 1942
    Bf 109G-2, Maj. Heinz Bär, CO of I./JG 77, Comiso, Italy, September 1942
    Bf 109G-2, WNr. 10423, Obfw. Kurt Stöber, 7./JG 54, Izocha, the Soviet Union, January 1943
    Hermann Anton Graf was born on October 24, 1912.
    He trained as a locksmith and was a keen football
    player in his youth. Later he took up sailing and
    entered the army in 1939. In the spring of 1940,
    he served in JG 51 and participated in the Battle
    of France. In April 1941, he fought over Greece and
    Crete, but did not achieve any victories during this
    period. His first kill came on August 4, 1941, near
    Kyiv and things changed. At the end of January
    1942, he received the Knight’s Cross for 45 kills,
    in May 1942, he achieved his 100th aerial victory
    and received Oak Leaves and Swords in addition
    to the Cross. He was the fifth in line of pilots to
    be awarded the Diamonds to the Knight’s Cross
    with Oak Leaves and Swords on September 29,
    1942. Graf became part of propaganda campaigns,
    even a member of the Luftwaffe football team.
    At the end of the war, he was leading JG 52 and
    retreated with the unit from East Prussia, through
    Silesia and into Bohemia. He surrendered on May
    8, 1945, in Písek (South Bohemia) to Americans.
    They promptly handed him over to Russians and
    Graf spent more than four years in captivity.
    Heinz Bär is credited with 221 aerial victories,
    including 16 he achieved when flying the Me 262
    jet fighter, ranking him eighth among German
    WWII fighter aces. As a fighter pilot, he entered
    combat in September 1939 and downed his
    first victim over the French – German border.
    Progressively Bär fought in the Battle of Britain,
    over the Eastern Front, in the Mediterranean
    and took part in the defence of the Third Reich.
    He commanded I./JG 77 from May 1942 to the end of
    July 1943 when he left JG 77 after disagreements
    with Hermann Göring. From October 1942 to
    May 1943 in Africa the I./JG 77 with 192 kills was
    most successful Jagdgruppe on this battlefield.
    On both sides of the fuselage a caricature of the
    Leipzig coat of arms was painted, which was used
    by Sachsenfunk company as its advertising. Bär,
    native of Sommerfeld near Leipzig, was allegedly
    given a lion cub as a gift from Leipzig Zoo.
    The animal was apparently the inspiration for
    the choice of the caricature.
    Kurt Stöber was born on April 24, 1918, in
    Dermbach. He joined the Luftwaffe and took part
    in the fighting in Spain in the ranks of the Legion
    Condor. He achieved his first kill on the Eastern
    Front on March 22, 1942. In January 1943, bad
    weather conditions prevailed in the vicinity of
    Velikiye Luki, yet III./JG 54 operated there to help
    Wehrmacht troops escape from encirclement.
    The operation failed and the ground troops
    surrendered on January 16, 1943. Obfw. Kurt
    Stöber achieved 8 confirmed kills during these
    flights. During a dogfight on January 15, 1943,
    plane of Obfw. Kurt Stöber was hit in the engine by
    a LaGG-3 pilot, was forced to make an emergency
    landing in Red Army controlled territory and fell
    into captivity. He achieved a total of 36 victories
    and in February 1943, in absentia, received the
    German Cross in gold. He was lucky and survived
    all the hardships of captivity, returning home
    in 1948. He died on May 2, 2000.
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  • Page 54

    Bf 109G-2/R6, WNr. 13633, Hptm. Wolf-Dieter Huy, CO of 7./JG 77,
    Tanyet Harun, Egypt, October 1942
    Bf 109G-2, lntm. Eino Ilmari Juutilainen, 1/HLeLv 34, Suulajärvi,
    Finland, April 1944
    Wolf-Dieter Huy joined the Kriegsmarine in
    1935, and was transferred over to the Luftwaffe
    on October 1, 1937, where he underwent fighter
    training. His assignment was to 4.(J)/TrGr. 186, the
    fighter unit of the Graf Zeppelin aircraft carrier.
    This ship was never completed, and the unit was
    redesignated 7./JG 77. Huy took part in combat
    over France, as well as over Britain, and over
    the Balkans. The unit gained notable success in
    the battle for Crete and Huy, who accumulated
    22 victories, was awarded the Knight’s Cross
    on June 5, 1941. The Oak Leaves were added in
    March 1942. After early combats on the Eastern
    Front the unit moved to Egypt. There, on October
    29, 1942, was Wolf-Dieter Huy captured after he
    had been shot down by future ace J. H. Nichols
    of No. 601 Squadron, flying a Spitfire Mk.Vc. Huy’s
    Bf 109G-2 from the time the unit moved to North
    Africa bore the non-typical camouflage made
    up of RLM 70 and 71 (some sources suggest
    a Soviet AMT-4 Green). The yellow band behind
    the fuselage cross, common on aircraft serving
    on the Eastern Front, was hastily overpainted
    with a fresh colour RLM 71 (or Russian AMT-4
    Green), and partially replaced by white paint used
    on aircraft that fought on the Southern Front. The
    wingtips were also painted white. The rudder was
    decorated with the pilot’s score and awards.
    Aircraft WNr. 14754 with factory code RJ+SX was
    taken over by 3/LeLv 34 in March 1943. In May
    1943, kers. A. Nuorala, vääp. U. Lehtovaara and
    kers. A. Alakoski scored victories with this plane.
    The most successful Finnish fighter lntm. Eino
    Ilmari Juutilainen flew the MT-213 as well. Luutn.
    R. Valli crashed with MT-213 on May 20 and the
    aircraft was sent for overhaul. In January 1944,
    1/LeLv 34 received the plane with a new paint
    job, but vääp. N. Katajainen landed it on its belly
    on February 27 due to an engine failure. In May,
    MT-213 was taken over by 2/HLeLv 24 and three
    kills were scored by luutn. Riihikallio. After
    overhaul, the aircraft was repainted with olive
    green and black paint on the upper surfaces,
    while RLM 65 was applied on the lower surfaces.
    The aircraft sported a yellow band on the nose
    and aft fuselage and yellow lower wing tips
    (165 cm wide). The original German markings have
    been repainted. In their place the Finnish insignia
    was applied – at first a white circle with a blue
    swastika, later the white circle was overpainted
    with light grey during repair following the belly
    landing of vääp. Katajainen. The decal sheet
    offers both variants.
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    Bf 109G-4/R6, Obfw. Rainer Pöttgen, 3./JG 27, Fels am Wagram, Austria, October 1943
    Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann, 7./JG 52, Taman,
    the Soviet Union, May 1943
    Rainer Pöttgen was the most famous wingman
    of the legendary fighter pilot Hans-Joachim
    Marseille. He served in Africa with I./JG 27 from
    December 1941 and perfectly fulfilled the role of
    a reliable wingman who covered his leader’s
    back, allowing him to concentrate on the target.
    Pöttgen gained his first victory on June 1, 1942,
    after 100 combat missions flown with Marseille.
    Because of his leader’s high number of victories,
    Pöttgen was nicknamed the “Flying Counter”
    (fliegendes Zählwerk). He also flew with Marseille
    during the fateful day in which the famous pilot
    died. Pöttgen served with I./JG 27 in 1943, first in
    France, where he achieved four victories during
    the spring and summer. At the end of July 1943,
    his unit moved to Austria and was integrated
    into the Defence of strengthen the Reich. The
    armament of the unit’s aircraft was strengthened
    by MG 151/20 underwing cannons to be more
    effective in the combats with Allied four-engine
    bombers. Pöttgen survived the war during which
    he achieved seven victories. He was a valued
    member of the JG 27 veterans organization.
    Lt. Erich Hartmann, the most successful fighter
    ace in history, began to ply his trade with
    7./JG 52, to which he was assigned on October
    10, 1942. He first flew the Bf 109G-2, but by the
    first half of March 1943, the unit began accepting
    the Bf 109G-4. From the beginning of May 1943,
    after gaining his 11th and 12th kills, he was made
    Rottenführer (leader of a two-aircraft flight)
    and his score began to quickly rise to reach 352
    by the end of the war. For his success, he was
    awarded the Knight’s Cross with Oak Leaves,
    Swords and Diamonds. Hartmann’s “White 2” was
    camouflaged in the standard Luftwaffe scheme
    consisting of RLM 74/75/76. The factory codes on
    the fuselage sides and the bottom of the wings
    were not completely obliterated, but only partially
    oversprayed with a white wave (III. Gruppe
    marking), the white number 2 and a yellow band,
    which together with the yellow bottom wing tips
    was common to Luftwaffe aircraft operating on
    the Eastern Front. The front of the aircraft carried
    the marking of its previous user, I./JG 52. Flying
    this aircraft, Uffz. H. Meissler was forced to land
    behind enemy lines by Soviet fighters due to an
    engine failure on May 28, 1943 and was taken
    prisoner.
    KITS 11/2023
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  • Page 56

    Bf 109G-4, WNr. 19347, Rtk. Ján Režňák, 13.(slowakische)/JG 52,
    Anapa, the Soviet Union, April–May 1943
    Bf 109G-4/Trop, WNr. 10795, Oblt. Wolfgang Tonne, CO of 3./JG 53,
    Bizerta, Tunisia, February 1943
    Jan Režňák launched his military career as
    a member of Czechoslovak Air Force. He became
    a member of Slovak Armed Forces in 1939 when the
    independent Slovak State was formed. As a Third
    Reich ally, Slovakia participated in the war against
    the Soviet Union. Slovak Letka (flight) 13 fought
    under the command of JG 52. Režňák achieved
    a total of 32 aerial victories over the Eastern Front,
    making him the most successful Slovak and also
    Czechoslovak fighter ace. Seven opponents out
    of his total score were downed with WNr. 19347
    in late April and early May of 1943. The tricolor on
    the spinner is typical for Messerschmitts flown by
    Slovak pilots. Note the unusual color of the cowling
    that doesn’t match the rest of the camouflage.
    Originally painted in yellow, it was probably
    oversprayed with a camouflage color by ground
    personnel. Režňák did not take part in the Slovak
    National Uprising and rejoined Czechoslovak Air
    Force in the summer of 1945. He was discharged
    from the service after 1948 Communist coup.
    Wolfgang Tonne was born on February 28, 1918,
    in Moosbach and joined the Luftwaffe in 1937.
    In May 1940 he took part in the Battle of France
    in the ranks of JG 53, then fought in the Battle of
    Britain and consecutively took part in in Operation
    Barbarossa with the same unit. At the end of 1941,
    JG 53 moved to Sicily to support Luftwaffe attacks
    on Malta. There, in January 1942, Wolfgang Tonne
    was given command of the 3. Staffel. In May 1942,
    3./JG 53 was again sent to the Eastern Front,
    here Wolfgang Tonne achieved his 101st kill and
    was awarded the Knight’s Cross with Oak Leaves.
    In October 1942, 3./JG 53 was sent to North Africa.
    Tonne’s “Yellow 7” with the numeral 6 painted
    underneath after the previous user had awards
    and kills painted on the left side of the rudder.
    In April 1943, Tonne’s unit was based at Protville
    airfield in Tunisia. He scored his 122nd kill on April
    20, 1943. On returning to the home airfield in his
    Bf 109G-6/R1 WNr. 16523 he performed a victory
    roll, apparently misjudging the altitude and losing
    control of his aircraft. The risky maneuver cost
    him life.
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  • Page 57

    Bf 109G-4/R6/Trop, Lt. Franz Schiehs, CO of 8./JG 53, Tindja, Tunis, April 1943
    Bf 109G-4/R6, WNr. 19566, Lt. Giuseppe Gianelli, CO of 365
    a
    Squadriglia,
    150
    o
    Gruppo Autonomo, Sciacca,
    Sicily, May–July 1943
    Austrian Franz Schiehs saw combat over Britain
    with JG 53, followed by action against the Soviet
    Union, where he shot down fourteen enemy
    aircraft over a two month period. At the beginning
    of August 1941, JG 53 returned to Germany,
    re-equipped and transferred first to Sicily and
    later to Africa. The number of claims made by
    Schiehs grew and he achieved his 36th victory
    on January 29, 1943, being given command of
    8./JG 53 on February 16 of the same year. Holding
    the rank of Oberleutnant and score of 55 downed
    enemy aircraft, he was awarded the Knight’s
    Cross on June 21, 1943. On September 2, 1943,
    he led an intercept of American bombers over
    Mount Vesuvius and remained missing after
    the combat. It is assumed that he fell victim
    to escorting P-38s. The camouflage scheme
    applied to Schiehs’s aircraft consisted of RLM
    78/79 and was complemented by the relevant
    theatre of operations recognition marks – the
    spinner, fuselage band and lower wing tips all
    in white. The engine cowl had the JG 53 unit
    insignia placed on it. The yellow rudder recorded
    the number of kills up to the end of March 1943.
    The original (likely Staff) markings on the
    fuselage sides were sprayed over with fresh RLM
    79 and replaced with a “Black 1”. Aircraft of the
    unit had fields of the upper surfaces of the wings
    sprayed RLM 80 Olivgrün.
    Italian Macchi C.202 fighters flown by the Regia
    Aeronautica from the beginning of the war
    were due to be replaced by their more capable
    descendants, the C.205, Fiat G.55 and Reggiane
    Re.2005s. Due to slow production initiation of the
    later types and the need for fighters to combat
    Allied air power, Germany was asked to supply
    its southern ally with the Messerschmitt Bf 109G,
    mostly in form of the G-6 version. The Italians
    received ten Bf 109G-4s, and these were, along
    with G-2 and G-6 aircraft, assigned to the 150
    o
    Gruppo Autonomo. This unit was made up of
    the 363
    a
    , 364
    a
    a 365
    a
    Squadriglia and to counter
    the Allied air threat, they were based at Sicily.
    The Bf 109G-4 used by Italian units came from
    Luftwaffe stocks and so were camouflaged in
    RLM 74/75/76. The German national insignia were
    oversprayed with the Italian color Grigio Azzurro
    Chiaro 1, and, as in the case of aircraft 365-1, with
    the addition of small squiggles of Verde Oliva
    Scuro 2. The usual white identifiers used on the
    southern front were added to be consistent with
    Luftwaffe aircraft.
    KITS 11/2023
    INFO Eduard
    57
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  • Page 58

    OVERTREES
    #70156X
    Bf 109G-2/4
    1/72
    Product page
    OVERLEPT
    #2143-LEPT
    WNM pt.2
    1/72
    Product page
    Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57, Grupul 7,
    Vânătoare, Kirovograd, the Soviet Union, June 1943
    Alongside the German armed forces, combat
    against the Soviet Union was also carried out by
    Axis allies, i.e., Finland, Italy, Hungary, Romania,
    Slovakia and Spain. Romanian ground units
    operated alongside Germans on the southern
    front and were supported by their own air units.
    In March 1943, the Romanian unit Grupul 7 began
    to accept Messerschmitts Bf 109G but was
    subsequently moved to combat areas in Ukraine.
    The aircraft flown by Lt. Av. Petre Protopopescu
    carried a camouflage scheme composed of
    German RLM 74/75/76. The German national
    insignia was oversprayed with the same colors,
    and the markings were replaced by Romanian,
    i.e., the St. Michael Cross, while the rudder
    carried the Romanian national colors. Both sides
    of the front of the fuselage carried the inscription
    “Don Pedro”, the pilot’s nickname.
    Recommended:
    for Bf 109G-2 and G-4 1/72
    672321 Bf 109F/G external fuel tanks (Brassin)
    672323 Bf 109F/G wheels bays angular PRINT (Brassin)
    672325 Bf 109F/G exhaust stacks PRINT (Brassin)
    672326 Bf 109F/G/K gun pods PRINT (Brassin)
    672329 Bf 109 balance weights PRINT (Brassin)
    672338 Bf 109G undercarriage legs BRONZE (Brassin)
    672339 Bf 109G-2/G-4 gun barrels PRINT (Brassin)
    672340 Bf 109G-2/G-4 wheels for plain wings PRINT (Brassin)
    #672326
    #672321
    #672329
    #672338
    KITS 11/2023
    INFO Eduard58
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  • Page 59

  • Page 60

    built by Robert Szwarc
    #2143
    MARKING A
    KITS 11/2023
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  • Page 61

    Bf 109G-2/R6, Oblt. Heinrich Ehrler, CO of 6./JG 5, Petsamo, Finland, March 1943
    Heinrich Ehrler served with the artillery in
    the pre-war period. He joined the Luftwaffe
    in January 1940, underwent training and was
    assigned to 4./JG 77 (re-designated 4./JG 5 later
    on). In May 1942 he was transferred to 6./JG 5 and
    in August he took over its command. In June 1943
    he became commander of II./JG 5 and in August
    1944 he was appointed Kommodore of JG 5. After
    the sinking of the battleship Tirpitz he stood trial
    by court martial on unsubstantiated charges
    of inadequate air cover for that ship. From
    February 27, 1945, he flew Me 262 fighters with
    JG 7. He died in combat with B-24 Liberator
    bombers on April 4, 1945. He managed to shoot
    down two of the bombers, ramming a third one.
    Ehrler is credited with 208 victories and was
    awarded the Knight’s Cross with Oak Leaves.
    KITS 11/2023
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    61
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  • Page 62

    buitl by Robert Szwarc
    #2143
    MARKING I
    KITS 11/2023
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  • Page 63

    Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann, 7./JG 52, Taman, the Soviet Union, May 1943
    Lt. Erich Hartmann, the most successful fighter
    ace in history, began to ply his trade with 7./JG
    52, to which he was assigned on October 10, 1942.
    He first flew the Bf 109G-2, but by the first half of
    March 1943, the unit began accepting the Bf 109G-4.
    From the beginning of May 1943, after gaining
    his 11th and 12th kills, he was made Rottenführer
    (leader of a two-aircraft flight) and his score
    began to quickly rise to reach 352 by the end
    of the war. For his success, he was awarded
    the Knight’s Cross with Oak Leaves, Swords
    and Diamonds. Hartmann’s “White 2” was
    camouflaged in the standard Luftwaffe scheme
    consisting of RLM 74/75/76. The factory codes
    on the fuselage sides and the bottom of the
    wings were not completely obliterated, but
    only partially oversprayed with a white wave
    (III. Gruppe marking), the white number 2 and
    a yellow band, which together with the yellow
    bottom wing tips was common to Luftwaffe
    aircraft operating on the Eastern Front.
    The front of the aircraft carried the marking of
    its previous user, I./JG 52. Flying this aircraft,
    Uffz. H. Meissler was forced to land behind
    enemy lines by Soviet fighters due to an engine
    failure on May 28, 1943 and was taken prisoner.
    Product page
    KITS 11/2023
    INFO Eduard
    63
    November 2023
  • Page 64

    F6F-3 Hellcat
    The Weekend edition kit of US naval fighter aircraft F6F-3
    in 1/48 scale. The kit offers machines used by units from
    land bases and aircraft carriers of the US Navy
    and the British Royal Navy.
    plastic parts: Eduard
    marking options: 4
    decals: Eduard
    PE parts: no
    painting mask: no
    resin parts: no
    #84194
    1/48
    Product page
    KITS 11/2023
    INFO Eduard64
    November 2023
  • Page 65

    VF-34, Green Island (Nissan Island), Papua New Guinea, March–April 1944
    VF-27, USS Princeton (CVL-23), October 1944
    The history of VF-34 is rather uncommon as it
    was assembled in just four weeks and thrown
    immediately into an action in the final phase of
    the Operation Cartwheel (neutralization of the
    Japanese base on Rabaul). Of 45 pilots just one
    had seen any combat. The unexperienced unit
    was not attached to any Air Group and leaved
    San Diego on February 13. After they equipped
    themselves with all needed on Espiritu Santo,
    they moved to Guadalcanal on March 3, starting
    their tour on March 7 from Piva Yoke airfield on
    Bougainville. Enemy attacks forced the Squadron
    to move to Vella Lavella Island and, finally, to
    Green Island (now Nissan Island), which became
    their permanent base. They flew bomber escort
    or ground attack missions but did not engage
    any enemy aircraft during 55 days of the tour.
    The pilots flew a total of 1,165 sorties from Green
    Island and 177 from Bougainville. The Squadron
    was disbanded immediately after return and the
    designation VF-34 was used again as VF-53 was
    renamed so. Hellcats of “first” VF-34 had upper
    side of horizontal tail surfaces and rear fuselage
    ridge painted white for recognition reasons.
    Some pilots took advantage of distant “big brass”
    eyes and decorated their aircraft. This one got the
    painting made after the Antonio Vargas’ Esquire
    calendar girl (May 1944) on the port side of the
    nose, while the starboard sported the girl from
    August 1944. This one was most probably simple
    cutout glued to the aircraft. It is not known to
    which of the pilots was this aircraft assigned.
    Among the most recognizable markings carried
    by US Navy aircraft were those of the Hellcats of
    VF-27 operating from the board of USS Princeton.
    Their shark mouths and bloodshot, menacing eyes
    seared themselves into the memories of many
    Japanese pilots. The uncommon and unofficial
    markings were painted on to the front of all of
    VF-27’s aircraft by one of its pilots, Robert Burnell.
    These birds, adorned in this way, wreaked havoc
    everywhere they engaged in combat over the
    Pacific from May to October 1944. During this
    span, some 200 enemy aircraft were destroyed.
    The string of success was snapped on October 24,
    1944, when the Princeton was hit by a Japanese
    bomb from alone Japanese Judy. The dive bomber
    dropped a single bomb, which punched through
    the wooden flight deck and hangar before
    exploding. Structural damage was only minor,
    but a fire broke out and quickly spread because
    of burning gasoline. Cruisers and destroyers
    came to help and USS Birmingham as a largest
    ship there took the lead role in firefighting.
    In the frantic activity Princeton collided with
    some of the assisting ships and damaged them.
    Worse to it, the fire caused multiple explosions
    and the biggest of them damaged Birmingham
    extensively with considerable casualties. USS
    Irwin rescued 646 men from Princeton before
    she was sunk by torpedoes. CO of the VF-27,
    LtCdr. Frederick A. Bardshar reformed his unit
    in time to return to the Western Pacific aboard
    USS Independence (CVL-22). But during the tour
    from June 10 to October 31, only one more victory
    was scored by entire Squadron, which was
    disbanded on November 26, 1945.
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  • Page 66

    Bu.No. 40994, Lt. Alexander Vraciu, VF-16, USS Lexington (CV-16), June 1944
    JV 111, Sgt. (AROV) Charles A. M. Poublon, No. 800 Squadron FAA, HMS Emperor, August 1944
    Vraciu had enrolled in the Civilian Pilot Training
    program and earned his private rating in the
    summer of 1940. Immediately after graduation in
    June 1941 he enlisted in the Navy as an aviation
    cadet, beginning instruction in October. Ensign
    Vraciu received his Wings in August 1942 and
    joined VF-3 in March 1943. It was the unit led by
    LtCmdr. Edward H. O’Hare, one of the significant
    heroes in the first year of the war. Due to
    a realignment of Navy squadrons, VF-3 was
    redesignated VF-6 in July 1943 and Vraciu shot
    down his first victim on October 5, 1943. He added
    eight more with VF-6 and having finished his tour
    of duty with VF-6, he declined to return to the USA
    and on his own request, he was assigned to VF-16
    aboard USS Lexington (CV-16) from February 27.
    During his service with this unit, he was credited
    with further 10 victories. His best day came
    on June 19, 1944, when during the Battle of the
    Philippine Sea (thanks to the enormous number
    of victories over the Japanese airplanes also
    known as The Great Marianas Turkey Shoot) he
    claimed six Japanese D4Y Judy dive bombers shot
    down in the mere eight minutes. Vraciu’s plane
    with number 32 sported standard camouflage
    of the Navy aircraft of that time, but there was
    a noticeable overpainting of the previous marking,
    including the stencils, right under the fuselage
    number.
    August 15, 1944, was the start of the Operation
    Dragoon, the landing operation of the Allied
    invasion of Southern France. One of the units
    taking part was No. 800 Sqn FAA, operating
    Hellcats together with No. 804 Sqn. from the
    board of HMS Emperor. As the ship was involved
    in aerial cover over western approaches to the
    Channel during the Overlord operation, her
    Hellcats sported invasion stripes. Concurrently
    they were given the red paint on front cowling,
    identifying marking for Operation Dragoon.
    The JV111 was lost on third day of operations.
    With Dutch pilot Charles Alphonse Marie Poublon
    in cockpit, it received Flak hits and damaged was
    ditched off the Spanish coast. Pilot was rescued
    and continued his service with unit and later also
    with No. 60 Sqn. RAF in Burma. After the war he
    served with the Royal Netherlands Navy until
    transferring to the Royal Netherlands Air Force
    in 1954. As a member of the 314 Squadron, he
    set up the demo team called “Red Noses” in 1956,
    the same year he was named CO of 2e Tactische
    Jachtgroep (2nd Tactical Fighter Group).
    He retired as Lieutnant Colonel and passed away
    on December 4, 1992, in Laren at the age of 71.
    Poublon was not the only Dutch in the ranks of
    No. 800 Sqn. as five more joined the unit before
    the operation Dragoon (transferred from No. 1840
    Sqn.). The wreck of JV111 was recovered in 1984
    and revealed missing black stripes on the bottom
    of the fuselage. Whether the these were never
    painted, or partially removed is not known.
    KITS 11/2023
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  • Page 67

    FE447 F6F-3 Weekend (PE
    -
    Set)
    491346 F6F-3 (PE
    -
    Set)
    644011 F6F-3 LööK (Brassin)
    648102 F6F wheels (Brassin)
    648683 F6F exhaust stacks (Brassin)
    648747 F6F undercarriage legs BRONZE (Brassin)
    648798 F6F wheel bays PRINT (Brassin)
    3DL48068 F6F-3 SPACE (3D Decal)
    D48055 F6F-3 part 1 (Decal)
    D48058 F6F-3 stencils (Decal)
    EX682 F6F-3 Weekend (Mask)
    EX865 F6F-3 TFace (Mask)
    Recommended:
    for F6F-3 Hellcat 1/48
    #644011
    #648102
    #648747
    #648683
    KITS 11/2023
    INFO Eduard
    67
    November 2023
  • Page 68

    Tempest Mk.V Series 1
    The Weekend edition kit of British WWII fighter aircraft
    Tempest Mk.V in 1/48 scale. The kit offers the aircraft manufactured
    within Series 1 and feautures all three variants of the legendary
    W/Cdr R.P. Beamont's JN 751.
    plastic parts: Eduard
    marking options: 6
    decals: Eduard
    PE parts: no
    painting mask: no
    resin parts: no
    3D decal: yes, reinforcing
    fish plates
    #84195
    1/48
    Product page
    KITS 11/2023
    INFO Eduard68
    November 2023
  • Page 69

    JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Bradwell Bay,
    Great Britain, April 1944
    JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Newchurch, Great Britain, June 1944
    Roland Prosper Beamont was born on August 10,
    1920, in Enfield, Middlesex County, and had been
    fascinated by airplanes since childhood. In 1939,
    he underwent pilot training and was assigned to
    No. 87 Squadron, flying Hurricanes. From May 1942,
    he served with No. 79 Squadron, and in December
    of the same year, after completing his tour of
    duty, he joined the Hawker factory as a test pilot.
    In June 1942, he joined the 56th Squadron, flying
    Typhoons, and later he was transferred to No. 609
    Squadron, which flew the same type of aircraft.
    In January 1943, he assumed command of the unit.
    In mid-May 1943, he returned to Hawker, where
    he participated in testing Typhoon and Tempest
    aircraft. In February 1944, he was appointed
    as the commander of the newly established
    No. 150 Wing, consisting of No. 3, No. 56, and
    No. 486 Squadrons, which exclusively operated
    the new Hawker Tempest aircraft. One of the
    privileges of being the wing commander was
    the ability to mark the aircraft with one's initials.
    W/Cdr Beamont took advantage of this opportunity,
    and his personal Tempest was painted with the
    letters R B. Beneath the front emblem, on the
    right side of the fuselage, Beamont's aircraft
    carried the designation of Wing Commander.
    In May 1944, No. 150 Wing was declared
    operational, although only No. 3 and No. 486
    Squadrons were equipped with Tempests, while
    No. 56 Squadron had to wait until June 1944 and
    temporarily used Spitfire Mk. IX aircraft. During
    the invasion, the Tempests of No. 150 Wing were
    tasked with ground attacks against enemy
    forces, and from mid-June, they also provided
    protection for southern England against V-1 flying
    bombs. Beamont’s aircraft had its camouflage
    enhanced on the eve of the European invasion
    with distinctive markings in the form of white
    and black stripes on the rear fuselage, applied by
    ground personnel by hand. In this newly marked
    Tempest, Beamont scored a victory over a Bf 109G
    on D+2.
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  • Page 70

    JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Newchurch,
    Great Britain, June – July 1944
    JN738, No. 486 (RNZAF) Squadron, RAF Station Castle Camp, Great Britain, April 1944
    During June, the field-applied invasion stripes
    on JN751 were replaced with factory-applied
    paint at Hawker. This type of paint application
    had a positive impact on performance, which was
    crucial for achieving maximum speed while in
    combat with V-1 flying bombs. Most of Beamont’s
    31 V-1 victories were achieved in this aircraft.
    JN751 was replaced as his personal aircraft in
    September 1944 with a new Series 2 Tempest
    Mk.V sporting the code RPB (EJ706). At the end of
    September 1944, the entire unit, under Beamont's
    command, moved to liberated European territory.
    On October 12, Beamont's aircraft was hit by flak
    in the radiator, forcing him to make an emergency
    landing in enemy territory, where he spent the
    rest of the war. During World War II, he achieved
    nine enemy aircraft kills and was awarded the
    DFC & Bar and DSO & Bar. After the war, Beamont
    worked as a test pilot and flew aircraft such as
    the Meteor, Vampire, Canberra, Lightning, and the
    impressive TSR-2. He retired in August 1979 and
    passed away on November 19, 2001.
    No. 486 Squadron was established on March 7,
    1942, at Kirton in Lindsey base, and its personnel
    were predominantly New Zealanders. Initially,
    it was equipped with Hawker Hurricane aircraft,
    but from July 1942, it used Hawker Typhoons.
    Due to its excellent performance, it was selected
    as the first unit to transition to Tempests Mk.V.
    The new aircraft were received in January and
    February 1944, and it became part of the newly
    formed No. 150 Wing, also equipped with Tempests.
    It was declared fully operational in April 1944.
    The camouflage of the new Tempests consisted
    of the Day Fighter Scheme colors, with the upper
    and side surfaces painted Dark Green and Ocean
    Grey, and the lower surfaces in Medium Sea Grey.
    During this period, black and white stripes were
    added to the lower wing surfaces of Typhoons
    and Tempests for better identification of friendly
    aircraft.
    KITS 11/2023
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  • Page 71

    JN735, No. 3 Squadron, Newchurch, Great Britain, June 1944
    JN769, No. 287 Squadron, Gatwick, Great Britain, December 1944 – January 1945
    No. 3 Squadron, founded in 1912, was initially
    equipped with Hawker Hurricanes at the outbreak
    of World War II, and it fought over Belgium and
    France as a part of the British Expeditionary Force.
    After returning to Great Britain, it flew patrols
    over the Royal Navy naval base in Scapa Flow and,
    from April 1941, served as a night fighter squadron
    in southern England. In June 1943, it converted to
    Hawker Typhoon aircraft, and in February 1944,
    it was equipped with Hawker Tempests. With
    these aircraft, it participated in preparations
    for the invasion of Europe, the defense of
    southern England against V-1 flying bombs, and
    the subsequent deployment to Europe, where
    it supported advancing Allied units until the end
    of the war. The Tempests of No. 3 Squadron did not
    carry the standard invasion stripes on the lower
    wing surface after April 20, 1944. They used the
    code letters QO until May 1944 when they changed
    to the letters JF.
    After the Tempest squadrons were fully equipped
    with Series 2 aircraft, surviving Series 1 Tempests
    were refurbished by Hawker and assigned to
    No. 287 Squadron around the turn of 1944 and
    1945. This squadron played a secondary role,
    participating in calibration flights for anti-
    aircraft units along the British coastline. The red
    code letters corresponded to RAF instructions
    at the time.
    KITS 11/2023
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  • Page 72

    Recommended:
    for Tempest Mk.V Series 1 1/48
    48976 Tempest Mk.V upgrade set (PE
    -
    Set)
    FE943 Tempest Mk.V seatbelts STEEL (PE
    -
    Set)
    644006 Tempest Mk.V LööK (Brassin)
    644038 Tempest Mk.V w/ early wheels LööKplus (Brassin)
    648416 Tempest Mk.V cockpit (Brassin)
    648417 Tempest Mk.V engine (Brassin)
    648418 Tempest Mk.V exhaust stacks (Brassin)
    648419 Tempest Mk.V gun bays (Brassin)
    648420 Tempest Mk.V wheels early (Brassin)
    648446 Tempest Mk.V undercarriage legs BRONZE (Brassin)
    648499 Tempest Mk.V intake ring (Brassin)
    3DL48023 Tempest Mk.V SPACE (3D Decal)
    D48030 Tempest Mk.V stencils (Decal)
    EX628 Tempest Mk.V TFace (Mask)
    EX695 Tempest Mk.V (Mask)
    #644006
    #648419
    #648416
    #648417
    #648446
    KITS 11/2023
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  • Page 73

    1/72
    Fokker Dr.I
    The ProfiPACK edition kit of famous German WWI
    triplane fighter aircraft Fokker Dr.I in 1/72 scale.
    plastic parts: Eduard
    marking options: 5
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    #7039
    Product page
    Re-release
    KITS 11/2023
    INFO Eduard
    73
    November 2023
  • Page 74

    450/17, Lt. Josef Jacobs, CO of Jasta 7, Rumbeke, Belgium, March 1918
    545/17, Lt. Hans Weiss, Jasta 11, Cappy, France, April 1918
    Josef Carl Peter Jacobs was born on May 15, 1984
    in Kreuzkapelle, Rhineland. From his school days
    he had been fascinated with flying and started to
    learn how to control aircraft even before the war.
    Immediately after the outbreak of the Great War,
    he joined the ranks of the Luftstreitkräfte (German
    air force) and after training was assigned to the
    observation unit FA 11 on July 3, 1915. In March 1916
    he was transferred to Fokkerstaffel West (from
    October 6, 1916 it transformed to Jasta 12) where
    he remained until the end of January 1917 when
    he was transferred to Jasta 22. From August 2,
    1917, he took command of Jasta 7 and stayed with
    the unit until the Armistice. At that time, his score
    counted 48 victories. After the war, Jacobs found
    himself fighting in the Baltic against the Russian
    Bolsheviks as a part of Kommando Sachsenberg.
    Subsequently he trained Turkish military pilots.
    After Hitler came to power, Jacobs refused to join
    the NSDAP and emigrated to the Netherlands.
    After the end of World War II, he returned to
    Bavaria, where he died in Munich on July 29,
    1978. He had his two personal Dreideckers at
    Jasta 7, both painted black. Jacobs later had
    an engine and propeller from a Sopwith Camel
    fitted to one of them, the No. 450/17. The sides of
    the fuselage sported drawing of a devil spitting
    fire. Existing photography evidence shows the
    shape of the drawing on the starboard side, while
    a contemporary illustration of his aircraft shows
    the left side. Jacobs himself confirmed this one
    as correct after the war. This evidence leads to
    the conclusion the paintings differed.
    Hans Weiss, a native of Hof, began his flying
    career in June 1916 as an observer and gunner
    with FFA 282, FFA 28 and FFA 68 units. After
    training at Jastaschule Valenciennes, he joined
    Jasta 41, where he scored his first ten kills.
    Next he was transferred to Jasta 10 on March 17,
    1918, where he added another victory. Afterwards
    he was assigned to Jasta 11. He scored his first
    victory there on April 2, 1918 and on April 8 was
    named as temporary commander of the unit
    but eventually he led it until his death on May 2,
    1918, when he was shot down by fire from
    No. 209 Squadron RAF Sopwith Camel flown
    by M. S. Taylor. The Dreidecker flown by Hans
    Weiss had the upper surface of the top wing and
    the rear section of the fuselage painted white.
    The wing struts, wheel hubs and engine cowl
    were red, which was the color of Jasta 11.
    KITS 11/2023
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  • Page 75

    425/17 Rtm. Manfred A. Freiherr von Richthofen, CO of JG 1, Lechelle, France, March 1918
    404/17, Hptm. Adolf Ritter von Tutschek, JG 2, Toulis, France, February 1918
    Manfred Albrecht von Richthofen is rightfully
    considered the greatest fighter pilot of the First
    World War as he knocked eighty enemies down
    prior to his death on April 21, 1918. On contrary to
    the general perception, the Fokker Dr.I was not
    his typical mount, as he shot down only 17 out of
    his 80 victims while flying the Dreidecker for the
    short period of March and April 1918. Manfred von
    Richthofen was assigned to the Luftstreitkräfte
    on his own request in 1915 after his service with
    a cavalry unit. He became an observer but when
    he met Oswald Boelcke, the charisma of this
    fighter ace made him to request pilot training.
    On completion of that, he became pilot of
    observer aircraft, but after another meeting
    with Boelcke he joined the newly formed Jasta 2
    fighter unit. In January 1917, von Richthofen was
    awarded the highly coveted Pour le Mérite and
    was subsequently made CO of Jasta 11. In June
    1917, he received orders to form Jagdgeschwader
    1 from Jasta 4, 6, 10 and 11 units and led this “wing”
    until his death on April 21, 1918. Von Richthofen
    had his aircraft painted red from January 1917
    when he led Jasta 11 and flew the Albatros D.III. He
    carried this practice over to the Fokker Dr.I which
    he flew as JG 1 Commanding Officer. According to
    some sources the aircraft obtained its red color
    in factory and so the finish was therefore of good
    quality.
    Adolf Ritter von Tutschek was born on May 16, 1891,
    in the Bavarian town of Ingolstadt. He joined the
    army even before the war, and its outbreak found
    him serving with the 3rd Infanterie-Regiment “Prinz
    Karl von Bayern” as a lieutenant. He would see
    combat on both the western and eastern fronts.
    For his service against the Russians, he was awarded
    the Rittenkreuz des Militar-Max-Joseph-Ordens
    (the Knight’s Cross of the Order of Max-Joseph)
    which bestowed upon him the title of Ritter. As an
    infantryman, he was seriously wounded several
    times (grenade, gas). Afterwards, he requested
    a transfer to the Luftstreitkräfte and after training,
    he served as artillery spotter from October 1916
    till January 1917 with FA 6b. Subsequently, he was
    transferred to Jasta Boelcke, where he gained
    three kills, and on April 28, 1917, he was named
    CO of Jasta 12. On August 11 he was seriously
    wounded in combat with C. D. Booker of No. 8
    Squadron RNAS. After being released, he was
    named the first CO of Jagdgeschwader 2 and on
    March 10, 1918, he reached his 27th victory. Five days
    later he was shot down and killed by H. B. Redle
    from No. 24 Squadron RFC. The aircraft in which
    Hptm. von Tutschek died carried a standard Fokker
    Dr.I “streaked” camouflage and a turquoise color on
    the lower ones. The rear part of the fuselage was
    overpainted with black and the engine cowl was
    white, which was typical for Jasta 12, one of the
    JG 2 units.
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  • Page 76

    454/17, Lt. Lothar Freiherr von Richthofen, Jasta 11, Avesnes-le-Sec, France, March 1918
    Lothar von Richthofen was to a certain degree
    the opposite of his older brother Manfred. While
    Manfred carefully calculated risks and attacked
    from a favorable position as much as possible,
    Lothar got into fights at every opportunity. This
    helped him to achieve seventeen aerial victories
    during first two months of his fighter service.
    On the other hand, his combat style was very
    risky and on several occasions interrupted his
    career for a long-term due to various injuries.
    One of these came on March 13, 1918, when in
    combat with Bristols F.2B belonging to the No. 62
    Squadron caused a collapse of the leading edge
    of the top wing of his Fokker Dr.I 454/17. Lothar
    managed to crash-land crippled aircraft, but it
    took him till the middle of July to recover from
    the resulting injuries. His total score of forty kills
    came over the course of a mere 77 days of actual
    combat flying! The aircraft with which Lothar von
    Richthofen crashed on March 13, 1917, carried
    a standard Fokker factory “streaked” finish but
    the rear fuselage and the upper surface of the
    top wing was oversprayed yellow, the color of
    the Dragoner Regiment “von Bredow” Nr. 4, a unit
    with which Lothar von Richthofen served earlier.
    The engine cowl, wheel hubs and wing struts
    were painted red, which was the color of Jasta 11.
    OVERTREES
    #7016X
    Fokker Dr.I
    1/72
    Product page
    OVERLEPT
    #7039-LEPT
    Fokker Dr.I
    PE
    -
    Set 1/72
    Product page
    Recommended:
    for Fokker Dr.I 1/72
    672139 Fokker Dr.I engine (Brassin)
    KITS 11/2023
    INFO Eduard76
    November 2023
  • Page 77

    1/48
    Bf 109G-6/AS
    The ProfiPACK edition kit of German WWII fighter
    plane Bf 109G-6/AS in 1/48 scale.
    plastic parts: Eduard
    marking options: 5
    decals: Eduard
    PE parts: yes, pre-painted
    painting mask: yes
    resin parts: no
    #82163
    Product page
    Re-release
    KITS 11/2023
    INFO Eduard
    77
    November 2023
  • Page 78

    WNr. 110087, Hptm. Horst Carganico, CO of I./JG 5, Herzogenaurach,
    Germany, May 1944
    WNr. 412807, Uffz. Heinz Zimmermann, 6./JG 27, Fels am Wagram, Austria, July 1944
    Stab I./JG 3, Gütersloh, Germany, July 1944
    The first unit in which the then twenty-two-year-
    old Lt. Carganico served after completing flight
    training was JG 1 at the beginning of the war. This
    was followed by service with JG 77 with which
    he saw combat in Norway and then the Battle of
    Britain. On January 1, 1941, he returned to Norway
    where he commanded 1./JG 77. On September
    25, 1941, Carganico achieved his 27th kill and
    was awarded the Knight’s Cross. In March 1942,
    Carganico’s unit was redesignated 6./JG 5 and
    he was given command of the entire II. Gruppe
    in April 1942. On March 26, 1944, he took over
    I./JG 5 as CO and the unit saw combat against
    Allied forces within the Defense of the Reich.
    On April 27 of the same year, Carganico took
    off for the last time. In an attack on a group of
    B-17s, his Bf 109G-5 was heavily damaged and
    during his attempt to belly-land, he struck some
    high power lines and died in the resulting crash
    near the French town of Chevry. His final tally
    consisted of sixty kills over the course of 600
    sorties. Bf 109G-6/AS aircraft were assigned to
    the high altitude interception units, therefore
    they were camouflaged in the overall coat of
    RLM 76. Hptm. Carganico had Mickey Mouse
    painted on the fuselage port side, marking
    carried by his previous airplanes. Starboard side
    is not photographically documented, it may have
    carried the Gruppe Commander’s double chevron
    marking.
    In the beginning of April 1944, first Bf 109G-6/AS
    aircraft were delivered to JG 1, JG 5 and JG 11
    units, the following month several aircraft were
    delivered to JG 3 and also to JG 27, at that time
    based at the Fels am Wagram airport in Austria.
    Yellow 2 was camouflaged in RLM 74/75/76 colors
    sporting the Reich Defense marking of the aircraft
    serving with JG 27, i.e., green band around the
    rear fuselage. Irregular stripes of RLM 74 were
    applied on the engine cowling sides at the unit.
    There is a FuG 16 system antenna mounted at the
    bottom of the fuselage.
    The patches of RLM 74/75 were applied to the
    originally overall gray (RLM 76) aircraft at the
    unit level while the fuselage sides, tail surfaces
    and engine cowling sides were sprayed with
    the irregular stripes of RLM 74. The white stripe
    surrounding the rear fuselage was an insignia of
    the JG 3 aircraft flying Reich Defense missions.
    JG 3 insignia was sprayed on both sides of the
    engine cowling.
    KITS 11/2023
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  • Page 79

    Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10, Werneuchen, Germany, July 1944
    Oblt. Manfred Dieterle, 2./EJG 2, Hagenow, Germany, December 1944
    Friedrich-Karl Müller, the future Knight’s Cross
    recipient and the ace with thirty night victories
    over the enemy aircraft, was born on December
    4, 1912, in Sulzbach in Saarland. In 1934 he
    completed his pilot training and got the job with
    Lufthansa. After the outbreak of World War II,
    he was transferred to the Luftwaffe. Initially,
    he was flying as a transport pilot, later as an
    instrument flying instructor. In December 1942,
    he was assigned to KG 50 flying with He 177s
    and in the summer of the following year he
    responded to Hajo Hermann call and requested
    the reassignment to JG 300 famous for its Wilde
    Sau (single-engine fighter night interception
    without airborne radar guidance) tactics. While
    serving with this unit, Müller was credited with
    19 victories and in January 1944 he was ordered to
    form 1./NJGr. 10. In August 1944, he was promoted
    to command I./NJG 11 and was leading this unit
    until the end of World War II. He passed away
    on November 2, 1987. The lower and part of side
    surfaces were painted black to better suit night
    conditions. The red band around the rear fuselage
    indicated the original owner of this aircraft within
    Reich Defense system was JG 300. The pilot’s
    score was painted on both sides of the rudder
    in the form of the twenty-three stripes with the
    enemy nationality and date of the victory.
    Ergänzungsnachtjagdstaffel was established on
    March 9, 1944, in Ludwigslust and its task was the
    operational training of the single-engine night
    fighter pilots who were afterwards destined for
    JG 300, JG 301, JG 302 and later for NJG 10 and
    NJG 11. In the end of July, the Staffel was extended
    to the Gruppe size (EJGr. 2) and in the beginning
    of November the name was changed to EJG 2.
    In the meantime, the relocation to the Hagenow
    airport took place. In October the unit received
    Messerschmitts Bf 109G-6/AS and G-14/AS
    with which the instructors were to fly the night
    sorties against British Mosquitoes. Contrary to
    the training aircraft which carried the markings
    of the particular Staffel (1. Staffel white, 2. Staffel
    red, 3. Staffel yellow, 4. Staffel blue) these
    combat ones were marked with the numerals in
    green color. The original camouflage of Green 5
    was oversprayed with black color for better night
    camouflaging and it also carried EJG 2 insignia on
    the port side of the fuselage nose.
    OVERTREES
    #82163X Bf 109G-6/AS 1/48
    Product page
    OVERLEPT
    #82163-LEPT Bf 109G-6/AS
    PE
    -
    Set 1/48
    Product page
    Recommended: for Bf 109G-6/AS 1/48
    48885 Bf 109G-6 (PE
    -
    Set)
    FE910 Bf 109G seatbelts STEEL (PE
    -
    Set)
    644003 Bf 109G-6 LööK (Brassin)
    644060 Bf 109G-6 LööKplus (Brassin)
    648247 Bf 109G exhaust stacks (Brassin)
    648255 Bf 109G-6 propeller (Brassin)
    648261 Bf 109G-6 wheels (Brassin)
    648265 Bf 109G external fuel tanks (Brassin)
    648309 Bf 109G undercarriage legs BRONZE (Brassin)
    648843 Bf 109G-6 cockpit PRINT (Brassin)
    3DL48014 Bf 109G-6 SPACE (3D Decal)
    EX512 Bf 109G spinner spirals (Mask)
    EX581 Bf 109G Erla canopy TFace (Mask)
    KITS 11/2023
    INFO Eduard
    79
    November 2023
  • Page 80

    BRASSIN
    LööK set - Brassin pre-painted dashboard and STEEL
    seatbelts for TBD-1 in 1/32 scale. Easy to assemble,
    replaces plastic parts. Recommended kit: Trumpeter
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboard
    and STEEL seatbelts for MC.202 in 1/32 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Italeri
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    634043
    TBD-1 Devastator LööK
    1/32 Trumpeter
    634044
    MC.202 LööK
    1/32 Italeri
    Product page
    Product page
    INFO Eduard80
    November 2023
  • Page 81

    644229
    F-16D Block 40 LööK
    1/48 Kinetic
    LööK set - Brassin pre-painted dashboards
    and STEEL seatbelts for F-16D in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Kinetic
    Set contains:
    - resin: 6 parts
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    BRASSIN
    Collection 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 supressor
    644234
    A-10C LööKplus
    1/48 Academy
    Product page
    Product page
    INFO Eduard
    81
    November 2023
  • Page 82

    BRASSIN
    Collection 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
    - seat
    Brassin set - the undercarriage wheels for MC.202
    in 1/32 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Italeri
    Set contains:
    - resin: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    644235
    Hurricane Mk.II LööKplus
    1/48 Arma Hobby
    632198
    MC.202 wheels
    1/32 Italeri
    Product page
    Product page
    INFO Eduard82
    November 2023
  • Page 83

    BRASSIN
    Brassin set - cockpit for Bf 109K-4 in 1/48 scale.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 16 parts
    - decals: yes
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    Brassin set - the seat for A-1J in 1/48 scale. Seatbelts
    are printed together with the seat. Made by direct
    3D printing. Easy to assemble, replaces plastic parts.
    Recommended kit: Tamiya
    Set contains:
    - 3D print: 5 parts
    - decals: yes
    - photo-etched details: no
    - painting mask: no
    648885
    A-1J ejection seat PRINT
    1/48 Tamiya
    Product page
    Product page
    648904
    Bf 109K-4 cockpit PRINT
    1/48 Eduard
    INFO Eduard
    83
    November 2023
  • Page 84

    648905
    Bf 109K-4 undercarriage legs BRONZE
    1/48 Eduard
    648927
    Mi-4 wheels
    1/48 Trumpeter
    BRASSIN
    Brassin set - the undercarriage legs for
    Bf 109K-4 in 1/48 scale. The legs are made
    of bronze. Recommended kit: Eduard
    Set contains:
    - 3D print: 4 parts
    - bronze: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - the undercarriage wheels for Mi-4
    in 1/48 scale. The set consists of the main wheels
    and nose wheels. Easy to assemble, replaces plastic parts.
    Recommended kit: Trumpeter
    Set contains:
    - resin: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    Product page
    Product page
    INFO Eduard84
    November 2023
  • Page 85

    BRASSIN
    Brassin set - the undercarriage wheels for Sea King
    in 1/48 scale. The set consists of the main wheels
    and tail wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Airfix
    Set contains:
    - resin: 5 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    648930
    Sea King wheels
    1/48 Airfix
    Brassin set - cockppit door for Hurricane Mk.II
    in 1/48 scale. Easy to assemble, replaces plastic parts.
    Made by direct 3D printing.
    Recommended kit: Arma Hobby
    Set contains:
    - 3D print: 1 part
    - decals: yes
    - photo-etched details: yes
    - painting mask: no
    648929
    Hurricane Mk.II cockpit door PRINT
    1/48 Arma Hobby
    Product page
    Product page
    INFO Eduard
    85
    November 2023
  • Page 86

    BRASSIN
    Brassin set - ejection seat for F/A-18E
    in 1/48 scale. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Hasegawa
    Set contains:
    - 3D print: 3 parts
    - decals: yes
    - photo-etched details: yes, pre-painted
    - painting mask: no
    Brassin set - the undercarriage wheels for
    F/A-18E/F in 1/48 scale. The set consists of the
    main wheels and nose wheels. Easy to assemble,
    replaces plastic parts. Recommended kit: Hasegawa
    Set contains:
    - resin: 6 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    648932
    F/A-18E/F wheels
    1/48 Hasegawa
    648931
    F/A-18E seat
    1/48 Hasegawa
    Product page
    Product page
    INFO Eduard86
    November 2023
  • Page 87

    BRASSIN
    Brassin set - UB-32 rocket launchers
    for 1/48 scale kits. The set consists of 4
    rocket launchers.
    Set contains:
    - resin: 12 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    648937
    UB-32 rocket launchers
    1/48
    Brassin set - cockpit for Bf 109G-4 in 1/48 scale.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 16 parts
    - decals: yes
    - photo-etched details: yes, pre-painted
    - painting mask: no
    648935
    Bf 109G-4 cockpit PRINT
    1/48 Eduard
    Product page
    Product page
    INFO Eduard
    87
    November 2023
  • Page 88

    BRASSIN
    Brassin set - the undercarriage wheels for F-35A
    in 1/72 scale. The set consists of the main wheels
    and a nose wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Tamiya
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    Brassin set - exhaust nozzle for F-35A
    in 1/72 scale. Made by direct 3D print.
    Recommended kit: Tamiya
    Set contains:
    - 3D print: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    672334
    F-35A exhaust nozzle PRINT
    1/72 Tamiya
    672333
    F-35A wheels
    1/72 Tamiya
    Product page
    Product page
    INFO Eduard88
    November 2023
  • Page 89

    BRASSIN
    Brassin set - ejection seat for F-35A
    in 1/72 scale. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Tamiya
    Set contains:
    - 3D print: 3 parts
    - decals: yes
    - photo-etched details: yes, pre-painted
    - painting mask: no
    672336
    F-35A ejection seat PRINT
    1/72 Tamiya
    Brassin set - cockpit for F-35A
    in 1/72 scale. Made by direct 3D print.
    Recommended kit: Tamiya
    Set contains:
    - 3D print: 7 parts
    - decals: yes
    - photo-etched details: yes, pre-painted
    - painting mask: no
    672335
    F-35A cockpit PRINT
    1/72 Tamiya
    Product page
    Product page
    INFO Eduard
    89
    November 2023
  • Page 90

    BRASSIN
    Brassin set - the undercarriage legs for
    Bf 109G in 1/72 scale. The legs are made of bronze.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 2 parts
    - bronze: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - gun barrels for Bf 109G-2 & G-4
    in 1/72 scale. Made by direct 3D printing.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 1 part
    - decals: no
    - photo-etched details: no
    - painting mask: no
    672339
    Bf 109G-2/G-4 gun barrels PRINT
    1/72 Eduard
    672338
    Bf 109G undercarriage legs BRONZE
    1/72 Eduard
    Product page
    Product page
    INFO Eduard90
    November 2023
  • Page 91

    BRASSIN
    Brassin set - the undercarriage wheels for Bf 109G-2
    & G-4 in 1/72 scale. The set consists of the main wheels
    and a tail wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    672340
    Bf 109G-2/G-4 wheels for plain wings PRINT
    1/72 Eduard
    Product page
  • Page 92

    www.eduard.com/bfc
    BUNNY BUNNY FIGHTERFIGHTER
    CLUB
    Eduard's special membership club for all modeling enthusiasts!
    15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduard
    products 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 sold
    products, specially made for BFC members.
    Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts on
    their products at fairs and events all over the world? BFC members will have even higher discount at
    these 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 available
    to 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 Championship
    BOX CONTENT:
    Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassin
    parts (two different types of wheels, landing flaps, dust filter with
    eyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si
    -
    dewalk instrument and control panels with photo-etched details and
    seat belts.
    BOX CONTENT:
    Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassin
    parts (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 Eduard
    product in your shopping cart. To apply this discount, the Activation product has to be in your shopping
    cart. Activation product is excluded from this calculation.
    Activation products:Activation products:
    Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72
  • Page 93

    BRASSIN
    Collection of 4 sets for FM-2 in 1/48 scale.
    Recommended kit: Eduard
    - cockpit
    - exhausts
    - undercarriage legs BRONZE
    - undercarriage wheels
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30%.
    SIN48113
    FM-2 ESSENTIAL
    1/48 Eduard
    Product page
    INFO Eduard
    93
    November 2023
  • Page 94

    BRASSIN
    Collection of 4 sets for Bf 109F
    in 1/48 scale. Recommended kit: Eduard
    - cockpit
    - engine & fuselage guns
    - undercarriage wheels
    - undercarriage legs BRONZE
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    SIN648114
    Bf 109F
    1/48 Eduard
    Product page
    INFO Eduard94
    November 2023
  • Page 95

    BRASSIN
    Collection 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 launchers
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    SIN648116
    Su-25 armament
    1/48 Eduard / Zvezda
    Product page
    INFO Eduard
    95
    November 2023
  • Page 96

    PHOTO
    -
    ETCHED
    NOVEMBER 2023
    TBD-1 exterior
    1/32 Trumpeter
    32486
    INFO Eduard96
    November 2023
  • Page 97

    TBD-1 landing flaps
    TBD-1
    1/32 Trumpeter
    1/32 Trumpeter
    BRASSIN 02/2022BRASSIN 02/2022
    PHOTO
    -
    ETCHED
    324847
    33357
    INFO Eduard
    97
    November 2023
  • Page 98

    PHOTO
    -
    ETCHED
    WWII British Army 30-CWT 4x2 Truck
    1/35 Airfix
    36510
    INFO Eduard98
    November 2023
  • Page 99

    PHOTO
    -
    ETCHED
    USS Nimitz CVN-68 part 5
    1/350 Trumpeter
    53299
    INFO Eduard
    99
    November 2023
  • Page 100

    AC-130J exterior
    1/72 Zvezda
    72734
    PHOTO
    -
    ETCHED
    INFO Eduard100
    November 2023
  • Page 101

    AC-130J cargo floor
    1/72 Zvezda
    73813
    AC-130J interior
    1/72 Zvezda
    73814
    PHOTO
    -
    ETCHED
    INFO Eduard
    101
    November 2023
  • Page 102

    Sea King HAS.5
    1/48 Airfix
    491395
    PHOTO
    -
    ETCHED
    INFO Eduard102
    November 2023
  • Page 103

    FOTOLEPTY
  • How to Work with Photo-Etched Accessories

    In this series, I aim to guide you through the tools, equipment, and techniques I've acquired over my approximately 10 years of experience with photo-etched accessories. Although some modelers may have reservations about using photo-etch, it remains a preferred method for adding precise details to various parts of a model. In this first part, I intend to demonstrate the fundamental techniques, tools, and chemical processes I employ, especially for those new to modeling.

    PHOTO
    -
    ETCHED
    How to Work with Photo-Etched
    Accessories
    Part I: Basics
    Overview of Essential Tools and Chemistry for Working
    with Photo-Etch. In this segment, I'll provide an
    overview of the basic tools and chemical substances
    essential for working with photo-etched components.
    For demonstration purposes, I've selected Eduard sets
    designed for the Sd.Kfz.164 Nashorn 1/35 kit by Border
    Model.
    In this series, I aim to guide you through
    the tools, equipment, and techniques I've
    acquired over my approximately
    10 years of experience with photo-etched
    accessories. Although some modelers may
    have reservations about using photo-etch,
    it remains a preferred method for adding
    precise details to various parts of a model.
    In this first part, I intend to demonstrate
    the fundamental techniques, tools, and
    chemical processes I employ, especially
    for those new to modeling.
    Jakub Nademlejnský
    Italeri's etch scissors are an excellent choice for swiftly
    and easily cutting photo-etched parts from the sprue.
    Alternatively, a sharp scalpel can be used to remove
    parts.
    INFO Eduard104
    November 2023
  • Page 105

    How to Work with Photo-Etched
    Accessories
    PHOTO
    -
    ETCHED
    Various types of tweezers are indispensable, particularly pointed and flat-tipped
    tweezers. Pointed tweezers are ideal for handling and placing small parts, while
    flat tweezers are suitable for bending smaller components.
    Here, you can see a close-up of the needle after modification. I use the remaining
    eye of the needle to scoop instant glue from the Eduard mask's base paper. The
    glossy surface of this paper ensures that the glue remains active for an extended
    period.
    Overview of Both Used Sets (Cat.No. 36506 and 36507).
    Set 36506 includes a 3D decal radio face created with Eduard
    SPACE technology.
    Photo-etched parts benders are available in various sizes and are invaluable for
    working with larger etched parts, such as aircraft landing flaps, and for bending small
    edges that are challenging to grip with tweezers.
    I recommend using superglue to adhere photo-etched parts. The choice of superglue can
    vary, and their characteristics are well-detailed in Info 04/2023. My personal preference
    is for extra-thin glue. To apply the glue precisely, I use a steel wire, which I've drilled into
    an old brush holder, and a half-flake needle, similarly drilled into a brush holder.
    INFO Eduard
    105
    November 2023
  • Page 106

    Use etching scissors to make rough
    cuts of the photo-etched parts from
    the sprue.
    After rough cutting, you'll have parts that still contain some
    connecting points.
    Carefully clean the photo-etched parts using the scissors
    If necessary, you can use a coarse file to remove
    any remaining burrs from the etched handles.
    PHOTO
    -
    ETCHED
    INFO Eduard106
    November 2023
  • Page 107

    Here, you can see the photo-etched part after cleaning,
    free of any burrs or rough edges.
    Use flat-tipped tweezers to carefully bend small areas of the photo-etched part.
    For larger areas, like aircraft flaps, use an photo-etched parts bender.
    Start by attaching the piece to the bender at the bending point.
    In the second step, bend the part in the direction indicated by the instructions.
    The third step involves aligning the shape of the etched
    detail with the bender for precise results.
    In the bender, I recommend bending even short plates,
    which can be tricky to grip with flat tweezers and often slip
    out of them.
    PHOTO
    -
    ETCHED
    INFO Eduard
    107
    November 2023
  • Page 108

    Drip thin glue onto the glossy paper from the mask. Use a tool created from a modified needle to scoop
    up the glue.
    Apply the glue to the specific spot on the photoetch.
    Apply the glue to the specific spot on the photoetch. Utilize a steel wire tool to scoop up glue, which is
    especially useful for precise applications.
    The wire tool can also reach less accessible places.
    Any glue residue can be easily removed from the tools
    using a lighter.
    I highly recommend using these two solutions - Debonder and activator - when working with photo-etch.
    PHOTO
    -
    ETCHED
    INFO Eduard108
    November 2023
  • Page 109

    The activator accelerates the drying of superglue. When sprayed with it, the glue
    instantly dries.
    Here's the finished photo-etched
    part after folding and gluing.
    For effective use of Debonder, apply it directly to the glue-affected area using
    a brush or cotton sticker and spread it gently with slight pressure.
    Debonder is essential for removing superglue residues and can also help
    in disassembling previously glued parts.
    (to be continued)
    PHOTO
    -
    ETCHED
    INFO Eduard
    109
    November 2023
  • Page 110

    3DL32020 TBD-1 SPACE 1/32 Trumpeter
    3DL53013
    US Navy ensign
    & union jack flag SPACE
    1/200
    3DL48140
    Hunter FGA.9 SPACE 1/48 Airfix
    Product page
    Product page
    Product page
    easy
    application
    INFO Eduard110
    November 2023
  • Page 111

    3DL48141 Hunter FR.10 SPACE 1/48 Airfix
    3DL48142
    Hunter GA.11 SPACE 1/48 Airfix
    SPACE
    Product page
    Product page
    INFO Eduard
    111
    November 2023
  • Page 112

    3DL48143 F-14B SPACE 1/48 Great Wall Hobby
    3DL48144
    Sea King HAS.1 SPACE 1/48 Airfix
    SPACE
    Product page
    Product page
  • Page 113

    Vybrané stavebnice z říjnové nabídky
    je možné zakoupit samostatně nebo ve
    variantách zvýhodněného balíčku BUNDLE.
    Zvýhodněná BUNDLE nabídka je časově
    omezená a platí do 15. října 2023 nebo do
    vyprodání zásob.
    3DL48145 Sea King HAS.5 SPACE 1/48 Airfix
    3DL48146
    Sea King HU.5 SPACE 1/48 Airfix
    SPACE
    Product page
    Product page
  • Page 114

    Product page
    DECAL SETS
    D48113
    Bf 109K-4 stencils
    1/48 Eduard
    INFO Eduard114
    November 2023
  • Page 115

    Product page
    Product page
    Product page
    EDDIE THE RIVETER
    ER32003
    Triple riveting rows
    1/32
    ER72003
    Triple riveting rows
    1/72
    ER48008
    Triple riveting rows
    1/48
    INFO Eduard
    115
    November 2023
  • Page 116

    BIG ED
    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30%.
    BIG33156 A-20G 1/32 HKM
    BIG49384
    F-16D Block 30 1/48 Kinetic
    321012 A-20G 1/32
    32484 A-20G bomb bay 1/32
    32485 A-20G main wheel wells 1/32
    33356 A-20G seatbelts STEEL 1/32
    JX315 A-20G 1/32
    481113 Hurricane Mk.I landing flaps
    481114 Hurricane Mk.I gun bays
    491364 Hurricane Mk.I
    FE1365 Hurricane Mk.I seatbelts STEEL
    Product page
    Product page
    INFO Eduard116
    November 2023
  • Page 117

    All sets included in this BIG ED are available separately,
    but with every BIG ED set you save up to 30%.
    BIG ED
    BIG49385 F-16D Block 40 1/48 Kinetic
    BIG49386
    F-16D Block 50 1/48 Kinetic
    BIG49387
    A-10C 1/48 Academy
    481118 F-16 reinforcement straps STEEL 1/48
    49103 Remove Before Flight STEEL 1/48
    491370 F-16D Block 40 1/48
    FE1372 F-16D Block 30/40/50 seatbelts STEEL 1/48
    EX966 F-16D Block 30/40/50 1/48
    481118 F-16 reinforcement straps STEEL 1/48
    49103 Remove Before Flight STEEL 1/48
    491371 F-16D Block 50 1/48
    FE1372 F-16D Block 30/40/50 seatbelts STEEL 1/48
    EX966 F-16D Block 30/40/50 1/48
    481120 A-10C formation lights 1/48
    49103 Remove Before Flight STEEL 1/48
    491373 A-10C 1/48
    FE1374 A-10C seatbelts STEEL 1/48
    Product page
    Product page
    Product page
    INFO Eduard
    117
    November 2023
  • Page 118

    MASKS
    JX317 TBD-1 TFace
    1/32 Trumpeter
    JX318 MC.202
    1/32 Italeri
    JX319 MC.202 TFace
    1/32 Italeri
    EX988 F-14B windshield TFace
    1/48 Great Wall Hobby
    EX989 Sea King
    1/48 Airfix
    EX990 Sea King TFace
    1/48 Airfix
    CX654 F-35A RAM panels early
    1/72 Tamiya
    CX655 F-35A RAM panels late
    1/72 Tamiya
    JX318 MC.202
    JX318 MC.202
    JX319 MC.202 TFace JX319 MC.202 TFace
    JX319 MC.202 TFaceJX319 MC.202 TFace
    JX317 TBD-1 TFace
    JX317 TBD-1 TFace
    JX317 TBD-1 TFace
    JX317 TBD-1 TFace
    IT FITS!
    INFO Eduard118
    November 2023
  • Page 119

    EX988 F-14B windshield TFace EX988 F-14B windshield TFace
    EX988 F-14B windshield TFaceEX988 F-14B windshield TFace
    MASKS
    EX989 Sea King
    EX989 Sea King EX989 Sea King
    EX989 Sea King
    EX990 Sea King TFace
    EX990 Sea King TFace EX990 Sea King TFace
    EX990 Sea King TFace
    INFO Eduard
    119
    November 2023
  • Page 120

    RELEASES
    NOVEMBER 2023
    KITS
    PE
    -
    SETS
    ZOOMS
    MASKS
    DECALS
    82138 Fw 190A-7 1/48 ProfiPACK
    2143 WNM pt. 2 Dual Combo 1/72 Limited
    84194 F6F-3 Hellcat 1/48 Weekend
    84195 Tempest Mk.V Series 1 1/48 Weekend
    7039 Fokker Dr.I Re-release 1/72 ProfiPACK
    82163 Bf 109G-6/AS Re-release 1/48 ProfiPACK
    53299 USS Nimitz CVN-68 part 5 1/350 Trumpeter
    32486 TBD-1 exterior 1/32 Trumpeter
    32487 TBD-1 landing flaps 1/32 Trumpeter
    32488 MC.202 landing flaps 1/32 Italeri
    321013 TBD-1 1/32 Trumpeter
    321014 MC.202 1/32 Italeri
    36510 WWII British Army 30-CWT 4x2 Truck 1/35 Airfix
    491392 F-14B 1/48 Great Wall Hobby
    491394 Sea King HAS.1 1/48 Airfix
    491395 Sea King HAS.5 1/48 Airfix
    491396 Sea King HU.5 1/48 Airfix
    491397 Sea King HU.5 cargo seatbelts STEEL 1/48 Airfix
    72734 AC-130J exterior 1/72 Zvezda
    73812 AC-130J cargo seatbelts 1/72 Zvezda
    73813 AC-130J cargo floor 1/72 Zvezda
    73814 AC-130J cargo interior 1/72 Zvezda
    33357 TBD-1 1/32 Trumpeter
    33358 TBD-1 seatbelts STEEL 1/32 Trumpeter
    33359 MC.202 1/32 Italeri
    33360 MC.202 seatbelts STEEL 1/32 Italeri
    FE1392 F-14B 1/48 Great Wall Hobby
    FE1393 F-14B seatbelts STEEL 1/48 Great Wall Hobby
    FE1394 Sea King HAS.1 1/48 Airfix
    FE1395 Sea King HAS.5 1/48 Airfix
    FE1396 Sea King HU.5 1/48 Airfix
    FE1397 Sea King seatbelts STEEL 1/48 Airfix
    FE1398 Tempest Mk.V Weekend 1/48 Eduard
    JX317 TBD-1 TFace 1/32 Trumpeter
    JX318 MC.202 1/32 Italeri
    JX319 MC.202 TFace 1/32 Italeri
    EX988 F-14B windshield TFace 1/48
    Great Wall Hobby
    EX989 Sea King 1/48 Airfix
    EX990 Sea King TFace 1/48 Airfix
    CX654 F-35A RAM panels early 1/72 Tamiya
    CX655 F-35A RAM panels late 1/72 Tamiya
    D48113 Bf 109K-4 stencils 1/48 Eduard
    EDDIE THE RIVETER
    ER32003 Triple riveting rows 1/32
    ER48008 Triple riveting rows 1/48
    ER72003 Triple riveting rows 1/72
    INFO Eduard120
    November 2023
  • Page 121

    BIG-EDBIG-ED
    RELEASES
    BRASSIN
    LöökPLUS
    BIG SIN
    SPACE
    634043 TBD-1 Devastator LööK 1/32 Trumpeter
    634044 MC.202 LööK 1/32 Italeri
    644229 F-16D Block 40 LööK 1/48 Kinetic
    632198 MC.202 wheels 1/32 Italeri
    648885 A-1J ejection seat PRINT 1/48 Tamiya
    648904 Bf 109K-4 cockpit PRINT 1/48 Eduard
    648905 Bf 109K-4 undercarriage legs BRONZE 1/48 Eduard
    648927 Mi-4 wheels 1/48 Trumpeter
    648929 Hurricane Mk.II cockpit door PRINT 1/48
    Arma Hobby
    648930 Sea King wheels 1/48 Airfix
    648931 F/A-18E ejection seat 1/48 Hasegawa
    648932 F/A-18E/F wheels 1/48 Hasegawa
    648935 Bf 109G-4 cockpit PRINT 1/48 Eduard
    648937 UB-32 rocket launchers 1/48
    672333 F-35A wheels 1/72 Tamiya
    672334 F-35A exhaust nozzle PRINT 1/72 Tamiya
    672335 F-35A cockpit PRINT 1/72 Tamiya
    672336 F-35A ejection seat PRINT 1/72 Tamiya
    672338 Bf 109G undercarriage legs BRONZE 1/72 Eduard
    672339 Bf 109G-2/G-4 gun barrels PRINT 1/72 Eduard
    672340 Bf 109G-2/G-4
    wheels for plain wings PRINT 1/72 Eduard
    644234 A-10C LööKplus 1/48 Academy
    644235 Hurricane Mk.II LööKplus 1/48
    Arma Hobby
    SIN648113 FM-2 ESSENTIAL 1/48 Eduard
    SIN648114 Bf 109F 1/48 Eduard
    SIN648116 Su-25 armament 1/48
    Eduard/Zvezda
    3DL32020 TBD-1 SPACE 1/32 Trumpeter
    3DL48140 Hunter FGA.9 SPACE 1/48 Airfix
    3DL48141 Hunter FR.10 SPACE 1/48 Airfix
    3DL48142 Hunter GA.11 SPACE 1/48 Airfix
    3DL48143 F-14B SPACE 1/48
    Great Wall Hobby
    3DL48144 Sea King HAS.1 SPACE 1/48 Airfix
    3DL48145 Sea King HAS.5 SPACE 1/48 Airfix
    3DL48146 Sea King HU.5 SPACE 1/48 Airfix
    3DL53013 US Navy ensign & union jack flag SPACE 1/200
    NOVEMBER 2023
    BIG ED
    BIG33156 A-20G 1/32 HKM
    BIG49384 F-16D Block 30 1/48 Kinetic
    BIG49385 F-16D Block 40 1/48 Kinetic
    BIG49386 F-16D Block 50 1/48 Kinetic
    BIG49387 A-10C 1/48 Academy
    INFO Eduard
    121
    November 2023
  • Page 122

    BUILT
    built by Robert Szwarc
    Wellington Mk.Ic
    1/72
    Airfix
    Accessories used:
    72672 Wellington Mk.Ia/c landing flaps (PE
    -
    Set)
    72673 Wellington Mk.Ia/c bomb bay (PE
    -
    Set)
    73639 Wellington Mk.Ia/c (PE
    -
    Set)
    672172 British 250lb depth charges (Brassin)
    672198 Wellington Mk.Ia/c wheels (Brassin)
    672200 Wellington Mk.Ia/c engines (Brassin)
    INFO Eduard122
    November 2023
  • Page 123

    BUILT
    INFO Eduard
    123
    November 2023
  • Page 124

    built by Paolo Portuesi
    #11142
    MARKING L
    Tales of Iwojima
    Very Long Range:
    1/48
    BUILT
    Accessories used:
    648522 P-51D cockpit (Brassin)
    648555 P-51D engine (Brassin)
    648571 P-51D 75gal drop tanks (Brassin)
    648647 P-51D wheels block tread 2 (Brassin)
    INFO Eduard124
    November 2023
  • Page 125

    BUILT
    P-51D-20, 44-72587, flown by 2nd Lt. William G. Ebersole / 2nd Lt. James R. Bercaw, 462nd FS,
    506th FG, 20th AF, Iwojima, July 1945
    This Mustang was shared with 2nd Lieutenants
    Bill Ebersole and James Bercaw. Bill Ebersole,
    the youngest pilot of the 462nd FS, arrived to
    Iwojima east side No.3 Airfield already on May
    1945, in times of latest night attacks of the rest
    of Japanese soldiers. He flew his first combat
    sortie over Chichijima on May 15th, 1945. He flew
    the first VLR Mission among his total 10 on June
    7th, 1945, which was a 8 hours long escort sortie
    over Osaka. He was credited by Zero destroyed on
    ground during attack of Hyakurigahara airfield on
    June 26th, 1945. He is also credited by destroyed
    small transport ship „Sugar Dog“ type on early
    August. His final strafing mission was flown
    against Tachikawa on August 5th, 1945, only day
    before dropping the atomic bomb on Hiroshima.
    INFO Eduard
    125
    November 2023
  • Page 126

    ON APPROACH
    DECEMBER 2023
    644230
    F-16D Block 50 LööK
    1/48 Kinetic
    644240
    Fw 190A-7 LööK
    1/48 Eduard
    644241
    FM-1 LööK
    1/48 Eduard
    BIG49388 Yak-9T 1/48 Zvezda
    BIG49389 F-4G 1/48 Meng
    BIG72176 PBY-5A 1/72 Hobby 2000/Academy
    BIG5369 USS Nimitz CVN-68 PART I 1/350 Trumpeter
    644230 F-16D Block 50 LööK 1/48 Kinetic
    644240 Fw 190A-7 LööK 1/48 Eduard
    644241 FM-1 LööK 1/48 Eduard
    648906 Bf 109K external fuel tanks 1/48 Eduard
    648938 Hurricane Mk.II gun bays PRINT 1/48 Arma Hobby
    648940 Fw 190A-7 cockpit PRINT 1/48 Eduard
    648941 Fw 190A-7 engine & fuselage guns 1/48 Eduard
    648942 Fw 190A-7 undercarriage legs BRONZE 1/48 Eduard
    648943 FM-1 undercarriage legs BRONZE 1/48 Eduard
    648944 FM-1 wheels 1/48 Eduard
    648945 FM-1 folding wings PRINT 1/48 Eduard
    648946 FM-1 exhaust PRINT 1/48 Eduard
    648947 FM-1 engine PRINT 1/48 Eduard
    648948 FM-1 wheel bay PRINT 1/48 Eduard
    648949 FM-1 seat PRINT 1/48 Eduard
    648950 FM-1 gun barrels PRINT 1/48 Eduard
    672341 Bf 109G-2/G-4 wheels for bulged wings PRINT 1/72 Eduard
    672342 Bf 109G-2 cockpit PRINT 1/72 Eduard
    672343 Bf 109G-4 cockpit PRINT 1/72 Eduard
    672344 Bf 109G radio compartment PRINT 1/72 Eduard
    672345 F6F wheel bays PRINT 1/72 Eduard
    672346 Bf 109G propeller PRINT 1/72 Eduard
    634045 MC.202 LööKplus 1/32 Italeri
    644236 MiG-17F LööKplus 1/48 AMMO
    644237 F-16D Block 30 LööKplus 1/48 Kinetic
    SIN648115 FM-2 w/ armoured headrest ESSENTIAL 1/48 Eduard
    SIN648117 F6F undercarriage 1/48 Eduard
    BIG ED (December)
    BRASSIN (December)
    LöökPlus (December)
    BIGSIN (December)
    LööK set - Brassin pre-painted dashboards
    and STEEL seatbelts for F-16D in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Kinetic
    Set contains:
    - resin: 6 parts
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboards
    and STEEL seatbelts for Fw 190A-7 in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 2 parts
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    LööK set - Brassin pre-painted dashboards
    and STEEL seatbelts for FM-1 in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 1 part
    - 3D print: 1 part
    - decals: no
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    PRELIMINARY IMAGES
    PRELIMINARY IMAGES
    PRELIMINARY IMAGES
    INFO Eduard126
    November 2023
  • Page 127

    648906
    Bf 109K external fuel tanks
    1/48 Eduard
    ON APPROACH
    Brassin set - external fuel tanks (3 types) with racks
    for Bf 109K in 1/48 scale. Easy to assemble, replaces
    plastic parts. Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - 3D print: 3 parts
    - decals: yes
    - photo-etched details: no
    - painting mask: no
    648938
    Hurricane Mk.II gun bays PRINT
    1/48 Arma Hobby
    648940
    Fw 190A-7 cockpit PRINT
    1/48 Eduard
    Brassin set - gun bays for Hurricane Mk.II in 1/48 scale.
    The set consists of gun bays for both wings.
    Made by direct 3D printing.
    Recommended kit: Arma Hobby
    Set contains:
    - 3D print: 22 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Brassin set - cockpit for Fw 190A-7
    in 1/48 scale. Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 19 parts
    - decals: yes
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    INFO Eduard
    127
    November 2023
  • Page 128

    ON APPROACH
    DECEMBER 2023
    648941
    Fw 190A-7 engine & fuselage guns
    1/48 Eduard
    648942
    Fw 190A-7 undercarriage legs BRONZE
    1/48 Eduard
    648943
    FM-1 undercarriage legs BRONZE
    1/48 Eduard
    Brassin set - the engine and fuselage
    guns instalation for Fw 190A-7 in 1/48 scale.
    Recommended kit: Eduard
    Set contains:
    - resin: 31 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Brassin set - the undercarriage legs for Fw 190A-7
    in 1/48 scale. The legs are made of bronze.
    Recommended kit: Eduard
    Set contains:
    - resin: 2 parts
    - bronze: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - the undercarriage legs for FM-1
    in 1/48 scale. The legs are made of bronze.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 4 parts
    - bronze: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    INFO Eduard128
    November 2023
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    ON APPROACHDECEMBER 2023
    648944
    FM-1 wheels
    1/48 Eduard
    648945
    FM-1 folding wings PRINT
    1/48 Eduard
    648946
    FM-1 exhaust PRINT
    1/48 Eduard
    Brassin set - the undercarriage wheels for FM-1 in
    1/48 scale. The set consists of the main wheels and
    a tail wheel. Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 5 parts
    - 3D print: 2 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: yes
    Brassin set - folding wings for FM-1 in 1/48 scale.
    Made by direct 3D printing. Recommended kit: Eduard
    Set contains:
    - 3D print: 10 parts
    - spare plastic wings: 1 set
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Brassin set - exhaust pipes for FM-1 in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Made by direct 3D printing. Recommended kit: Eduard
    Set contains:
    - 3D print: 2 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    INFO Eduard
    129
    November 2023
  • Page 130

    ON APPROACH
    648947
    FM-1 engine PRINT
    1/48 Eduard
    648948
    FM-1 wheel bay PRINT
    1/48 Eduard
    648949
    FM-1 seat PRINT
    1/48 Eduard
    Brassin set - engine for FM-1 in 1/48 scale.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 35 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Brassin set - wheel bay for FM-1 in 1/48 scale.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 10 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    Brassin set - pilot seat for FM-1 in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 1 part
    - decals: no
    - photo-etched details: yes, pre-painted
    - painting mask: no
    DECEMBER 2023
    INFO Eduard130
    November 2023
  • Page 131

    672341
    Bf 109G-2/G-4 wheels for bulged wings PRINT
    1/72 Eduard
    648950
    FM-1 gun barrels PRINT
    1/48 Eduard
    Brassin set - the undercarriage wheels for
    Bf 109G-2 & G-4 in 1/72 scale. The set consists
    of the main wheels and a tail wheel.
    Easy to assemble, replaces plastic parts.
    Recommended kit: Eduard
    Set contains:
    - resin: 3 parts
    - decals: no
    - photo-etched details: no
    - painting mask: yes
    ON APPROACH
    Brassin set - gun barrels for FM-1 in 1/48 scale.
    Easy to assemble, replaces plastic parts.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    672342
    Bf 109G-2 cockpit PRINT
    1/72 Eduard
    Brassin set - cockpit for Bf 109G-2 in 1/72 scale.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 9 parts
    - decals: yes
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    DECEMBER 2023
    INFO Eduard
    131
    November 2023
  • Page 132

    ON APPROACH
    672343
    Bf 109G-4 cockpit PRINT
    1/72 Eduard
    672344
    Bf 109G radio compartment PRINT
    1/72 Eduard
    672345
    F6F wheel bays PRINT
    1/72 Eduard
    Brassin set - cockpit for Bf 109G-4 in 1/72 scale.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 9 parts
    - decals: yes
    - photo-etched details:
    yes, pre-painted
    - painting mask: no
    Brassin set - radio compartment for Bf 109G in 1/72 scale.
    Made by direct 3D printing. Recommended kit: Eduard
    Set contains:
    - 3D print: 5 parts
    - decals: no
    - photo-etched details: yes
    - painting mask: no
    Brassin set - wheel bays for F6F in 1/72 scale.
    Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    DECEMBER 2023
    INFO Eduard132
    November 2023
  • Page 133

    ON APPROACH
    Collection of 3 sets for MC.202 in 1/32 scale.
    Recommended kit: Italeri
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    634045
    MC.202 LööKplus
    1/32 Italeri
    672346
    Bf 109G propeller PRINT
    1/72Eduard
    Brassin set - propeller for Bf 109G in 1/72 scale.
    The spinner could be removed. Easy to assemble,
    replaces plastic parts. Made by direct 3D printing.
    Recommended kit: Eduard
    Set contains:
    - 3D print: 2 parts
    - resin: 4 parts
    - decals: no
    - photo-etched details: no
    - painting mask: no
    DECEMBER 2023
    INFO Eduard
    133
    November 2023
  • Page 134

    ON APPROACH
    644236
    MiG-17F LööKplus
    1/48 AMMO
    Collection of 3 sets for MIG-17F in 1/48 scale.
    Recommended kit: AMMO
    - LööK set (pre-painted Brassin dashboard & Steelbelts)
    - TFace painting mask
    - undercarriage wheels
    DECEMBER 2023
    INFO Eduard134
    November 2023
  • Page 135

    ON APPROACH
    Collection of 3 sets for F-16D Block 30 in 1/48 scale.
    Recommended kit: Kinetic
    - LööK set (pre-painted Brassin dashboards & Steelbelts)
    - TFace painting mask
    - ejection seats
    644237
    F-16D Block 30 LööKplus
    1/48 Kinetic
    DECEMBER 2023
    INFO Eduard
    135
    November 2023
  • Page 136

    SIN648115
    FM-2 w/ armoured headrest ESSENTIAL
    1/48 Eduard
    Collection of 4 sets for FM-2 in 1/48 scale.
    Recommended kit: Eduard
    - cockpit
    - exhausts
    - undercarriage legs BRONZE
    - undercarriage wheels
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30%.
    ON APPROACH
    DECEMBER 2023
    INFO Eduard136
    November 2023
  • Page 137

    SIN648117
    F6F undercarriage
    1/48 Eduard
    Collection of 3 sets for F6F-3 and F6F-5 in 1/48 scale.
    Recommended kit: Eduard
    - undercarriage bays
    - undercarriage wheels
    - undercarriage legs BRONZE
    All sets included in this BIG SIN are available separately,
    but with every BIG SIN set you save up to 30 %.
    BRASSIN 02/2022BRASSIN 02/2022
    ON APPROACHDECEMBER 2023
    INFO Eduard
    137
    November 2023
  • Page 138

    PE
    -
    SETS
    53300 USS Nimitz CVN-68 part 6 1/350 Trumpeter
    53301 USS Nimitz CVN-68 part 7 1/350 Trumpeter
    36511 WC-52 1/35 Zvezda
    36512 BMP-3 1/35 Zvezda
    321015 AH-1G early 1/35 ICM
    481125 FM-1 landing flaps 1/48 Eduard
    481126 Mi-17 cargo seats 1/48 Trumpeter
    481127 Seafire F.XVII exterior 1/48 Airfix
    491399 Seafire F.XVII 1/48 Airfix
    491401 Mi-17 1/48 Trumpeter
    491402 Mi-17 cargo seatbelts STEEL 1/48 Trumpeter
    491404 Sea King HAS.1 cargo interior 1/48 Airfix
    491405 Sea King HAS.5 cargo interior 1/48 Airfix
    491406 Sea King HU.5 cargo interior 1/48 Airfix
    ZOOMS
    33361 AH-1G early 1/35 ICM
    33362 AH-1G early seatbelts STEEL 1/35 ICM
    FE1399 Seafire F.XVII 1/48 Airfix
    FE1400 Seafire F.XVII seatbelts STEEL 1/48 Airfix
    FE1401 Mi-17 1/48 Trumpeter
    FE1402 Mi-17 seatbelts STEEL 1/48 Trumpeter
    FE1403 Bf 109E-4 Weekend 1/48 Eduard
    SS815 S-199 Erla canopy Weekend 1/72 Eduard
    MASKS
    JX320 AH-1G 1/35 ICM
    JX321 AH-1G TFace 1/35 ICM
    EX991 Seafire F.XVII 1/48 Airfix
    EX992 Seafire F.XVII TFace 1/48 Airfix
    EX993 Mi-17 1/48 Trumpeter
    EX994 Mi-17 TFace 1/48 Trumpeter
    EX995 Bf 109E-4 TFace 1/48 Eduard
    EX996 F6F-3 US national insignia 1/48 Eduard
    CX656 S-199 Erla canopy Weekend 1/72 Eduard
    SPACE
    3DL32021 AH-1G early SPACE 1/35 ICM
    3DL48147 Seafire F.XVII SPACE 1/48 Airfix
    3DL48148 Mi-17 SPACE 1/48 Trumpeter
    3DL48149 FM-1 SPACE 1/48 Eduard
    3DL48150 P-39N SPACE 1/48 Eduard
    3DL48151 X-1 SPACE 1/48 Eduard
    DECAL SETS
    D48114 F-35A stencils 1/48 Tamiya
    D72046 F-35A stencils 1/72 Tamiya
    ON APPROACH
    DECEMBER 2023
    INFO Eduard138
    November 2023
  • Page 139

    ON APPROACH
    FM-1 Wildcat #82204 1/48
    VC-1, USS Block Island (CVE-21), Autumn 1943
    VC-33, USS Nassau (CVE-16), September 1943
    No. 846 Naval Air Squadron, HMS Tracker, June 1944
    BuNo. 15334, VC-33, USS Coral Sea (CVE-57), November 1943
    BuNo. 46776, VC-13, USS Guadalcanal (CVE-60), spring 1944
    JV377, No. 882 Naval Air Squadron, HMS Searcher, August 1944
    DECEMBER 2023
    INFO Eduard
    139
    November 2023
  • Page 140

    ON APPROACH
    TEST BUILD
    #82204
    FM-1 Wildcat 1/48
    built by Jakub Nademlejnský
    DECEMBER 2023
    INFO Eduard140
    November 2023
  • Page 141

    ON APPROACHDECEMBER 2023
    INFO Eduard
    141
    November 2023
  • Page 142

    ON APPROACH
    P-39N Airacobra 1/48#8067
    P-39N-1, 42-9385, Lt. Kirby F. Smith, 346th FS, 350th FG,
    Reghaia, Algeria, September 1943
    P-39N-5, 42-18815, Lt. Walter A. Hymovitch, 41st FS,
    35th FG, New Guinea, Nadzab, fall 1943
    P-39N, 42-8747, Guard Capt. Grigoryi Andreevich Rechkalov, 16
    GIAP, the Soviet Union, August 1944
    P-39N-1, 42-18378, 10° Gruppo,
    4° Stormo, ACI, Lecce-Galatina,
    Italy, 1944
    P-39N-5, 42-18810, 40th FS,
    35th FG, Nazdab, New Guinea,
    fall 1943
    P-39N-1, 42-18354, Maj. Charles F. Hoover, 345th FS, 350 FG,
    Ghisonaccia, Corsica, December 1943
    DECEMBER 2023
    INFO Eduard142
    November 2023
  • Page 143

    P-39N-1, 42-18378, 10° Gruppo,
    4° Stormo, ACI, Lecce-Galatina,
    Italy, 1944
    ON APPROACH
    Bf 109E-4 #84196 1/48
    Oblt. Gerhard Schöpfel, III. /JG 26, Caffiers,
    France, August 1940
    WNr. 5375, Hptm. Wilhelm Meyerweissflog, Stab/JG 53,
    Etaples, France, September 1940
    WNr. 1433, Hptm. Hans von Hahn, CO of I./JG 3,
    Grandvillers, France, September 1940
    WNr. 2060, Lt. Hans Guse, 2.(J)/LG 2,
    USSR (today´s Republic of Moldova), July 1941
    DECEMBER 2023
    INFO Eduard
    143
    November 2023
  • Page 144

    ON APPROACH
    Avia S-199 ERLA canopy 1/72#7472
    D-121, 101 Squadron (tayeset), Chel Ha Avir, Qastina, Israel, September 1948
    D-115, 101 Squadron (tayeset), Chel Ha Avir, Herzliya field base, Israel, July 1948
    S-199.310, 3rd Squadron, Air Regiment 7, 3 Air Division, Brnoernovice, Czechoslovakia, spring 1949
    S-199.99, 1st Squadron, Air Regiment 8, 3 Air Division,
    Brno-Černovice, Czechoslovakia, 1950/51
    DECEMBER 2023
    INFO Eduard144
    November 2023
  • Page 145

    ON APPROACH
    46-062, Charles Yeager,
    Muroc Dry Lake Base,
    October 1947
    46-063, Robert Champine,
    Edwards AFB, June 1949
    46-063, Chalmers Goodlin,
    Muroc Dry Lake Base,
    April 1946
    46-062, Jack Ridley, Edwards AFB, May 1950
    Re-release
    X-1 Mach Buster 1/48
    #8079
    DECEMBER 2023
    INFO Eduard
    145
    November 2023
  • Page 146

    Bf 109G-4
    1/48
    #82117Re-release
    ON APPROACH
    Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann,
    7./JG 52, Taman, the Soviet Union, May 1943
    Bf 109G-4/trop, WNr. 15013 Lt. Ulrich Seiffert,
    8./JG 53, Tindja, Tunisia, April 1943
    Bf 109G-4/R6, WNr. 14946, Maj. Wolfgang Ewald,
    Stab III./JG 3, Kertch, the Soviet Union, April 1943
    Bf 109G-4/R6, WNr. 19566, ten. Giuseppe Gianelli,
    365
    a
    Squadriglia, 150
    o
    Gruppo Autonomo, Sciacca,
    Sicily, July 1943
    Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57,
    Grupul 7 Vânătoare, Kirovograd (Kropyvnytskyi/ Ukraine now),
    the Soviet Union, June 1943
    DECEMBER 2023
    INFO Eduard146
    November 2023
  • Page 147

    Re-release
    ON APPROACH
    Albatros D.V
    #7406
    1/72
    Albatros D.V 1154/17, Lt. Max Ritter von Müller,
    Jasta 28, Varsenare, Belgium,
    September 1917
    Albatros D.V 4629/17, Lt. Hans-Joachim
    von Hippel, Jasta 5, Boistrancourt,
    France, February 1918
    Albatros D.V, 2030/17, Lt. Alfred Lenz,
    Jasta 22, Ercheu, France, April 1918
    Albatros D.V 2299/17, Lt. Xaver Dannhuber,
    Jasta 26, Abeele, Belgium, 1917
    DECEMBER 2023
    INFO Eduard
    147
    November 2023
  • Shows

    This autumn is one of the most traveled periods of our of exhibition and show team. In less than one month, we visited four exhibitions: E-Day in Milovice, Picchitatelli Trophy in Bergamo, Nitra Model in Slovakia and Scale Model Challenge in Eindhoven, and this represents a record. The last two mentioned exhibitions were even held on the same date.

    SHOWS
    Text: Jakub Nademlejnský
    This autumn is one of the most traveled periods
    of our of exhibition and show team. In less than
    one month, we visited four exhibitions: E
    -
    Day in
    Milovice, Picchitatelli Trophy in Bergamo, Nitra
    Model in Slovakia and Scale Model Challenge
    in Eindhoven, and this represents a record.
    The last two mentioned exhibitions were even
    held on the same date. I don't think we've ever
    been to two big full-scale events at the same
    time. Because of this situation, we had to create
    an additional show team and train them with the
    systems that we employ at events like these.
    Then, there is the fact that somehow, we needed
    to get everything together for two simultaneous
    shows. Since this whole event coincided with
    one of the biggest Afterparty internet events,
    the one after E
    -
    Day, there was such a buzz
    in our sales department and warehouse that
    eventually, other colleagues from different
    departments joined the whole preparatiory
    operation in addition to the warehouse staff.
    In the end, we managed everything with all
    our might and successfully participated in
    everything that was scheduled to happen.
    If you haven't read the special edition E
    -
    Day
    newsletter section and are interested in what
    it was like on E
    -
    Day, it's definitely worth
    a read. I personally first attended the Picchiatelli
    Trophy exhibition in the suburb of Bergamo in
    the town of Scanzorosciante, where we came at
    the invitation of friends from Italy. We brought
    with us the October group of new releases and
    a small stand. Participation in the competition
    was the icing on the cake of our trip to Italy,
    which we combined with a tour of several
    museums. We also measured and 3D scanned
    the what we needed to get into other projects.
    The trip was spectacular and we traveled across
    half of Italy in a week. We got as far as Rome,
    from where we drove to Scanzorosciante. I have
    to highlight the competition itself. Although the
    event was not one of the biggest in Europe in
    terms of space or number of vendors, I was
    really impressed by the quality of the models
    as well as the international cast on the judging
    committee full of big names in the field.
    The following week, we made the trek to the
    Scale Model Challenge in Eindhoven. This event
    was announced in advance by the organizers
    as one of the biggest model exhibitions in
    Europe, filling us with anticipation. Our team
    participated in the event for the first time this
    year and I must admit that our expectations were
    easily satisfied. The level of organization and
    its professionalism, the wonderful venue with
    Eduard vendor table at Nitra.
    Nitra sports hall filled to capacity.
    A little something for the jubilee customer at Nitra
    INFO Eduard148
    November 2023
  • Page 149

    secure accommodations in the adjacent hotel,
    but especially the breathtakingly well arranged
    show, with the models being directly lit by
    several hundred lamps, which really enchanted
    us. Thanks to the participation, we could see
    a lot of modellers not only from the Netherlands,
    Belgium, France, Great Britain and Germany, but
    also from different parts of the world. Again,
    after a long time, we could see representatives
    of other modeling companies, which we did not
    see this year at the fair in Nuremberg. We drove
    to Italy and the Netherlands in our company
    vehicle, which is painted up in the markings
    of Meyer's Petie 2nd P-51D Mustang. If you
    caught up with us anywhere along the way and
    managed to take a picture of our chariot, please
    share the photo with me. Send it to me at jakub.
    nademlejnsky@eduard.cz, we would like to
    share the best photos on our channels.
    The second exhibition team from Nitra
    also arrived with very good impressions. The
    organizers of the Nitra show have raised the
    bar a bit higher compared to last year, and
    last year’s show was a great one in and of
    itself. Once again, they filled the sports hall
    with interesting vendors, lots of visitors, and
    especially beautiful models on display. Most
    likely, they have permanently found a place in
    our calendar of events that we simply must not
    miss each year.
    Eduard vendor table at Scale Model Challenge in Eindhoven
    A view of the display tables at Picchiatelli Trophy from the Eduard table.
    Eduard vendor table at Picchiatelli Trophy
    Stanislav Archman, Vladimír Šulc, Jakub Nademlejnský
    and their Italian friends at a dinner during Picchiatelli Trophy
    INFO Eduard
    149
    November 2023
  • Editorial


    Good Day, Dear Friends

    We find ourselves in the same situation with November’s new releases as we did with the October ones, in that they also have been available for purchase a couple of weeks ahead of the newsletter announcement, meaning that they will already be known to a large percentage of readers and perhaps even in their possession. Some modellers may be putting them together, and some of the items may even be built already. With the Bf 109 G-2 or G-4 in 72nd scale, this is not a difficult concept to grasp. From my own experience, I can confirm that this little thing comes together on its own, presents no pitfalls, nor does it hide any nasty surprises. Not that I'm one of those who can say they built this kit. I did slap it together, but didn't paint it, and I wouldn't even bother with weathering for what I needed to do with it. But the gluing of the kit, kind of halfway to building the model, is something I practice quite regularly, because it doesn't hurt when the head of the company knows what he's actually selling. And I'll also openly admit that I do the same with competitor’s kits, because knowing what the competition actually creates and puts out there is also good to know.


    Kits

    Wunderschöne neue Maschinen Pt.2 is the name of the 72nd scale Limited Edition kit, covering an important developmental period of the Messerschmitt Bf 109, namely the first Bf 109 Gs. The Bf 109 designation changed from F to G after a new Bf 109 F-4 airframe had a DB 605A engine installed. You can read about it, if you should so wish, in my article on the subject in this issue of the newsletter, and if, after reading it , you are left with the impression that although the kit presents none of the aforementioned nastiness in construction, the original builders and designers seem to have laid plenty of traps for future researchers, then good, because that is what a part of the intent of the text was. The fact is that the two basic types, the G-2 and G-4, do not have clearly defined technical characteristics. Apart from a few minor details, the problem is that the G-4 got new, larger wheels, and with them, fairings on the upper wing over the wheel wells, and a non-retractable, larger, tailwheel. This sounds obvious, but in reality some of the older G-4s, and there were not just a few of them, still had the old smaller wheels and had no fairings on the wing. To make matters worse, older G-2s received bulged wings and new larger wheels during overhauls. This created a nice mess in the genome of the G-2 and G-4 types, including the G-1 and G-3, which were machines with a pressurized cockpit, from which there is practically no way out without knowing the serial number of the aircraft of interest. Fortunately, the serial number can be found for a large number of Bf 109 Gs, God bless German precision. That carried with it its own price too, but we'll get to that in a few months. In January to be exact, when we start looking at the Messerschmitt Bf 109 G-6. It will be a blast, literally on all fronts, and you can certainly look forward to it!

    In the kit, we simplified the problem of differentiating between these complex issues between the Bf 109 G-2 and G-4 by strictly following the rule, when deciding on markings options, that for the G-2 we only chose aircraft without the upper wing wheel well fairings, and for G-4 only those with them. But as nobody’s perfect, we made one small mistake in depicting the Finnish Bf 109 G-2 coded MT-213 with the fairings in the color scheme, but there is no need to think too much about it. In fact, she flew without them, apparently even after general overhaul. This also eliminates a lot of thinking about the combination of different parts, there is enough in this kit to build one G-2 and one G-4. There are 14 marking options available, seven for each version. If you would like to build more than two models, Overtrees are available, even in a discounted Bundle offer.

    The following information has a lot in common with what I wrote above, and it's not just that it's also a German subject. In the ProfiPACK 1:48th scale line, we present the Focke-Wulf Fw 190A-7. Perhaps unbelievably, this is a type that we have never released before in the new tooled Fw 190 A line. At the same time, it is not such a peripheral type, with some 700 units having been produced, which is comparable to, for example, the A4, of which 970 were built. The truth is that the A-7 was, like the A-6 and also like the Bf 109 G-2 and G-4, a transitional type, a precursor to the mass-produced Fw 190A-8. And what it also has in common with the small Bf 109 G-2/G-4 is the design of the kit. They both look the way we imagine a plastic kit should look, they are exactly the kind of products we want to produce and sell.

    Other kits released in November also fit into the concept described above. Both 48th scale Weekend kits have a balanced composition of colour options. The F6F-3 Hellcat has the usual four markings, three American, two of which are iconic, by which I mean Alexander Vraciu's White 32 and the sharkmouthed Hellcat of VF-27 from the aircraft carrier USS Princeton from October 1944. Also included is the British Hellcat Mk.I, and that is included because, for one, it further diversifies the markings offered in the kit, and two, we will almost certainly not release British Hellcats as a separate item.

    Similarly, we have the Tempest Mk.V Series 1, which is somewhat out of line with the six marking option formula set out for the Weekend edition kits. This is because the famous Tempest of No.150 Wing RAF Commander Roland Beamont is depicted in three stages of development in its markings, from the period before the Invasion, through the markings from the beginning of it, specifically from June 8th, 1944, to the period between June and July, 1944. Overall, all markings cover a longer period of time from April, 1944 to January, 1945.

    With respect to reissues, we present two vintage releases, the 72nd scale Fokker Dr.I, which as a type still holds the top spot as our best-selling 72nd scale model, and the 1:48th Bf 109 G-6/AS. This one is also selling well, and to be honest, it's one of my (forgiven) mistakes and miscalculations. I once considered these versions of the Messerschmitt 109s with DB 605AS engines to be marginal and commercially uninteresting types. Fortunately, reality later proved me wrong. For Fokker Dr.I we have modified the cover box art according to the latest research, details and reasons for this can be found in the Box Art Story by Richard Plos.

    And we're not done with kits yet. With the second edition, the recently sold out Wilder Cat is back on sale, the 48th scale licensed FM-2 Wildcat version, and from the beginning of November, the 48th scale Profi;PACK MiG-21PFM will be on sale as well. There are only 310 of these left in stock. And while I'm on the subject of licensed Wildcats, I'd like to remind you that we're releasing the FM-1 in December. We already have the box art, which in my opinion is one of our most beautiful box arts to date.


    MASKS, PHOTOETCHED, SPACE and LOOKs 

    From the masks, I would like to draw your attention to two sets covering F-35A RAM panel masking for Tamiya's 1:72nd scale F-35A kit. We have both classic single and double-sided canopy masks for the Sea King in 1:48th scale from Airfix. For the F-14B in the same scale from GWH, there is only a double-sided mask (TF) being made available and only for the windscreen, which is dictated by the design of this feature for this model, where the canopy frame and the glass are molded separately. In 1:32nd scale, canopy masks for the MC-202 from Italeri and the TBD-1 Devastador from Trumpeter are available. We also offer photoetch sets for these kits, with the Sea King sets total three for three different versions of this famous helicopter. The Space and Look sets have a similar setup, and in the Space line we have added three sets for the three versions of Airfix’s 48th scale Hunters.

     

    EDDIE THE RIVETER

    I also have to mention three sets of generic 3D decals with triple rows of rivets, in 1:32, 1:48 and 1:72 scale, for November. We've already launched decal sets with single and double rows of rivets, which are followed up by November's positive rivet sets.

     

    BRASSIN

    We are adding to the Brassin line with cockpit and bronze landing gear sets for the 48th scale Bf 109K-4 of our making. Also on offer are some 72nd scale Bf 109 G-2/G-4 mini kits for the Wunderschöne neue Maschinen Pt.2 kit, as well as four new 72nd F-35A sets for the Tamiya kit. Between them are two larger sets, the exhaust and cockpit, and two smaller ones, the seat and wheels. The fact that we issue the seat as a separate set does not mean that the cockpit does not have a seat, of course, as it is also part of the cockpit. The 48th scale seat for the A-1J Skyraider (Tamiya) with integrated seatbelts is interesting. This is a kind of test, we are investigating what interest there would be in seats with integrated printed belts. For the Su-25K in 1:48 scale, we have the UB-32 rocket pod set, suitable for both the original Zvezda kit and our limited edition ‘Hrabe’ (Rake), and for the same kit is the BIGSIN Su-25K Armament set, containing four sets of missiles, bombs and launchers (OFAB-250 bombs, B-8M1 and UB-32 rocket pods, R-60 air-to-air dogfighting missiles and S-24 air-to-ground rockets). In this case, they are mostly cast items. In November's range you'll find a number of other smaller sets, as well as sets from the BIGED, BIGSIN and LööKplus ranges. Further information on these is presented below.

     

    Articles

    Mira Barič's series on the air war over Ukraine continues in today's newsletter. It is slowly but surely moving over Russia, and I believe that the time is approaching when the war will end with the expulsion of the Russian army from all of Ukraine. However, Ukraine is currently overshadowed by the events in the Middle East, which began on October 7th with an attack on Israel by Palestinian terrorists from their Hamas leadership. It is perhaps not so surprising that the scale of these crimes committed against civilians, women and children, comparable to the atrocities committed by the SS  during the Second World War, shows the inability of many Western politicians, organizations and even state institutions to call a murder a murder, call terror terror and a criminal, a criminal. How long throughout history have we known that dismissing and shrugging off evil only brings more evil?  We have seen so many times that evil comes out of its hiding places at similar moments to do its incredibly repulsive deeds to fulfill its warped agendas. I would still understand that members of the Arab communities in Western Europe are demonstrating for Palestine, but that the BBC would not dare to call a terrorist a terrorist, I would never have thought that in my wildest dreams. Winston Churchill must be rolling in his grave!

    The development of the Messerschmitt Bf 109 is covered in the article ‘Wunderschöne neue Maschinen – Messerschmitt Bf 109 G-2 & G-4‘. It has already been mentioned here and it is quite clear what it is about. Also today we have an article by Ed Mautner, a story of his father's wartime fortunes. The history of the Aero L-39 is covered in an article by Tomas Dedera, and we have a modelling article about working with photoetched brass by Jakub Nademlejnský. We have four box art stories, dedicated to the cover images of the Fw 190A-7, Tempest Mk.V Series 1, F6F-3 Hellcat and Fokker Dr. I kits.

    And with that, I wish you a good read with our newsletter, and we hope to see you at Telford!

    Happy Modelling!

    Vladimír Šulc


  • The 201st victory


    Text: Jan Bobek

    Illustration:  Piotr Forkasiewicz

    Cat. No. 82138


    Heinz Bär became one of the Luftwaffe's most famous fighter pilots and was one of the rare German airmen the Allied press wrote about during the war. His journey to the cockpit of a fighter plane took him through a job as a Luftwaffe aircraft mechanic, a series of rejections from superiors, violations of regulations and the cockpit of Ju 52. He gradually worked his way up to become a successful fighter pilot, a Staffelkapitän and then a Gruppenkommandeur. His health problems and exhaustion led to a conflict with Hermann Göring in the summer of 1943, which resulted in his removal as commander of I./JG 77. A subsequent conflict with an NSDAP functionary led to Bär's transfer to II./JG 1, with which he served as a simple pilot as punishment in early 1944, with 179 kills to his credit!

    However, in March 1944,  Bär became acting commander of II./JG 1. From February to April he achieved 23 victories without being shot down himself. Among the highlights in this period  are the  downing of the bombers “Miss Ouachita” and “Flak Magnet”. In both cases, Bär's ground personnel witnessed the victories. With  B-17 “Miss Ouachita”, Bär appeared in a newsreel. The destruction of the Liberator “Flak Magnet” was an even more significant event, as it was Bär's 200th victory, and a short OKW communiqué (Bär's third) was issued two days later about this achievement. Albeit  II./JG 1 lost almost a hundred machines during the same period.

    Major Heinz Bär scored his 201st victory on April 29, 1944 at 10:56 near Braunschweig while fighting bombers and their escorts heading for Berlin. Bär managed to lead the II./JG 1 formation into a frontal attack against the bomber formation, damaging one Liberator in the process.

    Then a fighter escort of Thunderbolts from the 359th FG and apparently Mustangs from the 352nd FG appeared on the scene. In his report, Bär said that after the frontal attack in which he hit one Liberator,  his unit was dispersed by a strong fighter escort and there were separate engagements by Rotte and Schwarms. He pulled up and saw below an Fw 190 with its starboard undercarriage extended being chased by a Thunderbolt. He got behind the Thunderbolt and fired from above  and behind at a distance of about 150m. The Thunderbolt immediately exploded in mid-air and the individual parts crashed down to the ground. The impact occurred south of Braunschweig. In the minutes that followed, Bär's airmen claimed three more Thunderbolts and several four-engined bombers (including a B-24 as 202nd victory of Heinz Bär). One Mustang may have been claimed in this area by an airman from I./JG 302.

    The problem is that no Thunderbolts were lost on this day, and even the Mustangs of the 352nd FG did not experience losses in this area. However, in studying German reports of Allied aircraft crashes, I found that one Mustang was shot down in this area and time. At 11:00 a Mustang crashed 700 meters northeast of Brasdorf and was so badly damaged that only the white letter J and the numbers 3, 6, and 7 could be discerned from its markings.  From these indications, it can be clearly determined that it was a P-51B-5-NA 43-6577 “WR-J” of the 354th FS, 355th FG. Its pilot was Capt. Thomas F. Neal Jr. Until now, it was believed he disappeared about 30 miles southwest of Berlin. In this area, he led his Falcon Red Flight in a dive to attack  four Fw 190s,  yet his wingman lost contact with him while passing through cloud cover and Neal then failed to respond to radio communications. The place where Neal actually ended up is quite far west of where he was last seen. He probably made his way back, perhaps joining the 359th or 352nd FG formation and eventually dying in combat with German fighters near Braunschweig. Of the information known so far from the German side, Heinz Bär's claim fits the best. Neal's Mustang had a razor back and olive camouflage of upper surfaces. It was therefore possibly   mistaken for a Thunderbolt. Neal was at the top of the 354th FS at the time with 4.5 kills and was one of its leading personalities.

    Bär scored a total of 221 victories, of which 125  were over Western powers' pilots (including 16 in the Me 262), placing him second only to Hptm. Hans-Joachim Marseille, who achieved all of his 158 kills against RAF and Commonwealth airmen. Further details on this airman can be found in my three-part article in REVI Nos. 81 to 83 and in the French magazine ACES No. 8.


  • Greenies from Green island


    Text: Richard Plos

    Illustration: Adam Tooby

    Cat. No. 84194


    In January 1944, American forces were entering the third year of the war in the Pacific. They had a number of combat operations under their belts, and experience to the credit of units, commanders, and their men was growing. However, none of these experienced men were present at the formation of VF-34, a Naval fighter squadron that was to operate from land bases during the final phase of Operation Cartweel. The newly and hastily formed unit consisted of 45 pilots, only one of whom had seen any combat action and only two of whom were classified as fully trained Class A pilots. None of the eighteen Lieutenant or Lieutenat Junior Grade pilots had completed combat training, and of the twenty five Ensign rank pilots, twenty had indeed been trained, but only ten of them in the F6F Hellcat. The rest had only experience in Wildcats or Dauntlesses. This was simply not an A-team, or even a B-team. More like a C-team ... Still, the unit was thrown into combat without hesitation.

    The personnel of the new VF-34 departed San Diego on February 13 bound for Pearl Harbor, from where they were airlifted to Espiritu Santo on February 23 to pick up their equipment. Within a week everything was ready, and on March 3 the entire unit moved to Guadalcanal and from there to Piva Yoke airfield on Bougainville, where the rookies of VF-34 first encountered the harsh realities of war. Their airfield experienced shelling the very next day and three aircraft were damaged. Therefore, VF-34 left the hot ground and moved to the island of Vella Lavella, where the pilots made their first combat sorties, but their location proved logistically disadvantageous. So, their third and final move followed. Green Island became the squadron’s home for nearly two months.

    Pilots of VF-34 provided escort to bomber formations of Mitchells, Dauntlesses or Avengers and attacked ground targets, though they had no opportunity to get a single kill because the enemy aircraft were neither seen nor heard.. Thus, the greatest danger to the VF-34 pilots was Japanese anti-aircraft fire, which soon claimed its first victim when Ens. Driscoll was hit by defensive fire during an attack on a Japanese boat. Although he managed to land on the sea and was even seen swimming away from the sinking aircraft, he disappeared shortly thereafter and was never found. Ten days later the unit suffered a second loss when Ens. Miller failed to return from an attack on Japanese vessels off New Ireland, and five days later the squadron endured its third casualty. In bad weather conditions, Lt. Rose’s landing Hellcat collided with an Avenger that was landing on the runway in the opposite direction. The unfortunate pilot was pulled out of the burning wreckage by Lt. Kukuk, but Rose died shortly afterwards in hospital.

    It took less than a month of fighting for the rookies to become seasoned warriors, because the combat sorties were conducted one after the other virtually on an everyday basis. The squadron’s account included destroyed ammunition or fuel depots, vessels including gun boats, trucks, engineering machines or port facilities. There was hardly a mission from which the pilots did not bring back some wounds, caused by the “salutes” of Japanese anti-aircraft guns. Pilots attacked from ever lower altitudes. Sometimes they literally “combed” the tops of the vegetation with their propellers, which proved fatal to the Ens. Richardson, who hit a tree on April 24. His Hellcat flew by inertia over the shoreline to the water surface and soon disappeared under it.

    The fifth and most unfortunate loss was suffered by VF-34 three days before the end of its operational tour. Two divisions led by Lt. Knight and Lt. Shaw escorted Avengers and Dauntlesses that were to attack two Japanese gun boats. During the attack, Lt. Knight was hit by AA fire and crashed into the ocean. Both boats were destroyed, unfortunately it turned out they were not Japanese but American...

    The Navy was quite strict when it came to the efforts of personnel to improve the appearance of their aircraft with various nosearts. Occasional exceptions happened though, especially when the unit was out of reach of high command officers’ supervision, which was the case with the VF-34. Thus, several of their Hellcats were decorated with some pin-ups, including the boxart aircraft of kit cat. no. 84194. The port side was decorated with a painting based on Vargas’ masterpiece from the Esquire magazine calendar and the inscription Mary Jane, while the starboard side was most likely adorned with the cut-out of the same calendar glued to the fuselage. 

  • Cormeilles-En-Vexin


    Text: Jan Zdiarský

    Illustration: Adam Tooby

    Cat. No. 84195


    Part of the preparations for the opening up of the Western Front in 1944 were systematic attacks against Luftwaffe transport infrastructure and airfields in northern France and the Netherlands. Supporting the nearing invasion by massive amounts of ground troops was dependent on securing air supremacy, along with crippling enemy supply routes, two factors that would be of decisive importance to the success of the entire operation. The weight of this task rested mainly on fighters and medium bombers of the RAF and USAAF.

     The most accurate tools of the trade were to be single engined fighters. Particularly suited for the task in the RAF were the Hurricane Mk.IIb or Mk.IV, which, however, had their heyday behind them, and the more modern Typhoons and Tempests from the same manufacturer.

     An invasion of the European mainland coast was almost imminent when, on the morning of May 28th, 1944, a combat reconnaissance conducted by RAF Spitfires discovered a large number of Luftwaffe single and twin-engined aircraft at airfields near Paris. On the same day, nine Tempests from No.3 Squadron RAF, subordinate to No.150 Wing and under the command of W/Cdr Roland P. Beamont himself, D.S.O, DFC & Bar headed for France. Before the group crossed the Channel, the pilots of four Tempests had to turn around for an early return due to various issues. The remaining five crossed the coast at 8,000 feet at Ault and headed straight for Cormeilles-En-Vexin airfield northwest of Paris. The tight formation of Tempests arrived at the base around 5:30 p.m., and from an area of unlimited visibility, they dove into smoke, which reduced visibility to 5-6 miles from the ground up to 5,000 feet. Nevertheless, the Tempest pilots spotted five twin-engine bombers on the southern perimeter of the airfield, which they identified as Ju 88s or Ju 188s. W/Cdr Beamont led his group in a descending turn so that they got the thin fog breaking through the sun behind them and attacked at low altitude and high speed. Roland Beamont chose a single, darkly camouflaged twin engined target, positioned between blast shelter walls. The bomber was almost head-on from the approaching Tempest, and at 470 miles per hour, destruction was only a matter of seconds. Beamont opened fire from less than 2,500 feet: ‘„…a short ranging burst and then hard down on the trigger, ruddering correction as necessary, as the blast pen erupted in strikes, with bursts all over the bomber and a large piece of it flying in the air as I snatched at the stick at the last moment to avoid flying headlong into the target.’.

     The five made only one pass over the strip. To turn around would be to attract the attention of defensive flak. Thanks to the tactical advantage of smoke reducing visibility, launching the attack from the sun, high speed and, above all, the nerves of steel of W/Cdr Beamont and his boys, they escaped unscathed. Add to that the fact that they practically nailed their Tempests almost into the ground. Inaccurate light flak was only noted as the group crossed the runway. The British airmen stuck to the ground for another two or three miles beyond the airfield before beginning to climb. Behind them they saw two prominent columns of smoke. Each of them came to their own. W/Cdr Beamont was credited with one Ju 88 destroyed, the remaining three airmen shared another Junkers destroyed and two damaged. After another thirty-five minutes, the members of this informal multinational squadron (three British, one Australian and one Polish) landed at their home field.

     Because aircraft lost in ground attacks usually did not make into Luftwaffe reports accessible today, it is difficult to determine the identity of the destroyed aircraft. There was most likely a Ju 88 S, and possibly a Ju 88 D from 6.(F)/123 (reconnaissance unit Aufklärungsgruppe 123). A Ju 188 F from 13.(F)/122 cannot be ruled out either.

     W/ Cdr. Roland Beamont scored six aerial victories, and another shared, one probable and two enemy aircraft damaged. In addition, a number of targets were destroyed on the ground and, above all, an incredible 32 destroyed V-1s. On October 12th, 1944, during an attack on the Rheine airfield, he was shot down himself and taken prisoner. After the war, he worked, among other things, as Chief Test Pilot for English Electric and in the position of Director of Flying Operations at BAC.

     

    (I would like to thank Jan Bobek, Matti Salonen and Michal Krechowski for help with sources for this story)

  • Moskitojagd


    Text: Jan Bobek

    Illustration: Adam Tooby

    Cat. No. 82163


    During World War II, both Germany and Great Britain came to use night bombing as a significant part of their war effort to damage or destroy the enemy's production and logistic targets, as well as to break the morale of the enemy population. In doing so, the two air forces addressed similar technical problems. One of these was finding a target in night conditions and marking it for other bombers.

    A pioneer in this respect was the German bomber unit KGr. 100 (later I./KG 100), which from the autumn of 1940, during raids on Great Britain, searched for targets using electronic equipment and marked them with flares. This tactic so intrigued the British that, despite opposition from Arthur Harris, Commander of Bomber Command, it was adopted by the RAF. The crews tasked with marking targets in Germany were placed under the command of the Path Finder Force (PFF), which began operations in August 1942 with five squadrons. Their armament included Wellingtons, Mosquitos, Lancasters, Halifaxes and Stirlings.

    In January 1943, these specialized units were concentrated in No. 8 (Pathfinder Force) Group, which gradually grew to 16 squadrons. These units were always the first to receive the new bomb aiming systems (Gee, Oboe and H2S). If the Germans managed to shoot down a Pathfinder crew, it greatly hindered the accuracy of the bombing raid. The Pathfinder planes and especially the fast Mosquito were among the most prized trophies among German night fighters. These fast twin-engined aircraft also performed night bombing duties and were successfully deployed as long-range night fighters. Their target were German night fighters and thus the hunter becomes the hunted. Interception of Mosquitos (German: Moskitojagd) were often fruitless and frustrated German pilots, whose machines were not up to the performance of these British twin-engined fighters, saw only condensation lines or no enemy at all.

    On the German side, the number of night bombing attacks on Great Britain gradually declined and efforts to defend their own territory with anti-aircraft artillery and night fighters using radar stations increased. From the summer of 1943, the Luftwaffe also deployed to night combat single-engine day fighters without radar equipment, whose pilots searched for targets  following radio instructions from ground controllers. This tactic was given the designation Wilde Sau (Wild Boar), but by early 1944 these units were increasingly being assigned to daytime combat against American bombers. A new unit tasked with continuing Wilde Sau tactics and experimenting with the use of radar on single-engine fighters was 1./NJGr. 10 under the command of Hptm. Friedrich-Karl “Nasen” Müller. He was the most successful fighter of the Wilde Sau units, achieving 30 victories in 52 combat sorties. For details on Müller and his aircraft, which is pictured in combat with Mosquito on Adam Tooby's boxart, see Neil Page's article in INFO magazine 11/2019.

    Müller's aircraft was equipped with the DB 605 AS engine, which increased power gave a better chance of intercepting and destroying the fast Mosquito at high altitudes than the conventional Bf 109 G-6 and G-14.  Müller´s machine also had the armoured headrest removed for weight reduction and a better view from the cockpit. During July 1944, Müller's pilots managed to shoot down three Mosquitos, but their commander had to wait until the night of 23-24 August to also shoot down the Wooden Wonder. His target was the crew of the Mosquito B Mk.XX (KB242) from No. 608 Sqn RAF, with Canadian F/Lt Stuart Douglas Webb at the controls. Their machine was hit by flak during a raid on Cologne. Müller attacked the damaged Mosquito near Eindhoven and after the fourth attack the British machine went into a spin at 25,000ft, which Webb recovered at 9,000ft. 

    The aircraft had a destroyed elevator trim, damaged hydraulic lines and a non functioning airspeed indicator. Webb, however, managed to get the aircraft to Woodbridge Base. Before approach, his hydraulics failed completely and during the hard landing with the landing gear retracted, the tail section of the aircraft broke off after being severely damaged by Müller's fire. A few months later Stuart D. Webb was sadly killed in a plane crash on 10 November. He became one of more than 3,700 PFF airmen who lost their lives. During World War II, Pathfinder Force crews flew 5,490 sorties against 3,440 targets. They fulfilled the motto of their No. 8 (PFF) Group, “We guide to strike”.

  • Markings for Fw 190A-7 1/48

    WNr. 431007, Maj. Heinz Bär, CO of II./JG 1, Störmede, Germany, April 1944

    Heinz Bär is credited with 221 aerial victories, including 16 achieved flying the Me 262 jet fighter, ranking him in eighth place among German WWII fighter aces. In July 1943, as CO of I./JG 77 in the Mediterranean got into conflict with Göring and as punishment was transferred to the position of commander of the operational training Jagdgruppe Süd. In early 1944, however, he was assigned to II./JG 1 in Germany as a simple pilot, due to a physical assault on an NSDAP official. However, he soon took command of the combat formations of this unit, was appointed its provisional commander in March 1944, and was officially appointed at the end of April. Bär achieved 23 victories during his five months with II./JG 1 without being shot down himself. Among his most famous victories were the B-17 “Miss Ouachita” and B-24 “Flak Magnet”, the latter became his 200th victory. Bär’s machine sported the JG 1 emblem, his lucky number 13, and the 200 victory symbol painted on the white rudder that was the designation of formation leaders during this period.

     

    Hptm. Rolf Hermichen, CO of I./JG 11, Rotenburg, Germany, March 1944

    Rolf Hermichen achieved 66 kills during the WWII, the first 11 of them as a Bf 110 pilot during the battles of France and Britain. He was transferred to III./JG 26 in November 1941 and first served as an adjutant to Josef Priller, the CO of III. Gruppe. As early as May 1, 1942, Hermichen became Staffelkapitän (CO) of the 3. Staffel. When I./JG 26 moved to the Eastern Front in January 1943, he added eight more kills to his existing 21. Already as Hauptmann, on his return to the Western Front he temporarily led III. Gruppe from June 15 to July 4, 1943 and became CO of I./JG 11 on October 16. There, as a part of the Defense of the Reich, he was very successful in combat against Allied bombers. In total, he had 25 (or 26) of them to his credit. His last success came on April 24, 1944, when he shot down a P-51D. He was shot down himself on May 12 and after withdrawal from operational duty, he served at Headquarters of 2. Jagd-Division. From October 1944 to January 1945, Hermichen served as CO of II./JG 104. His Fw 190A-7 of spring 1944 had the original camouflage colors of RLM 74/75 repainted in varying intensities with the light grey-blue of RLM 76.

     

    Oblt. Otto Kittel, CO of 3./JG 54, Riga-Skulte, Latvia, August 1944

    Otto Kittel was born on February 21, 1917, to German parents in Korunov (German: Kronsdorf, since 1945 Krasov) near Jägerndorf (Krnov) in Austria-Hungary. Kittel was apprenticed as a car mechanic in Mladá Boleslav, partly learned Czech and joined the Luftwaffe in 1939. He completed his first combat deployment during the fighting in Yugoslavia in the ranks of 2./JG 54, which was deployed in the advance on Leningrad during the attack on the USSR. On June 24, 1941, Otto Kittel scored his first two aerial victories, and on September 14, 1943, he achieved his 100th kill. In March 1944 he became CO of 3./JG 54 and in May he received his personal Fw 190 A-7, the only machine of this version that was in the armament of I./JG 54. Kittel achieved over 100 victories with his A-7 and the aircraft was lost in combat in December 1944 during Kittel's leave. He was killed on February 16, 1945, in combat with a formation of four Il-2s from 502 ShAP near Džūkste, Latvia. He shot down 267 enemy aircraft during World War II, all on the Eastern Front. This result places him 4th in the Luftwaffe’s fighter ace rankings.

     

    6./JG 300, Holzkirchen, Germany, July 1944

    JG 300 was initially tasked with nighttime interception of Allied bombers headed to targets in occupied Europe as was the case with her sister unit JG 301 as well. However, at the beginning of 1944, attention shifted to daylight operations. A red band around the rear of the fuselage was the marking of the JG 300s in the rapid identification system of fighter units. The II. Gruppe of the unit was formed in July 1943 and equipped with heavily armed and armored Fw 190A-8/R2s or R8s in the summer of 1944. But the unit also received 30 A-7s between January and July. The Yellow 18 has the JG 300 emblem painted on the engine cowling. The commander of the 6./JG 300 from March 1944 was Oblt. Ernst-Erich Hirschfeld, who originally served in the Flak, after pilot and fighter training briefly flew with II./JG 54 on the Eastern Front and in August 1943 signed up for night deployment with JG 300. Until his death on July 28, 1944, he achieved 24 victories, 14 of which were four-engine bombers shot down by day and eight by night. He was posthumously awarded the Knight’s Cross in October 1944.

     

    Fw. Klaus Dietrich, Führerjägerstaffel, Rastenburg, Germany, August 1944

    This unusual aircraft was the personal machine of Klaus Dietrich, who was a member of the fighter unit that was used to escort Adolf Hitler’s flights, state visits and to provide fighter cover for the Wolf’s lair in Rastenburg, Germany (now Kętrzyn, Poland). The fighter unit (Jagdstaffel) was formed as part of the Führer-Kurierstaffel in the summer of 1944 and its commander was Oblt. Klenk. In June 1944, Klaus Dietrich was assigned to it, having achieved 17 victories during his previous service with 2./JG 51 Mölders. His career with the JG 51 was ended by a dogfight with a La-5 pilot on August 19, 1943. Severely wounded, Dietrich landed at his own airfield with 121 bullet holes in his Fw 190 and had to be airlifted to the rear for surgery. While serving with the Führerjägerstaffel, Dietrich witnessed the arrival and departure of von Stauffenberg during the fateful July 20, 1944. While covering the Wolf’s lair, Dietrich managed to shoot down a Soviet Pe-2 reconnaissance aircraft around noon of August 26, 1944. In January 1945 the unit was disbanded, and Dietrich then tested the freshly produced Me 262.

     

    WNr. 642962, Maj. Hans-Günther von Kornatzki, CO of Sturmstaffel 1, Dortmund/Salzwedel, Germany, early 1944

    Hans-Günther von Kornatzki was born in Liegnitz in Lower Silesia (today Legnica, Poland) on June 22, 1906. In 1928, he first joined the army, and transferred to the Luftwaffe on its formation in 1933. In May 1941, he married Goering's secretary Ursula Grundtmann. After she became a victim of an Allied bomber raid on Berlin, he became a supporter, and later a leader, of units tasked with intercepting the heavy bombers with heavily armed fighters from as close a range as possible. The first such unit was Sturmstaffel 1, which was deemed combat ready on January 1, 1944. With his personal mount White 20 fell on March 6, 1944, in a dogfight with two Mustangs Lt. Gerhard Dost. Sturmstaffel 1 was disbanded in May 1944 and Kornatzki took command of II.(Sturm)/JG 4. The black-white-black bands as a quick identification element of Sturmstaffel 1 were taken over by JG 4. On September 12, 1944, he led an attack against a B-17 formation near Magdeburg. After destroying one of the bombers, he was engaged by escort fighters and was shot down. In his attempt to belly in, he hit high-power lines and died in the crash. 

  • Markings for Bf 109G-2 and G-4 1/72

    Bf 109G-2/R6, Oblt. Heinrich Ehrler, CO of 6./JG 5, Petsamo, Finland, March 1943

    Heinrich Ehrler served with the artillery in the pre-war period. He joined the Luftwaffe in January 1940, underwent training and was assigned to 4./JG 77 (re-designated 4./JG 5 later on). In May 1942 he was transferred to 6./JG 5 and in August he took over its command. In June 1943 he became commander of II./JG 5 and in August 1944 he was appointed Kommodore of JG 5. After the sinking of the battleship Tirpitz he stood trial by court martial on unsubstantiated charges of inadequate air cover for that ship. From February 27, 1945, he flew Me 262 fighters with JG 7. He died in combat with B-24 Liberator bombers on April 4, 1945. He managed to shoot down two of the bombers, ramming a third one. Ehrler is credited with 208 victories and was awarded the Knight’s Cross with Oak Leaves.

     

    Bf 109G-2/Trop, Oblt. Werner Schroer, CO of 8./JG 27, Rhodos, Greece, November 1942

    Werner Schroer achieved 61 kills in the skies over Africa, the first of which was a Hurricane downed on April 19, 1941, over Tobruk, Libya. Later, Schroer served as a Gruppenadjutant of I./JG 27. He assumed command of 8. Staffel JG 27 and in April 1943 assumed command of the entire II./JG 27. He ended the war as Geschwaderkommodore of JG 3 with 114 kills to his credit (including 26 four-engine bombers). He was awarded the Knight’s Cross on October 21, 1942 and on April 19, 1945, he became the recipient of the Swords as well. In March 1944 he took command of III./JG 54 in Western Europe and in February 1945 became the last Kommodore of JG 3. His aircraft sported typical desert camouflage scheme of RLM 79 and RLM 78, which was complemented with irregular spots of green, probably of RLM 80 shade. It is depicted here in the state of early November 1942 with sixty kill marks on the rudder.

     

    Bf 109G-2, WNr. 13670, Hptm. Hermann Graf, CO of 9./JG 52, Tusow, the Soviet Union, September 1942

    Hermann Anton Graf was born on October 24, 1912. He trained as a locksmith and was a keen football player in his youth. Later he took up sailing and entered the army in 1939. In the spring of 1940, he served in JG 51 and participated in the Battle of France. In April 1941, he fought over Greece and Crete, but did not achieve any victories during this period. His first kill came on August 4, 1941, near Kyiv and things changed. At the end of January 1942, he received the Knight’s Cross for 45 kills, in May 1942, he achieved his 100th aerial victory and received Oak Leaves and Swords in addition to the Cross. He was the fifth in line of pilots to be awarded the Diamonds to the Knight’s Cross with Oak Leaves and Swords on September 29, 1942. Graf became part of propaganda campaigns, even a member of the Luftwaffe football team. At the end of the war, he was leading JG 52 and retreated with the unit from East Prussia, through Silesia and into Bohemia. He surrendered on May 8, 1945, in Písek (South Bohemia) to Americans. They promptly handed him over to Russians and Graf spent more than four years in captivity.

     

    Bf 109G-2, Maj. Heinz Bär, CO of I./JG 77, Comiso, Italy, September 1942

    Heinz Bär is credited with 221 aerial victories, including 16 he achieved when flying the Me 262 jet fighter, ranking him eighth among German WWII fighter aces. As a fighter pilot, he entered combat in September 1939 and downed his first victim over the French – German border. Progressively Bär fought in the Battle of Britain, over the Eastern Front, in the Mediterranean and took part in the defence of the Third Reich. He commanded I./JG 77 from May 1942 to the end of July 1943 when he left JG 77 after disagreements with Hermann Göring. From October 1942 to May 1943 in Africa the I./JG 77 with 192 kills was most successful Jagdgruppe on this battlefield. On both sides of the fuselage a caricature of the Leipzig coat of arms was painted, which was used by Sachsenfunk company as its advertising. Bär, native of Sommerfeld near Leipzig, was allegedly given a lion cub as a gift from Leipzig Zoo. The animal was apparently the inspiration for the choice of the caricature.

     

    Bf 109G-2, WNr. 10423, Obfw. Kurt Stöber, 7./JG 54, Izocha, the Soviet Union, January 1943

    Kurt Stöber was born on April 24, 1918, in Dermbach. He joined the Luftwaffe and took part in the fighting in Spain in the ranks of the Legion Condor. He achieved his first kill on the Eastern Front on March 22, 1942. In January 1943, bad weather conditions prevailed in the vicinity of Velikiye Luki, yet III./JG 54 operated there to help Wehrmacht troops escape from encirclement. The operation failed and the ground troops surrendered on January 16, 1943. Obfw. Kurt Stöber achieved 8 confirmed kills during these flights. During a dogfight on January 15, 1943, plane of Obfw. Kurt Stöber was hit in the engine by a LaGG-3 pilot, was forced to make an emergency landing in Red Army controlled territory and fell into captivity. He achieved a total of 36 victories and in February 1943, in absentia, received the German Cross in gold. He was lucky and survived all the hardships of captivity, returning home in 1948. He died on May 2, 2000.

     

    Bf 109G-2/R6, WNr. 13633, Hptm. Wolf-Dieter Huy, CO of 7./JG 77, Tanyet Harun, Egypt, October 1942

    Wolf-Dieter Huy joined the Kriegsmarine in 1935, and was transferred over to the Luftwaffe on October 1, 1937, where he underwent fighter training. His assignment was to 4.(J)/TrGr. 186, the fighter unit of the Graf Zeppelin aircraft carrier. This ship was never completed, and the unit was redesignated 7./JG 77. Huy took part in combat over France, as well as over Britain, and over the Balkans. The unit gained notable success in the battle for Crete and Huy, who accumulated 22 victories, was awarded the Knight’s Cross on June 5, 1941. The Oak Leaves were added in March 1942. After early combats on the Eastern Front the unit moved to Egypt. There, on October 29, 1942, was Wolf-Dieter Huy captured after he had been shot down by future ace J. H. Nichols of No. 601 Squadron, flying a Spitfire Mk.Vc. Huy’s Bf 109G-2 from the time the unit moved to North Africa bore the non-typical camouflage made up of RLM 70 and 71 (some sources suggest a Soviet AMT-4 Green). The yellow band behind the fuselage cross, common on aircraft serving on the Eastern Front, was hastily overpainted with a fresh colour RLM 71 (or Russian AMT-4 Green), and partially replaced by white paint used on aircraft that fought on the Southern Front. The wingtips were also painted white. The rudder was decorated with the pilot’s score and awards.

     

    Bf 109G-2, lntm. Eino Ilmari Juutilainen, 1/HLeLv 34, Suulajärvi, Finland, April 1944

    Aircraft WNr. 14754 with factory code RJ+SX was taken over by 3/LeLv 34 in March 1943. In May 1943, kers. A. Nuorala, vääp. U. Lehtovaara and kers. A. Alakoski scored victories with this plane. The most successful Finnish fighter lntm. Eino Ilmari Juutilainen flew the MT-213 as well. Luutn. R. Valli crashed with MT-213 on May 20 and the aircraft was sent for overhaul. In January 1944, 1/LeLv 34 received the plane with a new paint job, but vääp. N. Katajainen landed it on its belly on February 27 due to an engine failure. In May, MT-213 was taken over by 2/HLeLv 24 and three kills were scored by luutn. Riihikallio. After overhaul, the aircraft was repainted with olive green and black paint on the upper surfaces, while RLM 65 was applied on the lower surfaces. The aircraft sported a yellow band on the nose and aft fuselage and yellow lower wing tips (165 cm wide). The original German markings have been repainted. In their place the Finnish insignia was applied – at first a white circle with a blue swastika, later the white circle was overpainted with light grey during repair following the belly landing of vääp. Katajainen. The decal sheet offers both variants.

     

    Bf 109G-4/R6, Obfw. Rainer Pöttgen, 3./JG 27, Fels am Wagram, Austria, October 1943

    Rainer Pöttgen was the most famous wingman of the legendary fighter pilot Hans-Joachim Marseille. He served in Africa with I./JG 27 from December 1941 and perfectly fulfilled the role of a reliable wingman who covered his leader’s back, allowing him to concentrate on the target. Pöttgen gained his first victory on June 1, 1942, after 100 combat missions flown with Marseille. Because of his leader’s high number of victories, Pöttgen was nicknamed the “Flying Counter” (fliegendes Zählwerk). He also flew with Marseille during the fateful day in which the famous pilot died. Pöttgen served with I./JG 27 in 1943, first in France, where he achieved four victories during the spring and summer. At the end of July 1943, his unit moved to Austria and was integrated into the Defence of strengthen the Reich. The armament of the unit’s aircraft was strengthened by MG 151/20 underwing cannons to be more effective in the combats with Allied four-engine bombers. Pöttgen survived the war during which he achieved seven victories. He was a valued member of the JG 27 veterans organization.

     

    Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann, 7./JG 52, Taman, the Soviet Union, May 1943

    Lt. Erich Hartmann, the most successful fighter ace in history, began to ply his trade with 7./JG 52, to which he was assigned on October 10, 1942. He first flew the Bf 109G-2, but by the first half of March 1943, the unit began accepting the Bf 109G-4. From the beginning of May 1943, after gaining his 11th and 12th kills, he was made Rottenführer (leader of a two-aircraft flight) and his score began to quickly rise to reach 352 by the end of the war. For his success, he was awarded the Knight’s Cross with Oak Leaves, Swords and Diamonds. Hartmann’s “White 2” was camouflaged in the standard Luftwaffe scheme consisting of RLM 74/75/76. The factory codes on the fuselage sides and the bottom of the wings were not completely obliterated, but only partially oversprayed with a white wave (III. Gruppe marking), the white number 2 and a yellow band, which together with the yellow bottom wing tips was common to Luftwaffe aircraft operating on the Eastern Front. The front of the aircraft carried the marking of its previous user, I./JG 52. Flying this aircraft, Uffz. H. Meissler was forced to land behind enemy lines by Soviet fighters due to an engine failure on May 28, 1943 and was taken prisoner.

     

    Bf 109G-4, WNr. 19347, Rtk. Ján Režňák, 13.(slowakische)/JG 52, Anapa, the Soviet Union, April–May 1943

    Jan Režňák launched his military career as a member of Czechoslovak Air Force. He became a member of Slovak Armed Forces in 1939 when the independent Slovak State was formed. As a Third Reich ally, Slovakia participated in the war against the Soviet Union. Slovak Letka (flight) 13 fought under the command of JG 52. Režňák achieved a total of 32 aerial victories over the Eastern Front, making him the most successful Slovak and also Czechoslovak fighter ace. Seven opponents out of his total score were downed with WNr. 19347 in late April and early May of 1943. The tricolor on the spinner is typical for Messerschmitts flown by Slovak pilots. Note the unusual color of the cowling that doesn’t match the rest of the camouflage. Originally painted in yellow, it was probably oversprayed with a camouflage color by ground personnel. Režňák did not take part in the Slovak National Uprising and rejoined Czechoslovak Air Force in the summer of 1945. He was discharged from the service after 1948 Communist coup.

     

    Bf 109G-4/Trop, WNr. 10795, Oblt. Wolfgang Tonne, CO of 3./JG 53, Bizerta, Tunisia, February 1943

    Wolfgang Tonne was born on February 28, 1918, in Moosbach and joined the Luftwaffe in 1937. In May 1940 he took part in the Battle of France in the ranks of JG 53, then fought in the Battle of Britain and consecutively took part in in Operation Barbarossa with the same unit. At the end of 1941, JG 53 moved to Sicily to support Luftwaffe attacks on Malta. There, in January 1942, Wolfgang Tonne was given command of the 3. Staffel. In May 1942, 3./JG 53 was again sent to the Eastern Front, here Wolfgang Tonne achieved his 101st kill and was awarded the Knight’s Cross with Oak Leaves. In October 1942, 3./JG 53 was sent to North Africa. Tonne’s “Yellow 7” with the numeral 6 painted underneath after the previous user had awards and kills painted on the left side of the rudder. In April 1943, Tonne’s unit was based at Protville airfield in Tunisia. He scored his 122nd kill on April 20, 1943. On returning to the home airfield in his Bf 109G-6/R1 WNr. 16523 he performed a victory roll, apparently misjudging the altitude and losing control of his aircraft. The risky maneuver cost him life.

     

    Bf 109G-4/R6/Trop, Lt. Franz Schiehs, CO of 8./JG 53, Tindja, Tunis, April 1943

    Austrian Franz Schiehs saw combat over Britain with JG 53, followed by action against the Soviet Union, where he shot down fourteen enemy aircraft over a two month period. At the beginning of August 1941, JG 53 returned to Germany, re-equipped and transferred first to Sicily and later to Africa. The number of claims made by Schiehs grew and he achieved his 36th victory on January 29, 1943, being given command of 8./JG 53 on February 16 of the same year. Holding the rank of Oberleutnant and score of 55 downed enemy aircraft, he was awarded the Knight’s Cross on June 21, 1943. On September 2, 1943, he led an intercept of American bombers over Mount Vesuvius and remained missing after the combat. It is assumed that he fell victim to escorting P-38s. The camouflage scheme applied to Schiehs’s aircraft consisted of RLM 78/79 and was complemented by the relevant theatre of operations recognition marks – the spinner, fuselage band and lower wing tips all in white. The engine cowl had the JG 53 unit insignia placed on it. The yellow rudder recorded the number of kills up to the end of March 1943. The original (likely Staff) markings on the fuselage sides were sprayed over with fresh RLM 79 and replaced with a “Black 1”. Aircraft of the unit had fields of the upper surfaces of the wings sprayed RLM 80 Olivgrün.

     

    Bf 109G-4/R6, WNr. 19566, Lt. Giuseppe Gianelli, CO of 365a Squadriglia, 150o Gruppo Autonomo, Sciacca, Sicily, May–July 1943

    Italian Macchi C.202 fighters flown by the Regia Aeronautica from the beginning of the war were due to be replaced by their more capable descendants, the C.205, Fiat G.55 and Reggiane Re.2005s. Due to slow production initiation of the later types and the need for fighters to combat Allied air power, Germany was asked to supply its southern ally with the Messerschmitt Bf 109G, mostly in form of the G-6 version. The Italians received ten Bf 109G-4s, and these were, along with G-2 and G-6 aircraft, assigned to the 150o Gruppo Autonomo. This unit was made up of the 363a, 364a a 365a Squadriglia and to counter the Allied air threat, they were based at Sicily. The Bf 109G-4 used by Italian units came from Luftwaffe stocks and so were camouflaged in RLM 74/75/76. The German national insignia were oversprayed with the Italian color Grigio Azzurro Chiaro 1, and, as in the case of aircraft 365-1, with the addition of small squiggles of Verde Oliva Scuro 2. The usual white identifiers used on the southern front were added to be consistent with Luftwaffe aircraft.

     

    Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57, Grupul 7, Vânătoare, Kirovograd, the Soviet Union, June 1943

    Alongside the German armed forces, combat against the Soviet Union was also carried out by Axis allies, i.e., Finland, Italy, Hungary, Romania, Slovakia and Spain. Romanian ground units operated alongside Germans on the southern front and were supported by their own air units. In March 1943, the Romanian unit Grupul 7 began to accept Messerschmitts Bf 109G but was subsequently moved to combat areas in Ukraine. The aircraft flown by Lt. Av. Petre Protopopescu carried a camouflage scheme composed of German RLM 74/75/76. The German national insignia was oversprayed with the same colors, and the markings were replaced by Romanian, i.e., the St. Michael Cross, while the rudder carried the Romanian national colors. Both sides of the front of the fuselage carried the inscription “Don Pedro”, the pilot’s nickname.

  • Markings for F6F-3 Hellcat 1/48

    VF-34, Green Island (Nissan Island), Papua New Guinea, March–April 1944

    The history of VF-34 is rather uncommon as it was assembled in just four weeks and thrown immediately into an action in the final phase of the Operation Cartwheel (neutralization of the Japanese base on Rabaul). Of 45 pilots just one had seen any combat. The unexperienced unit was not attached to any Air Group and leaved San Diego on February 13. After they equipped themselves with all needed on Espiritu Santo, they moved to Guadalcanal on March 3, starting their tour on March 7 from Piva Yoke airfield on Bougainville. Enemy attacks forced the Squadron to move to Vella Lavella Island and, finally, to Green Island (now Nissan Island), which became their permanent base. They flew bomber escort or ground attack missions but did not engage any enemy aircraft during 55 days of the tour. The pilots flew a total of 1,165 sorties from Green Island and 177 from Bougainville. The Squadron was disbanded immediately after return and the designation VF-34 was used again as VF-53 was renamed so. Hellcats of “first” VF-34 had upper side of horizontal tail surfaces and rear fuselage ridge painted white for recognition reasons. Some pilots took advantage of distant “big brass” eyes and decorated their aircraft. This one got the painting made after the Antonio Vargas’ Esquire calendar girl (May 1944) on the port side of the nose, while the starboard sported the girl from August 1944. This one was most probably simple cutout glued to the aircraft. It is not known to which of the pilots was this aircraft assigned.     

     

    VF-27, USS Princeton (CVL-23), October 1944

    Among the most recognizable markings carried by US Navy aircraft were those of the Hellcats of VF-27 operating from the board of USS Princeton. Their shark mouths and bloodshot, menacing eyes seared themselves into the memories of many Japanese pilots. The uncommon and unofficial markings were painted on to the front of all of VF-27’s aircraft by one of its pilots, Robert Burnell. These birds, adorned in this way, wreaked havoc everywhere they engaged in combat over the Pacific from May to October 1944. During this span, some 200 enemy aircraft were destroyed. The string of success was snapped on October 24, 1944, when the Princeton was hit by a Japanese bomb from alone Japanese Judy. The dive bomber dropped a single bomb, which punched through the wooden flight deck and hangar before exploding. Structural damage was only minor, but a fire broke out and quickly spread because of burning gasoline. Cruisers and destroyers came to help and USS Birmingham as a largest ship there took the lead role in firefighting. In the frantic activity Princeton collided with some of the assisting ships and damaged them. Worse to it, the fire caused multiple explosions and the biggest of them damaged Birmingham extensively with considerable casualties. USS Irwin rescued 646 men from Princeton before she was sunk by torpedoes. CO of the VF-27, LtCdr. Frederick A. Bardshar reformed his unit in time to return to the Western Pacific aboard USS Independence (CVL-22). But during the tour from June 10 to October 31, only one more victory was scored by entire Squadron, which was disbanded on November 26, 1945. 

      

    Bu.No. 40994, Lt. Alexander Vraciu, VF-16, USS Lexington (CV-16), June 1944

    Vraciu had enrolled in the Civilian Pilot Training program and earned his private rating in the summer of 1940. Immediately after graduation in June 1941 he enlisted in the Navy as an aviation cadet, beginning instruction in October. Ensign Vraciu received his Wings in August 1942 and joined VF-3 in March 1943. It was the unit led by LtCmdr. Edward H. O’Hare, one of the significant heroes in the first year of the war. Due to a realignment of Navy squadrons, VF-3 was redesignated VF-6 in July 1943 and Vraciu shot down his first victim on October 5, 1943. He added eight more with VF-6 and having finished his tour of duty with VF-6, he declined to return to the USA and on his own request, he was assigned to VF-16 aboard USS Lexington (CV-16) from February 27. During his service with this unit, he was credited with further 10 victories. His best day came on June 19, 1944, when during the Battle of the Philippine Sea (thanks to the enormous number of victories over the Japanese airplanes also known as The Great Marianas Turkey Shoot) he claimed six Japanese D4Y Judy dive bombers shot down in the mere eight minutes. Vraciu’s plane with number 32 sported standard camouflage of the Navy aircraft of that time, but there was a noticeable overpainting of the previous marking, including the stencils, right under the fuselage number.

     

    JV 111, Sgt. (AROV) Charles A. M. Poublon, No. 800 Squadron FAA, HMS Emperor, August 1944

    August 15, 1944, was the start of the Operation Dragoon, the landing operation of the Allied invasion of Southern France. One of the units taking part was No. 800 Sqn FAA, operating Hellcats together with No. 804 Sqn. from the board of HMS Emperor. As the ship was involved in aerial cover over western approaches to the Channel during the Overlord operation, her Hellcats sported invasion stripes. Concurrently they were given the red paint on front cowling, identifying marking for Operation Dragoon. The JV111 was lost on third day of operations. With Dutch pilot Charles Alphonse Marie Poublon in cockpit, it received Flak hits and damaged was ditched off the Spanish coast. Pilot was rescued and continued his service with unit and later also with No. 60 Sqn. RAF in Burma. After the war he served with the Royal Netherlands Navy until transferring to the Royal Netherlands Air Force in 1954. As a member of the 314 Squadron, he set up the demo team called “Red Noses” in 1956, the same year he was named CO of 2e Tactische Jachtgroep (2nd Tactical Fighter Group). He retired as Lieutnant Colonel and passed away on December 4, 1992, in Laren at the age of 71. Poublon was not the only Dutch in the ranks of No. 800 Sqn. as five more joined the unit before the operation Dragoon (transferred from No. 1840 Sqn.). The wreck of JV111 was recovered in 1984 and revealed missing black stripes on the bottom of the fuselage. Whether the these were never painted, or partially removed is not known.             

  • Markings for Tempest Mk.V Series 1 1/48

    JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Bradwell Bay, Great Britain, April 1944

    Roland Prosper Beamont was born on August 10, 1920, in Enfield, Middlesex County, and had been fascinated by airplanes since childhood. In 1939, he underwent pilot training and was assigned to No. 87 Squadron, flying Hurricanes. From May 1942, he served with No. 79 Squadron, and in December of the same year, after completing his tour of duty, he joined the Hawker factory as a test pilot. In June 1942, he joined the 56th Squadron, flying Typhoons, and later he was transferred to No. 609 Squadron, which flew the same type of aircraft. In January 1943, he assumed command of the unit. In mid-May 1943, he returned to Hawker, where he participated in testing Typhoon and Tempest aircraft. In February 1944, he was appointed as the commander of the newly established No. 150 Wing, consisting of No. 3, No. 56, and No. 486 Squadrons, which exclusively operated the new Hawker Tempest aircraft. One of the privileges of being the wing commander was the ability to mark the aircraft with one's initials. W/Cdr Beamont took advantage of this opportunity, and his personal Tempest was painted with the letters R B. Beneath the front emblem, on the right side of the fuselage, Beamont's aircraft carried the designation of Wing Commander.

     

    JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Newchurch, Great Britain, June 1944

    In May 1944, No. 150 Wing was declared operational, although only No. 3 and No. 486 Squadrons were equipped with Tempests, while No. 56 Squadron had to wait until June 1944 and temporarily used Spitfire Mk. IX aircraft. During the invasion, the Tempests of No. 150 Wing were tasked with ground attacks against enemy forces, and from mid-June, they also provided protection for southern England against V-1 flying bombs. Beamont’s aircraft had its camouflage enhanced on the eve of the European invasion with distinctive markings in the form of white and black stripes on the rear fuselage, applied by ground personnel by hand. In this newly marked Tempest, Beamont scored a victory over a Bf 109G on D+2.

     

    JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Newchurch, Great Britain, June – July 1944

    During June, the field-applied invasion stripes on JN751 were replaced with factory-applied paint at Hawker. This type of paint application had a positive impact on performance, which was crucial for achieving maximum speed while in combat with V-1 flying bombs. Most of Beamont’s 31 V-1 victories were achieved in this aircraft. JN751 was replaced as his personal aircraft in September 1944 with a new Series 2 Tempest Mk.V sporting the code RPB (EJ706). At the end of September 1944, the entire unit, under Beamont's command, moved to liberated European territory. On October 12, Beamont's aircraft was hit by flak in the radiator, forcing him to make an emergency landing in enemy territory, where he spent the rest of the war. During World War II, he achieved nine enemy aircraft kills and was awarded the DFC & Bar and DSO & Bar. After the war, Beamont worked as a test pilot and flew aircraft such as the Meteor, Vampire, Canberra, Lightning, and the impressive TSR-2. He retired in August 1979 and passed away on November 19, 2001.

     

    JN738, No. 486 (RNZAF) Squadron, RAF Station Castle Camp, Great Britain, April 1944

    No. 486 Squadron was established on March 7, 1942, at Kirton in Lindsey base, and its personnel were predominantly New Zealanders. Initially, it was equipped with Hawker Hurricane aircraft, but from July 1942, it used Hawker Typhoons. Due to its excellent performance, it was selected as the first unit to transition to Tempests Mk.V. The new aircraft were received in January and February 1944, and it became part of the newly formed No. 150 Wing, also equipped with Tempests. It was declared fully operational in April 1944. The camouflage of the new Tempests consisted of the Day Fighter Scheme colors, with the upper and side surfaces painted Dark Green and Ocean Grey, and the lower surfaces in Medium Sea Grey. During this period, black and white stripes were added to the lower wing surfaces of Typhoons and Tempests for better identification of friendly aircraft.

      

    JN735, No. 3 Squadron, Newchurch, Great Britain, June 1944

    No. 3 Squadron, founded in 1912, was initially equipped with Hawker Hurricanes at the outbreak of World War II, and it fought over Belgium and France as a part of the British Expeditionary Force. After returning to Great Britain, it flew patrols over the Royal Navy naval base in Scapa Flow and, from April 1941, served as a night fighter squadron in southern England. In June 1943, it converted to Hawker Typhoon aircraft, and in February 1944, it was equipped with Hawker Tempests. With these aircraft, it participated in preparations for the invasion of Europe, the defense of southern England against V-1 flying bombs, and the subsequent deployment to Europe, where it supported advancing Allied units until the end of the war. The Tempests of No. 3 Squadron did not carry the standard invasion stripes on the lower wing surface after April 20, 1944. They used the code letters QO until May 1944 when they changed to the letters JF.

     

    JN769, No. 287 Squadron, Gatwick, Great Britain, December 1944 – January 1945

    After the Tempest squadrons were fully equipped with Series 2 aircraft, surviving Series 1 Tempests were refurbished by Hawker and assigned to No. 287 Squadron around the turn of 1944 and 1945. This squadron played a secondary role, participating in calibration flights for anti-aircraft units along the British coastline. The red code letters corresponded to RAF instructions at the time.

  • Markings for Fokker Dr.I 1/72

    450/17, Lt. Josef Jacobs, CO of Jasta 7, Rumbeke, Belgium, March 1918

    Josef Carl Peter Jacobs was born on May 15, 1984 in Kreuzkapelle, Rhineland. From his school days he had been fascinated with flying and started to learn how to control aircraft even before the war.  Immediately after the outbreak of the Great War, he joined the ranks of the Luftstreitkräfte (German air force) and after training was assigned to the observation unit FA 11 on July 3, 1915. In March 1916 he was transferred to Fokkerstaffel West (from October 6, 1916 it transformed to Jasta 12) where he remained until the end of January 1917 when he was transferred to Jasta 22. From August 2, 1917, he took command of Jasta 7 and stayed with the unit until the Armistice. At that time, his score counted 48 victories. After the war, Jacobs found himself fighting in the Baltic against the Russian Bolsheviks as a part of Kommando Sachsenberg. Subsequently he trained Turkish military pilots. After Hitler came to power, Jacobs refused to join the NSDAP and emigrated to the Netherlands. After the end of World War II, he returned to Bavaria, where he died in Munich on July 29, 1978. He had his two personal Dreideckers at Jasta 7, both painted black. Jacobs later had an engine and propeller from a Sopwith Camel fitted to one of them, the No. 450/17. The sides of the fuselage sported drawing of a devil spitting fire. Existing photography evidence shows the shape of the drawing on the starboard side, while a contemporary illustration of his aircraft shows the left side. Jacobs himself confirmed this one as correct after the war. This evidence leads to the conclusion the paintings differed.

     

    425/17 Rtm. Manfred A. Freiherr von Richthofen, CO of JG 1, Lechelle, France, March 1918

    Manfred Albrecht von Richthofen is rightfully considered the greatest fighter pilot of the First World War as he knocked eighty enemies down prior to his death on April 21, 1918. On contrary to the general perception, the Fokker Dr.I was not his typical mount, as he shot down only 17 out of his 80 victims while flying the Dreidecker for the short period of March and April 1918. Manfred von Richthofen was assigned to the Luftstreitkräfte on his own request in 1915 after his service with a cavalry unit. He became an observer but when he met Oswald Boelcke, the charisma of this fighter ace made him to request pilot training. On completion of that, he became pilot of observer aircraft, but after another meeting with Boelcke he joined the newly formed Jasta 2 fighter unit. In January 1917, von Richthofen was awarded the highly coveted Pour le Mérite and was subsequently made CO of Jasta 11. In June 1917, he received orders to form Jagdgeschwader 1 from Jasta 4, 6, 10 and 11 units and led this “wing” until his death on April 21, 1918. Von Richthofen had his aircraft painted red from January 1917 when he led Jasta 11 and flew the Albatros D.III. He carried this practice over to the Fokker Dr.I which he flew as JG 1 Commanding Officer. According to some sources the aircraft obtained its red color in factory and so the finish was therefore of good quality.  

     

    454/17, Lt. Lothar Freiherr von Richthofen, Jasta 11, Avesnes-le-Sec, France, March 1918

    Lothar von Richthofen was to a certain degree the opposite of his older brother Manfred. While Manfred carefully calculated risks and attacked from a favorable position as much as possible, Lothar got into fights at every opportunity. This helped him to achieve seventeen aerial victories during first two months of his fighter service. On the other hand, his combat style was very risky and on several occasions interrupted his career for a long-term due to various injuries. One of these came on March 13, 1918, when in combat with Bristols F.2B belonging to the No. 62 Squadron caused a collapse of the leading edge of the top wing of his Fokker Dr.I 454/17. Lothar managed to crash-land crippled aircraft, but it took him till the middle of July to recover from the resulting injuries. His total score of forty kills came over the course of a mere 77 days of actual combat flying! The aircraft with which Lothar von Richthofen crashed on March 13, 1917, carried a standard Fokker factory “streaked” finish but the rear fuselage and the upper surface of the top wing was oversprayed yellow, the color of the Dragoner Regiment “von Bredow” Nr. 4, a unit with which Lothar von Richthofen served earlier. The engine cowl, wheel hubs and wing struts were painted red, which was the color of Jasta 11.

     

    545/17, Lt. Hans Weiss, Jasta 11, Cappy, France, April 1918

    Hans Weiss, a native of Hof, began his flying career in June 1916 as an observer and gunner with FFA 282, FFA 28 and FFA 68 units. After training at Jastaschule Valenciennes, he joined Jasta 41, where he scored his first ten kills. Next he was transferred to Jasta 10 on March 17, 1918, where he added another victory. Afterwards he was assigned to Jasta 11. He scored his first victory there on April 2, 1918 and on April 8 was named as temporary commander of the unit but eventually he led it until his death on May 2, 1918, when he was shot down by fire from No. 209 Squadron RAF Sopwith Camel flown by M. S. Taylor. The Dreidecker flown by Hans Weiss had the upper surface of the top wing and the rear section of the fuselage painted white. The wing struts, wheel hubs and engine cowl were red, which was the color of Jasta 11.

     

    404/17, Hptm. Adolf Ritter von Tutschek, JG 2, Toulis, France, February 1918

    Adolf Ritter von Tutschek was born on May 16, 1891, in the Bavarian town of Ingolstadt. He joined the army even before the war, and its outbreak found him serving with the 3rd Infanterie-Regiment “Prinz Karl von Bayern” as a lieutenant. He would see combat on both the western and eastern fronts. For his service against the Russians, he was awarded the Rittenkreuz des Militar-Max-Joseph-Ordens (the Knight’s Cross of the Order of Max-Joseph) which bestowed upon him the title of Ritter. As an infantryman, he was seriously wounded several times (grenade, gas). Afterwards, he requested a transfer to the Luftstreitkräfte and after training, he served as artillery spotter from October 1916 till January 1917 with FA 6b. Subsequently, he was transferred to Jasta Boelcke, where he gained three kills, and on April 28, 1917, he was named CO of Jasta 12. On August 11 he was seriously wounded in combat with C. D. Booker of No. 8 Squadron RNAS. After being released, he was named the first CO of Jagdgeschwader 2 and on March 10, 1918, he reached his 27th victory. Five days later he was shot down and killed by H. B. Redle from No. 24 Squadron RFC. The aircraft in which Hptm. von Tutschek died carried a standard Fokker Dr.I “streaked” camouflage and a turquoise color on the lower ones. The rear part of the fuselage was overpainted with black and the engine cowl was white, which was typical for Jasta 12, one of the JG 2 units.

  • Markings for Bf 109G-6/AS 1/48

    WNr. 110087, Hptm. Horst Carganico, CO of I./JG 5, Herzogenaurach, Germany, May 1944

    The first unit in which the then twenty-two-year-old Lt. Carganico served after completing flight training was JG 1 at the beginning of the war. This was followed by service with JG 77 with which he saw combat in Norway and then the Battle of Britain. On January 1, 1941, he returned to Norway where he commanded 1./JG 77. On September 25, 1941, Carganico achieved his 27th kill and was awarded the Knight’s Cross. In March 1942, Carganico’s unit was redesignated 6./JG 5 and he was given command of the entire II. Gruppe in April 1942. On March 26, 1944, he took over I./JG 5 as CO and the unit saw combat against Allied forces within the Defense of the Reich. On April 27 of the same year, Carganico took off for the last time. In an attack on a group of B-17s, his Bf 109G-5 was heavily damaged and during his attempt to belly-land, he struck some high power lines and died in the resulting crash near the French town of Chevry. His final tally consisted of sixty kills over the course of 600 sorties. Bf 109G-6/AS aircraft were assigned to the high altitude interception units, therefore they were camouflaged in the overall coat of RLM 76. Hptm. Carganico had Mickey Mouse painted on the fuselage port side, marking carried by his previous airplanes. Starboard side is not photographically documented, it may have carried the Gruppe Commander’s double chevron marking.

     

    WNr. 412807, Uffz. Heinz Zimmermann, 6./JG 27, Fels am Wagram, Austria, July 1944

    In the beginning of April 1944, first Bf 109G-6/AS aircraft were delivered to JG 1, JG 5 and JG 11 units, the following month several aircraft were delivered to JG 3 and also to JG 27, at that time based at the Fels am Wagram airport in Austria. Yellow 2 was camouflaged in RLM 74/75/76 colors sporting the Reich Defense marking of the aircraft serving with JG 27, i.e., green band around the rear fuselage. Irregular stripes of RLM 74 were applied on the engine cowling sides at the unit. There is a    FuG 16 system antenna mounted at the bottom of the fuselage.

     

    Stab I./JG 3, Gütersloh, Germany, July 1944

    The patches of RLM 74/75 were applied to the originally overall gray (RLM 76) aircraft at the unit level while the fuselage sides, tail surfaces and engine cowling sides were sprayed with the irregular stripes of RLM 74. The white stripe surrounding the rear fuselage was an insignia of the JG 3 aircraft flying Reich Defense missions. JG 3 insignia was sprayed on both sides of the engine cowling.

     

    Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10, Werneuchen, Germany, July 1944

    Friedrich-Karl Müller, the future Knight’s Cross recipient and the ace with thirty night victories over the enemy aircraft, was born on December 4, 1912, in Sulzbach in Saarland. In 1934 he completed his pilot training and got the job with Lufthansa. After the outbreak of World War II, he was transferred to the Luftwaffe. Initially, he was flying as a transport pilot, later as an instrument flying instructor. In December 1942, he was assigned to KG 50 flying with He 177s and in the summer of the following year he responded to Hajo Hermann call and requested the reassignment to JG 300 famous for its Wilde Sau (single-engine fighter night interception without airborne radar guidance) tactics. While serving with this unit, Müller was credited with 19 victories and in January 1944 he was ordered to form 1./NJGr. 10. In August 1944, he was promoted to command I./NJG 11 and was leading this unit until the end of World War II. He passed away on November 2, 1987. The lower and part of side surfaces were painted black to better suit night conditions. The red band around the rear fuselage indicated the original owner of this aircraft within Reich Defense system was JG 300. The pilot’s score was painted on both sides of the rudder in the form of the twenty-three stripes with the enemy nationality and date of the victory.

     

    Oblt. Manfred Dieterle, 2./EJG 2, Hagenow, Germany, December 1944

    Ergänzungsnachtjagdstaffel was established on March 9, 1944, in Ludwigslust and its task was the operational training of the single-engine night fighter pilots who were afterwards destined for JG 300, JG 301, JG 302 and later for NJG 10 and NJG 11. In the end of July, the Staffel was extended to the Gruppe size (EJGr. 2) and in the beginning of November the name was changed to EJG 2. In the meantime, the relocation to the Hagenow airport took place. In October the unit received Messerschmitts Bf 109G-6/AS and G-14/AS with which the instructors were to fly the night sorties against British Mosquitoes. Contrary to the training aircraft which carried the markings of the particular Staffel (1. Staffel white, 2. Staffel red, 3. Staffel yellow, 4. Staffel blue) these combat ones were marked with the numerals in green color. The original camouflage of Green 5 was oversprayed with black color for better night camouflaging and it also carried EJG 2 insignia on the port side of the fuselage nose.

  • Tail End Charlie

    Shows


    Text: Jakub Nademlejnský


    This autumn is one of the most traveled periods of our of exhibition and show team. In less than one month, we visited four exhibitions: E-Day in Milovice, Picchitatelli Trophy in Bergamo, Nitra Model in Slovakia and Scale Model Challenge in Eindhoven, and this represents a record. The last two mentioned exhibitions were even held on the same date. I don't think we've ever been to two big full-scale events at the same time. Because of this situation, we had to create an additional show team and train them with the systems that we employ at events like these. Then, there is the fact that somehow, we needed to get everything together for two simultaneous shows. Since this whole event coincided with one of the biggest Afterparty internet events, the one after E-Day, there was such a buzz in our sales department and warehouse that eventually, other colleagues from different departments joined the whole preparatiory operation in addition to the warehouse staff. In the end, we managed everything with all our might and successfully participated in everything that was scheduled to happen.

    If you haven't read the special edition E-Day newsletter section and are interested in what it was like on E-Day, it's definitely worth a read. I personally first attended the Picchiatelli Trophy exhibition in the suburb of Bergamo in the town of Scanzorosciante, where we came at the invitation of friends from Italy. We brought with us the October group of new releases and a small stand. Participation in the competition was the icing on the cake of our trip to Italy, which we combined with a tour of several museums. We also measured and 3D scanned the what we needed to get into other projects. The trip was spectacular and we traveled across half of Italy in a week. We got as far as Rome, from where we drove to Scanzorosciante. I have to highlight the competition itself. Although the event was not one of the biggest in Europe in terms of space or number of vendors, I was really impressed by the quality of the models as well as the international cast on the judging committee full of big names in the field.

    A view of the display tables at Picchiatelli Trophy from the Eduard table.

    Eduard vendor table at Picchiatelli Trophy

    Stanislav Archman, Vladimír Šulc, Jakub Nademlejnský and their Italian friends at a dinner during Picchiatelli Trophy


    The following week, we made the trek to the Scale Model Challenge in Eindhoven. This event was announced in advance by the organizers as one of the biggest model exhibitions in Europe, filling us with anticipation. Our team participated in the event for the first time this year and I must admit that our expectations were easily satisfied. The level of organization and its professionalism, the wonderful venue with secure accommodations in the adjacent hotel, but especially the breathtakingly well arranged show, with the models being directly lit by several hundred lamps, which really enchanted us. Thanks to the participation, we could see a lot of modellers not only from the Netherlands, Belgium, France, Great Britain and Germany, but also from different parts of the world. Again, after a long time, we could see representatives of other modeling companies, which we did not see this year at the fair in Nuremberg. We drove to Italy and the Netherlands in our company vehicle, which is painted up in the markings of Meyer's Petie 2nd P-51D Mustang. If you caught up with us anywhere along the way and managed to take a picture of our chariot, please share the photo with me. Send it to me at jakub.nademlejnsky@eduard.cz, we would like to share the best photos on our channels.

    Eduard vendor table at Scale Model Challenge in Eindhoven


     The second exhibition team from Nitra also arrived with very good impressions. The organizers of the Nitra show have raised the bar a bit higher compared to last year, and last year’s show was a great one in and of itself. Once again, they filled the sports hall with interesting vendors, lots of visitors, and especially beautiful models on display. Most likely, they have permanently found a place in our calendar of events that we simply must not miss each year.

    Eduard vendor table at Nitra.

    Nitra sports hall filled to capacity.

    ….a little something for the jubilee customer at Nitra


  • Air War over Ukraine

    Mi-8 helicopters are ubiquitous and highly needed. This series of images was recently published by the Ukrainian armed forces.


    Defeat of the Black Sea Fleet

     

    Text: Miro Barič

    Photos:  Ukrainian armed forces, social media and other public sources


    During the period from September 1 to September 30, there were several successful Ukrainian attacks on the occupied Crimea. This led to the withdrawal of most of the Russian Black Sea Fleet's ships from Sevastopol to more distant ports. As a result, Ukraine was able to resume grain exports independently. This can only be described as a strategic defeat for the Black Sea Fleet.


    To understand these events, we need to look at preceding periods, as the following events are closely related. In July, the grain agreement, allowing food exports from Ukrainian ports, expired. Russia, following the agreement's expiration, immediately began attacking the infrastructure of ports and grain warehouses, not only in the Black Sea but also along the Danube.

    These attacks continued in August and September, the period we are focusing on in this article. The Danube serves as the border with Romania, and Ukrainian ports Izmail and Reni on this river are only a few meters from a NATO member state. In early September, the remnants of three Russian drones used in attacks on Ukrainian ports were found on Romanian territory within one week. Initially, Ukraine reported crash of a Russian drone on Romanian territory, but Bucharest denied it for a while. When Romanian civilians reported the impacts of Russian drones, the government in Bucharest informed NATO allies about these incidents and summoned the Russian chargé d'affaires to express a "sharp protest." NATO spokesperson Dylan White commented that there was no indication that Russia deliberately attacked alliance territory. It's clear that NATO does not want a conflict with Russia.

    From July to October, Russia launched 17 major attacks on ports, hitting 150 buildings, six civilian cargo ships, and destroying 300,000 tons of grain. Ukraine didn't stand by idly. Their response was gradual, methodical, and, ultimately, very effective, despite lacking a navy.

    In August, a series of attacks occurred on the Crimean Peninsula, including the destruction of an S-400 air defense system in Olenivka in northern Crimea. Bases in Saky, Hvardijske, and Belbek, where a significant portion of the Black Sea Fleet's aircraft was stationed, were also targeted.

    During August, Ukrainian special forces occupied four oil platforms in the Black Sea, which had Russian radar and helicopter landing pads. A skirmish between Ukrainian boats and a Russian Su-35 fighter occurred during one of these raids. The Su-35 became a target for a missile launched from one of the boats. It's uncertain whether it was actually damaged, but the aircraft withdrew. During one of the raids, a Ukrainian boat had to maneuver wildly to avoid being fired upon. One soldier fell into the water but was later rescued by a Ukrainian drone. It reported the soldier's location until rescue arrived.

    It's possible that three Sea King HU.5 helicopters provided by Britain to Ukraine were involved in these actions. Ukraine uses these helicopters for transport, search and rescue missions, and transporting special forces behind enemy lines. Therefore, it's very likely that they played a role in the occupation of oil platforms in the Black Sea and in supporting the special forces' landing on the Crimean coast. Coincidentally, during the period we are examining, a new photo of a Sea King helicopter in Ukrainian service was published. The right side of the fuselage features the image of a drawn character's head and the inscription "Aviator."

    Russian ships also became targets of Ukrainian attacks. On the night of August 4, near Novorossiysk port, the Ropukha-class landing ship Olenegorsky Gornyak was hit by a naval drone as it entered the port. According to initial Russian reports, the attack was successfully repelled, and the ship suffered no damage. However, in the morning, it was revealed that the ship was unable to move and had a significant list to the left. It had to be towed to dry dock. The ship had a hole in the right side of the hull, four meters high and two meters wide. The next day, south of the Kerch Strait Bridge, the Russian tanker Sig was also hit by a naval drone. The explosion caused a hole in the right side and flooded the engine room.

      

    Attack on docks and Headquarters

    All the actions mentioned so far were just a prelude to the main attack that occurred in September. After losing radar installations on the platforms, air defense systems, and aircraft, Russia was unable to effectively protect the western part of Crimea. This had disastrous consequences for the Black Sea Fleet. On Wednesday, September 13, early in the morning, Storm Shadow cruise missiles launched from Ukrainian Su-24M aircraft struck the dry dock of the Sevmorzavod shipyard in Sevastopol. At the time, the dock housed the Minsk-class Ropukha landing ship and the B-237 Rostov-on-Don submarine.

    A major fire broke out on the Minsk, destroying virtually all superstructures from the main deck upwards. Parts of these superstructures collapsed. The command bridge and the ship's mast completely collapsed. In this case, it's an older vessel from 1983, and the cost-effectiveness of repairing it is highly questionable. According to the Ukrainian side, the Minsk was supposed to leave the dock on September 14, which is why it had a crew preparing for that. More than 60 sailors were reported to have perished.

    The Rostov-on-Don submarine fared just as poorly. It belongs to the upgraded Kilo class (Russian Project 636.3) and entered service in 2014. Besides torpedoes, it can carry Kalibr missiles, which it previously launched at Ukrainian cities. However, it's the end for the submarine. After being hit by Storm Shadow missiles, it has two large holes in its hull—one on the right side behind the conning tower and another in the front in the torpedo compartment. The possibility of repairing it is also highly doubtful.

    Less than a week later, Ukrainians carried out another successful mission with Storm Shadow missiles targeting Sevastopol. Exactly at noon, on September 22, the headquarters of the Black Sea Fleet were struck by at least two missiles. Only the outer walls remained of the building; the interior was completely destroyed. What was worse for the Russians was that there was a meeting of high-ranking officers in the headquarters, which the Ukrainians were informed about by the partisan movement. Two days after the attack, the Ukrainian Special Forces command reported that in this operation, codenamed "Crab Trap," 34 Russian officers lost their lives, and 105 soldiers were injured. Admiral Viktor Sokolov, the commander of the Black Sea Fleet, was said to be among the dead. Russian authorities later released several videos that were meant to prove Sokolov's well-being, but there are uncertainties about when these videos were made. According to Russian occupying authorities, only six were injured, and the "situation is under control." However, they also had to admit that the building cannot be repaired, and its remnants will be demolished.

    Most of the remaining large vessels of the Black Sea Fleet retreated further to the east, especially to Novorossiysk. Landing ships were moved to the Sea of Azov, where they serve for transporting supplies to the ports of Berdiansk and Mariupol. Russia lost control of the western part of the Black Sea, which Ukraine used to resume grain exports at the same intensity as during the grain agreement's validity.

    Landing ship Olenegorskyi Gornyak listing to the left after a Ukrainian naval drone attack.

    Ukrainian naval drone attacking the Russian ship Olenegorskyi Gornyak.

    Olenegorskyi Gornyak in a dry dock showing a hole in its hull.

     Ukrainian helicopter Sea King HU.5 with a cartoon character's head and the name "Aviator" painted on the fuselage side.

    Landing ship Minsk on fire on September 13th in a dock in the port of Sevastopol.

    This peculiar photograph was created by assembling images from a video capturing the damage to the ship Minsk.

    Footage of strikes on the submarine Rostov-on-Don.


    Russian Air Offensive

    However, this doesn't mean that the Russians are sitting idly. While they received a significant blow on the Crimean front in September, they had the initiative when it came to other areas along the long front line. A particularly unpleasant surprise for the Ukrainian side was the increase in the range of kamikaze drones like the ZALA Lancet. These drones previously had a range of around 40 km. On Tuesday, September 19, however, one Lancet drone attacked Dolgintsevo Airport near the city of Kryvyi Rih, which is located up to 70 km from the front line.

    The Lancet's extended range wasn't the only shocking revelation that day. The entire attack was observed by a Russian reconnaissance drone, which freely moved above the airport. Despite the relatively close proximity to the front, Ukrainian air defense was shockingly underestimated. The Lancet drone approached from behind slightly to the right of a parked MiG-29 fighter jet. It appears to have grazed the end of the right wing and hit the ground just beside the front right part of the fighter. The explosion didn't completely destroy the aircraft but certainly caused significant damage, roughly in the cockpit area.

    What's even more bewildering is the Ukrainian inaction following this attack. Thus, the Russians were able to repeat the attack on Saturday, September 23. The location and participants remained the same. A Lancet drone once again attacked the Dolgintsevo Airbase, and once again, it was recorded by a Russian reconnaissance drone. This time, the footage is at night and of lower quality, so it's challenging to accurately determine the type of aircraft struck. It could have been another MiG-29 or even a Su-25. After the Lancet's strike, this time it exploded and caught fire. The video only captures one Lancet attack and one explosion, but on low-quality satellite imagery, the burned area is visible in another parking area on the airfield, indicating that two aircraft were destroyed.

    For the third time, the attack occurred on Monday, September 25, at Kulbakino Airfield near Mykolaiv. During this attack, an explosion completely destroyed a MiG-29. Lieutenant Oleksandr Bobyk, a 26-year-old aircraft technician from the 204th Tactical Aviation Brigade, lost his life in the incident. The Ukrainian side confirmed his death, stating that he fell victim to a missile strike in this case, with no mention of the Lancet drone.

    This was a costly lesson in not underestimating the enemy and the need to better protect valuable aircraft or move them further from the front line. On the other hand, these were the only losses suffered by the Ukrainian air force during the observed period. While August saw several air-to-air clashes with tragic consequences, in September, Ukraine did not lose a single aircraft or helicopter in the air.

    Mi-8 helicopters are ubiquitous and highly needed. This series of images was recently published by the Ukrainian armed forces.


    Russian Losses

    Meanwhile, the situation on the ground front was more-less stabilized. Ukrainian troops made advances in the Bachmut and Robotyne-Verbove areas in the Zaporizhia region. Still, their progress was slow. To counter the penetration near the village of Robotyne, the Russians deployed airborne units, which halted the Ukrainian advance with counterattacks but at the cost of heavy casualties. It was clear that the Russian command was buying time at the expense of the lives of its soldiers. What it was buying time for would become apparent in October.

     During the observed period, the Russian air force began to launch more attacks on Ukrainian positions on the front line and beyond. They used glide bombs, released from S-34 aircraft and guided from a relatively safe distance. Attacks occurred along the entire front from Kherson to Kharkiv. On Friday, September 29, a Russian Su-35S fighter was shot down near Tokmak. The pilot perished. The fighter was probably escorting Su-34 on a bombing mission. The exact cause of its crash remains unknown, but it is suggested that it was hit by its own air defense. It is also possible that it fell into a trap set by the Ukrainian side. During the observed period, one Patriot air defense system was relocated near Odessa, and in previous months, Ukrainians had already used it to shoot down Russian aircraft on Russian territory.

     Thus, the month of September began and ended with the fall of Russian aircraft. Already on Friday, September 1, a Ka-52 helicopter crashed into the waves of the Sea of Azov near the Zaporizhia region. It occurred approximately 1.5 km from the coast. The crew survived, and Russian rescuers retrieved them from the water. Furthermore, the Russian air force lost two aircraft in accidents during the observed period. On Tuesday, September 12, an Su-24M crashed near the village of Lozhki in the Volgograd region. Both crew members perished. On Wednesday, September 20, near the village of Kolodezny in the Voronezh region, an Su-34 with the registration RF-95806 and bort number "red 05" crashed. In this case, both pilots from the 47th mixed aviation regiment successfully ejected and survived.

    Su-27 from the Ukrainian 39th Tactical Aviation Brigade.

    The Ukrainian Su-25 has its entire underside and auxiliary tanks painted in blue and yellow for quick identification.

    A shot from the Russian drone Lancet during an attack on the Ukrainian MiG-29 at Dolgintsevo Airport on September 19th.

    Destroyed Russian Su-35S near Tokmak on September 29th.


  • 221st Tactical Flight. Fighting With the Albatros...

    Aircraft 2436 ready for flight awaiting the arrival of its pilot. It carries a non-traditional, relatively large payload of two 350l (92 gal) droptanks and a pair of CP-100-70AM practice bombs. The air intake bears a remnant marking from the airplane’s service with the 11th slp in Zatec. The pilot’s helmet is hanging on the left pitot tube.


    ….2003 – 2013 timeframe from the point of view of an aircraft armorer


    Text: Tomáš Dedera

    Photo: unless otherwise stated, author's archive


    Time flies like water in a raging river. In 2016, we commemorated the 60th anniversary of the establishment of the aviation units later operating at Náměšť nad Oslavou Air Base, and this year, in October 2023, it will be exactly 10 years since fixed-wing aircraft permanently left the local facility. From the MiG-15s, through the Su-7BM, BKL, U, the Su-22M4 and the UM-3K series of supersonic aircraft, and on to the Su-25K, UBK attack aircraft and L-29 Delfín trainers, plus transport and liaison Mi-1, Mi-2 and Mi -17 helicopters, the unit's main equipment for a decade was also the globally known and proven L-39ZA Albatros, produced by the domestic manufacturer Aero Vodochody. Aircraft of this series began to operate from Náměšt in 1994 with the disbanding of the former 30th bilp at Pardubice Airport. In the fall of that year, Su-25K and UBK aircraft, together with four Albatroses (coded 3903, 5015, 5017 and 5019) moved to their new location at Náměšť as part of the 1st TL (Technical Flight), then the 32 .zTL (Tactical Air Force Base), at Náměšť nad Oslavou.

    Aero L-39ZA Albatros, coded 5017 on the apron of the 1st Technical Flight during the winter months. Worth noting is the symbol of the 1st Technical Flight above the nose landing gear (at that time the squadron operated the Su-25K as its bread and butter and this marking was carried by some birds on their engine nacelles or noses) and the 32nd zTL emblem of Náměšť nad Oslavou on the rudder. 


    As the Su-25K was gradually phased out of service by the end of 2000 (the last flight was made by aircraft coded 5039 in a flyover from Náměšt to Přerov on December 11th) and replaced by the new L-159A ALCA light attack fighter, more L-39ZA Albatroses were assigned to Náměšt’s 2nd TL (Technical Flight). By the fall of 2003, all L-159s were handed over to Čáslav.

    On December 1st, 2003, the 221st TL (Tactical Flight), 22nd zL (Air Force Base) was officially founded in Náměšť nad Oslavou. The squadron operated ten L-39ZA Albatros trainers, coded 2341 (crew chief handle ‘Jára’), 2344 (‘Synek’), 2415 (‘Kája’), 2421 (‘Golem’), 2433 (‘ Sun’), 2436 (‘Fanda’), 3903 (‘Miša’), 5015 (‘Zip’), 5017 (‘Worm’) and 5019 (‘Goat’) plus five reserve aircraft (coded 2347, 2418, 2424, 2427 and 2430). The squadron's technical staff was made up of experienced mechanics and specialists who previously worked on the Russian Su-22 and 25 series of aircraft and later, the Czech L-159A ALCA advanced light combat aircraft. The task of the squadron was to ensure the continued training of young pilots who came from the CLV (Aviation Training Center) in Pardubice, especially in ÚBP (training in the use of weapon systems - combat use tasks) and cooperated with advanced FAC/JTAC aviation instructors. Its first commander was pilot Lt.Col. Ing. Antonín K. and ZV-ILS (Commander of the Technical Staff) Capt., later Maj., Marián M. The Flight did not spend much time warming up on its assigned field, as by 2004, it flew to the airport at Pardubice. It operated from there for seventeen long months, while a major modernization, renovation and construction of new buildings took place in Náměšt. By that time the first experiments with ÚBP began with the use of CP-100-70M practice bombs, popularly called ‘cements’. It should be noted here that this type of training almost stopped for a certain period of time, because the L-159s (operating from Náměšt from the spring of 2001 to the autumn of 2003) did not yet have their weapons systems fully integrated, or were still in development (such as the 20 mm PLAMEN cannon). A greater focus on the use of live aerial ammunition occurred only after the return to Náměšt in July, 2005.

    L-159A Alca on the apron of the 1st Technical Flight at Náměšt in the summer of 2003. The airplane is interesting with its inscription on the right air intake, symbolizing the 50th delivered ALCA for the Air Force of the Czech Republic Army


    The standard gradually became the use of four aircraft at the ÚBP, if technical conditions and, above all, weather conditions allowed, at least once a month. Monday usually started with preliminary preparation - technicians and specialists performed more extensive maintenance, removed defects that manifested themselves during previous flying, replenished fluid levels and gases, checked important aircraft systems and nodes, or they changed worn tires if signs pointed to that need. Armorers carried out loading of UB-16-57 UMP rocket pods and tested all weapon systems (cannon, bomb and rocket armament) in all modes - not only testing in the standard mode of use, but also, for example, control of the jettisoning of payload under emergency situations, with the help of special preparations and measuring or signaling technology.

    From Tuesday to Thursday there were special flying events. They started with a weather survey, when one plane took off with an experienced crew, who evaluated the weather conditions on the flight path to the firing range. If conditions suited, then it was down to business. Aircraft ground crews, R+RTV (radio and radio equipment) and E+ESV (electrical and special electrical equipment) specialists carried out pre-flight preparation, and at the very end, when everyone was finished, the weapons specialists came into the picture. They first checked the rotation of the airplanes in the safe directions, turned off all weapon control elements, the on-board network, the external power source and closed the canopies. They then placed red pylons 5m in front of the aircraft (and in the case of charging unguided rockets, 5m behind the aircraft as well), cordoning off the area as a dangerous zone into which all unauthorized persons and vehicles were strictly prohibited from entering. They then performed their own loading of the machines according to the planned flight schedule. Then it was just a matter of waiting for the crews to arrive at the planes. After the arrival of the pilot, the aircraft crewchief gave a report on readiness for flight and information on the amount of fuel added. The armorer informed the crew of the type and amount of armament the aircraft was equipped with for the flight, or provided additional information, such as fuse timings on any bombs carried. This was followed by strapping the pilot into the VS-1 BRI ejection seat by the crewchief, fitting him into the parachute harness, removing the safety pins from the ejection seat, allowing it’s potential launch. First the SAFÍR APU was set in motion, followed by the AI-25 TL engine itself. After a short engine test and a check of the operation of the flaps and speedbrakes, the aircraft approached the so-called ČPS - Preliminary Start Line, popularly known as ‘the line’. Here, specialists performed the last visual inspection of the aircraft before entering the VPD (takeoff and landing runway). They mainly focused on the perfect closure of all covers and openings, or checked for signs of non-standard leakage of operating fluids - aviation fuel, oil or hydraulics, which could indicate a leak or malfunction of these systems, which could have fatal consequences in the later phase of the flight. After this inspection, if everything was in order, only a raised thumbs up from the inspectors followed – indicating all was good to go, and with the permission of the control tower, the roll-up to the VPD and finally take-off followed. Flights to the firing range usually lasted about 1.5 hours.

    Armorers load S-5 K unguided rockets into UB-16-57 UMP rocket pods. Red flags are placed in front and behind the aircraft, external power is disconnected from the aircraft and cockpits are closed for safety reasons.


    After landing, the aircraft taxied to a special stand - the so-called ‘holding stand’. There, after guiding the aircraft in a safe manner, the gunners performed a post-flight armament check. If everything was in order, meaning that the cannon operated properly, rocket pods were empty and bombs dropped, the aircraft continued to its own stand. When the occasional problem did crop up, the crew shut down the engine, the armorers disabled the cannon against an unwanted firing, the crewchief secured the seat, the pilot got out, and then the gunners completed the safe discharge of the weapons. Then the whole merry-go-round was repeated, usually at least two or three more times. After the last flight, the airplanes were ‘post flight’ inspected and, with the help of tow trucks and tractors, towed to their hardened aircraft shelters in the squadron's dispersion areas. The entire cycle of flights from the beginning to the end of the working day usually lasted 12-13 hours, in any weather, in freezing cold or sweltering summer heat, in wind and rain. Friday, a non-flying day, was intended for the elimination of possible defects in the airplanes, and above all, for the cleaning of all weapons after having been fired.

    As standard, the armament triad was flown - B, R, C (for bombs, rockets, cannon) - four aircraft with a GŠ-23 cannon with, typically, fifty rounds, one hundred as the exception, two additional fuel tanks 150 l on the inboard pylons and either two UB-16-57UMP rocket pods, each with a maximum supply of sixteen S-5 unguided rockets of various types or two CP-100-70M cement practice bombs on the outboard hardpoints. Later, we increased the range of armament carried by including the use of OFAB-100-110TU frafmentation bombs of 100kg (220lb) weight. These were of Czechoslovak manufacture, produced in Vlárské Strojírny Slavičín from the 80s to the 90s. It was a special bomb that could be used at high speed at low level as a brake, thanks to the integrated BZ-5 braking system. An electric head igniter, also of domestic provenance, of the LZEH-3 type, made it possible to set up to five different delays, depending on the nature of the target, from immediate action at impact, two short-term modes in the order of milliseconds (against bunkers and other fortified targets) and two long-term delays (for practice and security reasons). The odd time, it was also possible to see Albatroses carrying a quartet of training cement bombs or even live OFABs. Unlike the Slovak Air Force, we practically did not use L-39M559 dual ejector racks (only for demonstrations). At times, when it was absolutely necessary, from the point of view of range, especially during cooperation with other formations and larger exercises, the 150l (40 gal) outboard tanks were replaced by their bigger 350l (92 gal) brothers.

    An aircraft technician removes the arming pins from the VS-1 BRI ejection seat just prior to engine start. In a few minutes, the aircraft will take off, its task will be to fire at ground targets with the GŠ-23 cannon and S-5 unguided rockets.

    Specialists having performed a final inspection of the aircraft at the ČPS, give the thumbs up indicaing that everything is in order and there’s nothing preventing further taxiing for takeoff.

    For display purposes, loaded armament could include a UB-16-57UMP rocket launcher and an L-39 M559 twin ejector rack with a pair of CP-100-70 M practice bombs.

    Aircraft 2415 just before taking off from the stand at the point of no return Underslung are a pair of 150l (40 gallon) drop tanks and two live OFAB-100-110TU fragmentation bombs.

    Here, the pilot is taking over aircraft 5019 from the crewchief. It carries two 40 gallon drop tanks and two full UB-16-57UMP rocket pods with 32 S-5KP unguided rockets. A special Praga V-3S SUEZ (Universal Electric Starter Source) vehicle is parked between the planes, serving as a source of electrical power during ground preparation and actual engine start-up.

    Frontal view of an aircraft armed with four CP-100-70M practice bombs.


    In the case of flying from what used to be Přerov Air Base, the aircraft were loaded up with underwing minitions, without the need to mount drop tanks. This was made possible by the close proximity to VVP (Military Training Area) Libavá with its extensive firing ranges. It was also possible to make six flights per day. At that time you could see Albatroses fully loaded with UB-16-57 UMP rocket pods on the inner pylons and OFAB-100-110TU bombs codenamed JUPITER on the outer units, as they would be in times of actual conflict. At this time, the EKSR-46 signal cartridge ejectors, located in the right rear part of the aircraft, with yellow, red, white and green colors, which were to act as decoys, began to be used again.

    For the first 5 years of the squadron's existence, scheduled higher level work and aircraft overhauls were carried out in cooperation with the 217th LOLNT (Supersonic Aircraft Repair Squadron) in Čáslav. Part of the work involved armament and associated systems, and occasionally, it was possible to see our L-39s with four UB-16-57UMP rocket pods, but only ones that were empty.

    A pair of CP-100-70M practice bombs under the left wing of an L-39. The aircraft is pictured shortly after it was forced to return and land at its home field after suffering a bird strike. The damage, visible on the leading edge of the wing between the pylons, was repaired by the unit's personnel. The bird was not as lucky.

    Aircraft 5019, fully armed with four live OFAB-100-110TU fragmentation bombs, waits for the arrival of the crew on a baking apron in the summer heat.

    Human ingenuity sometimes did not escape even the OFAB-100-110TU bombs. A time indication on the sides of the bombs lets the pilot know what delay after impact the LZEH-3 fuzes are set for.

    Aircraft 3903 ready for flight in front of a weathered shelter at the then Přerov aAir Base. Interestingly, it carries two full UB-16-57UMP rocket pods with 32 S-5KP missiles and two OFAB-100-110TU fragmentation bombs. Under the cockpit windscreen is a red log book.


    A separate chapter is the use of guided munitions - in our case, this involved exclusively the R-60 AA-8 Aphid air to air dogfighting missile, carried on UZR-60 rails. These were infrared (thermally) guided missiles, which, however, were not equipped with a rocket engine, nor did they carry fins on the rear or rudders on the nose of the missile. Only the IR warhead was retained, as were the four finlets on the front, whose purpose was to help increase the effect of the rudders by swirling the air over them at high angles of attack. This training version of the missile was equipped with a recording device, which recorded some important parameters when the missile was fired - for example, the overload on the aircraft. These parameters were evaluated by the instructor after the flight, and they could realistically indicate whether the launch strategies were chosen correctly. The missile was white and had 3 black bands around its body as a distinctive marking, consistent with the training versions of Soviet/Russian guided missiles. The bodies were suspended on P-62-1M-ZA rail adapters which were mounted under the pylons. By default, the unit was suspended under the left wing, but the adapter had to be suspended under the right side as well to maintain the plane's symmetry. Originally, the ZA version of the Albatros did not possess the ability to carry these missiles, and could only carry the older type infra-red guided R-3S. The work required to adapt the L-39 to the R-60 was carried out sometime in the mid-1980s by workers of the LOZ (Aircraft Repair Base) in České Budějovice.

    A specialty, seen on the ZA version at Náměšt, is the use of special containers, carried under the putboard pylons. These containers, operated by the crews of the Military Technical Institute of Aviation and PVO (VTÚL and PVO Prague), served as carriers for the newly developed types of pilot parachute. These were tested together with a special weight imitating the human body.

    Detail of the above noted loadout. Note the weathering on the UB-16-57UMP rocket pod and the fuse delay of 0.03 seconds written down on the bomb in plain chalk.

    Loaded EKSR-46 flare dispenser on the right side of the rear fuselage.

    L-39ZA coded 3903 ready for flight under winter conditions at Caslav AB. The plane carries four empty UB-16-57UMP rocket pods.

    Same bird from the front.

    Beautifully mirrired on the cocrete apron after a spring shower is L-39 2421, loaded with large 350l (92 gallon) drop tanks and a UZR-60 training round under the left outboard pylon.


    The photograph shows a cartridge case carrying a maximum of 150 rounds of 23 mm ammunition with fifty rounds of OFZ (fragile - explosive - incendiary) and BZT (piercing - incendiary - luminous) ammunition, in a ratio of 4:2. In the winter, when it was not possible to rehabilitate the impact area of the firing range, instead of OFZ cartridges, BZA (armor piercing - incendiary) were used. Visually, the projectiles are distinguished by the following colours: BZA - black projectile body, with a red and white stripe on the tip, under which the incendiary component is hidden, BZT - again black, sometimes gray (depending on the manufacturer and production block) projectile body with a yellow tip, OFZ - black (grey) body of the projectile (grenade) in which the effective explosive Hexogen is incorporated, the lighter is silver in color with a purple tip. It is unlocked only after a certain distance from the muzzle of the weapon (the so-called ‘mask safety’), so that the aircraft itself is not endangered by the action of axial and radial forces (rotation of the projectile, initiated by the grooved bore of the barrel), created during firing. A specific type of round that are placed at the end of the cartridge belt are copper OFZ rounds, additionally marked with a yellow stripe on the body of the projectile. These have a lead wire attached to the bottom of the round, which creates a mixture with copper residues from the guide rings when fired, and the resulting mixture is literally blown out of the barrel by the following round. These cleaning effects on the barrel have a significant effect on reducing wear, improving accuracy and extending overall service life.

    The GŠ-23 cannon is a development of a Soviet weapon with dual barrels and breechblocks. This is how the designers of the weapon, Grjazev and Shipunov, managed to achieve a relatively high muzzle velocity of the weapon - 3200 to 3400 rounds/min. The weapon, which is widespread even to the present day, equipped a whole series of airplanes and helicopters of Soviet origin, either as an integral part of the design or in suspended weapons containers. It is a very effective weapon, whether against air or ground targets, accurate and easy to operate and maintain, with a minimal number of defects.

    Detail view of L-39 2436 with a 150l (40 gal) drop tank and UZR-60 training round on a P-62-1M-ZA launch rail.

    L-39 5017 carrying a special purpose container carrying a newly developed parachute readied for a test flight.

    Detail shot of the pod with the parachute and weight, designed to imitate that of the human body.

    Ammunition case with an average of fifty rounds. Photo Petr Soukop

    Left to right: GŠ-23 cannon pod 23mm rounds of OFZ, BZA and BZT types

    GŠ-23 cannon with a full load of 150 rounds.


    There were several types of S-5 unguided air to surface rockets used. First off, there were the older S-5 K and S-5 Ms. Both had the same type of ignition of the rocket motor, using electrical wires terminated with a plug. These differed from each other in their purpose. The K version was intended for use against ground and armored targets (tanks, armored personnel carriers, etc.), while the M variant was a more general purpose round used against soft targets and destroyed its target with a pressure wave created during the explosion. The second, more modern branch of these rockets was represented by three types: S-5 KO, S-5 MO and S-5 KP. All of them had an innovative way of initiating launch, using contact rings (faster and safer operation). The warheads of the rockets were also improved: KO – fragmentation - contained a larger amount of explosive and, in addition, to increase the effective radius, ten extra rings on the warhead were added. These were ‘pre-fragmented’ and formed projectiles of about 2g in mass after the explosion. The MO version had twenty of these additional rings. The last used was KP and was the same as KO, with the difference that the use of a piezoelectric igniter, which was supposed to safely initiate the rocket motor even at very shallow angles to the target.

    The first big change came about in 2008. On October 1st, Mi-24V/35 combat helicopters, which were operated by the newly formed 221.Vrl, were moved to 22nd Base in Náměšt. As a result, the squadron operating the L-39 was redisignated 222nd Training Squadron. However, the nature of the tasks remained the same. The squadron continued to successfully fulfill its required tasks, until the fateful day of December 16, 2010, when during take-off of 2341, after an engine replacement, a titanium fire occurred in the high-pressure compressor of the engine near the end of the flight, causing its subsequent shutdown. The experienced two-man crew (Capt. Ing. M.K. and Capt. Ing. S.S.) tried several times in vain to restart the engine, until finally both of them were forced to eject from the silent Albatros close to their home field. This accident had a major impact on the further functioning of the squadron. Of course, a ban on flying followed, as it usually happens in such cases, and the problem with the engines were resolved only after more than a year! Then, on November 1st, 2013, operation of Přerov Air Base was definitively terminated and the Mi-171Š transport helicopters were reassigned. At the same time, the remaining L-39s were transferred to the air base at Čáslav, as part of the newly formed 213.VL (Training Squadron), which jointly operates L-39ZAs and L-159Ts, but that's another chapter. Looking back, I believe that the squadron performed its tasks with honor over the ten years and trained many young pilots who then successfully continued on to fly the L-159A ALCA and JAS-39 Gripen out of Čáslav. Thanks also go to the members of the ILS ground staff, not only the 221.TL (222.VL), but also the 217.LOLNT in Čáslav and later the 223.LOLT in Náměšt, who honestly took care of these machines and maintained them throughout their operation on the airfield at Náměšt nad Oslavou.

    Detail view of the GŠ-23 cannon pod under the forward fuselage of the aircraft. Photo: Petr Soukup

    Top is the S-5 KP, below the S-5 K. The difference in the length of the rocket motor and the warhead are evident in the newer KP version. There was also a difference in the ignition systém.

    A comparison of the S-5 K and S-5 KO (top). There was an increase in the rocket motor size and the warhead of the KO, though the V-5 igniters remained the same

    Container with eight S-5 KP rocket projectiles, one with deployed stabilization fins, which would be in flight mode. The others have their fins folded and contained in plastic caps.

    S-5 M rockets built under a Polish licence and delivered in boxes of sixteen.

  • WUNDERSCHÖNE NEUE MASCHINEN

    Bf 109 G-2 W.No. 14246. The machine has the smaller landing gear wheels (650x150), with retractable smaller tail wheel  (290x110) and no bulges above the undercarriage wheel well on the upper surface of the wing. [SDASM]


    Bf 109 G-2 and G-4

     

    Text: Vladimír Šulc


    After the successful operational use of the Bf 109 F-2 and F-4, powered by the updated DB 601N and DB 601E engines in 1941 and 1942, further development of the Bf 109 was based around the new DB 605A engine, a fuel injected inverted V-12 developed from the DB 601E. The designers most significantly increased its displacement from 33.9 l to 35.7 l by raising the cylinder bore by 4 mm. The compression ratio of the DB 605A was 7.3:1 for the left cylinder bank and 7.5:1 for the right, compared to 7:1/7.2:1 on the DB 601E. The highest boost pressure for both engines was the same, 1.42 atm for takeoff and emergency modes, but thanks to the modernization of the compressor, the speed of which was now automatically controlled by a hydro-mechanical clutch governed by barometric pressure at different altitudes, it was possible to maintain a constant boost pressure at different heights. This meant that the boost pressure did not drop with increasing altitude. All this, along with a change in the valve timing and other modifications, helped increase the maximum rpm from 2,700 to 2,800 at takeoff. Maximum power at takeoff rose to 1,454 hp compared to 1,331 hp for the DB 601E. Combat power at 18,700ft was 1,232hp, with emergency boost at the same altitude rated at 1,336hp, compared to 1,183hp in combat and 1,300hp emergency at 15,750ft for the DB 601E.


    These changes led not only to an increase in performance, but also to a slight increase in weight from 700 to 756kg. The engine used 87 octane B4 aviation fuel and drove a Type 9-12087 propeller with wider blades. Due to the need for more efficient cooling of the more powerful engine, a larger Type 9-6150 (Fö 870) oil cooler, the same as that installed in the Bf 109 F-4/Z, was used. Interestingly, neither the Bf 109 G-2 nor the G-4 are documented as using the GM-1 and MW-50 booster systems, which were used on both the Bf 109F and the later Bf 109 G-6.

    The first production version of the Bf 109 G-2, manufactured from May, 1942 initially at WNF and then also at Messerschmitt in Regensburg and at ERLA in Leipzig from June, was visually very similar to the Bf 109 F-4, but in fact introduced a number of changes. First of all, the fuselage structure was strengthened, especially in the area of the engine bulkhead and in the rear part of the aircraft between the 8th and 9th fuselage bulkheads, where the need for strengthening was evident already in the Bf 109 F-4. There were changes in the cockpit, the bulkhead between the cockpit and the space for the MG 17 machine guns was redesigned and strengthened. While the Bf 109F had a zippered canvas separator between the instrument panel and the fuselage machine gun compartment, the Bf 109 G-2 and subsequent versions of the 109G had this partition made from an aluminum casting, which better sealed the cockpit from exhaust gases from the engine compartment and fumes from when the guns were fired, which was one of the persistent problems throughout the development of the Bf 109. On the sides of this partition were air-tight openings that could open and closed giving access to the MG 17 machine gun breeches and, if necessary, manually cock them. In the middle of the bulkhead were two sealed passages for the shaft of the propeller adjustment mechanism and for the mechanical tachometer. The main fuselage tank was modified to hold 400 liters of fuel and had armor plating composed of several layers of aluminum sheet and was covered with a three-layer rubber coating, which could seal punctures from rounds of up to 12.7mm caliber. The tank filler neck moved from under the left side of the canopy to between the second and third fuselage bulkhead. Optically and structurally, the canopy underwent significant changes, which resulted in the characteristic robust framing with an integrated armored glass panel at the front. The front plate of the windscreen was equipped with fuel spray. Spraying was started by a cock on the instrument panel which could only be opened in flight. The wing structure including the landing gear was strengthened, the tail wheel remained retractable with a tire size of 290 x 110mm. The main landing gear of the G-2 retained the wheels with tire dimensions of 650 x 150mm, the same as those of the Bf 109 F-4.

    Bf 109G-2

    Bf 109G-4


    A significant change was the standardization of fasteners for the mounting of weapons and equipment on the airframe, which facilitated the later modernization of the aircraft to higher versions with the help of modernization kits (Rüstsatzen). This design strategy was retained for all G-version sub types from the G-2 to the G-10, and allowed the airframes of older machines to be suitable candidates for conversion to higher standard versions. It also made it easier to train and maintain staff on later variants. All versions of the Bf 109G were also produced with tropical modifications, although interestingly, the G-2/G-4 versions were still listed in documentation as two versions, the standard G-2/G-4 and the tropicalized G-2/ Trop and G-4/Trop. It should be stated, however, that this universality was put into practice only in part of the production of the Bf 109 G-6. Later G-6 models, and the following G-14 and later versions of the G-10 to include the G-6/AS and G-14/AS, dispensed with the tropical modifications, because developments at the fronts and related changes in the deployment of fighter aircraft brought the air force to the conclusion that they were no longer necessary.

    Production of the subsequent Bf 109 G-4 began at Messerschmitt in September, 1942, at WNF in December of the same year, and at ERLA the following January. The G-4 version did not differ in appearance from the G-2 at the start of production, and it is not entirely clear why the new type number was applied. At first, the only significant change was in the radio equipment, where the G-4’s older FuG VIIa shortwave radios gave way to the new FuG 16 Z or FuG 16 ZY VHF units. In addition to the radios, the FuG 16 ZY equipment also had a built-in transponder for the Pegasus Y goniometric gunsight with a Moranmast rod antenna. Some machines were equipped with a ZVG 16 direction finding device with a PR 16 loop antenna on the back of the fuselage. This device was supplied as a Rüstsatz R7 Peilrufanlage set. In any case, despite this equipment being documented as standard for the Bf 109 G-4, in reality, very few actually were so equipped.

    Bf 109 G-2 from III./JG 54 “Grünherz” on the Eastern Front in this picture taken in August 1942. This unit took delivery of the first G-2s in July 1942 and had them in service until January the following year. The G-4 version was delivered to III./JG 54 in February 1943. [Bundesarchiv]


    During the production of the Bf 109 G-4, probably in December 1942, there was a change in the size of the wheels of the main landing gear. The installation of larger tires was a response not only to the increasing weight of the aircraft, but also to persistent problems with tire life and stability of the aircraft during take-off and landing. With the introduction of the Bf 109 G-2 into service, these problems were exacerbated. The Bf 109 G-2 had the same tires as the Bf 109F, 650 x150mm, tires that deflated quickly. This was thought to be due to the greater weight of the aircraft, but tests with the larger 660 x 160mm tires at Rechlin showed no improvement. On the contrary, the situation worsened when in some cases the tires were destroyed after only two take-offs and landings. During further tests, it turned out that the problem was caused by heat generated by the brakes, transferring onto the tires, the higher temperature of which caused the rapid degradation of the rubber. The solution was the introduction of larger steel brake discs, which did not heat up as much. However, due to the angle of the wheel's transverse axis to the axis of the landing gear strut (9°33"), the wheel with a larger brake drum and a larger tire could no longer fit in the wheel well. This was solved by adding a bulge into the upper wing over the wheel well. The tail wheel was enlarged to 350 x135mm, compared to 290 x110mm for the Bf 109 G-2. It continued to be fixed, on later series machines with a leather sleeve on the strut proper. Unfortunately, these characteristics are not definitive in differentiating between the G-2 and G-4 versions, as a segment of early production G-4s still had the original smaller wheels with a smooth wing without the fairing above the wheel well and a retractable tail wheel of smaller diameter. Additionally, older G-2s were retrofitted, usually during general repairs, to G-4 standard by installing larger wheels with the appropriate equipment.

    Bf 109 G-4 and personnel of the Slovak 13th/JG 52 at Anapa airfield in Crimea in the summer of 1943. [Bundesarchiv]


    A total of 1,586 Bf 109 G-2s were produced from May to December 1942 and 1,242 Bf 109 G-4s from September 1942 to June 1943, plus one license built Bf 109Ga-2 and 24 Bf 109Ga-4s were produced in Györ, Hungary. In addition to them, 167 Bf 109 G-1s and 50 Bf 109 G-3s with pressurized cockpits were produced. All versions could be equipped with an additional fuel tank with 300 liters of fuel or cannon pods with 20mm MG 151/20 cannons, or a belly bomb rack. But the aircraft usually carried either an additional tank or cannon pods. The simultaneous use of the tank and cannon pods was rare. You can find photos of such combinations, but this may have been a ferry configuration. Cannon pods were never combined with the fuselage bomb racks.

    Bf 109 G-4 MT 213 still has the original smaller main landing gear wheels, but now has a larger fixed tail wheel (350x135). This machine is part of the color profiles in this kit, in a new camouflage applied after the overhaul. [SA Kuwa]

     

    Combat Use of the Bf 109 G-2 and G-4

    Both types gradually replaced the Bf 109 F-2 and F-4 in Luftwaffe fighter units over the second half of 1942. The Bf 109 G-2 ensured the performance superiority of German fighters over Allied opponents both on the Eastern Front during the successful German summer offensive and the advance of the German armies to the Caucasus and to Stalingrad, as well as in North Africa during the advance of the German Afrikacorps and its Italian ally along the North African coast towards Egypt. After the defeat of the German armies at El Alamein in North Africa in November, 1942 and the encirclement of the German 6th Army at Stalingrad in the same month, the tide had begun to turn. Luftwaffe fighters were unable to maintain their air supremacy over the battlefield at Stalingrad and keep the air supply lines open to the encircled German forces, nor in North Africa, where a strengthening Allied air force was successfully disrupting supplies to the remaining Axis armies in Tunisia. After the capitulation of the Germans and Italians in Africa, the Luftwaffe faced the Allied landings in Sicily and Italy, on the Eastern Front it waged intense air battles with a strengthening Soviet Air Force, supplemented in the spring of 1943 by new types of Soviet aircraft. Deliveries of British and American equipment were significant, especially the P-39 Airacobra and the P-40 Warhawk, supplied under the Lend Lease Act. In all these battles, the Bf 109 G-2 and G-4 were the most important equipment of the Luftwaffe fighter units. Both the Bf 109 G-2 and G-4's ability to carry MG 151/20 cannon pods under the wings was greatly appreciated in combat against the increasingly dangerous, heavily armored Soviet Il-2.

    A photo reconnaissance Bf 109 G-2/R4 “Black 14” WNr. 10605 of the 2.(H)/Aufkl.Gr.14, shot down in Allied territory in Tunisia on February 20, 1943 with Oblt. Gerhard Wernicke at the controls. He managed to evade capture and after three days and a journey of 120 km got back to his own unit. [SDASM]


    The importance of the Bf 109 G-4 with underwing gun pods, called Kannonenboot, increased in North Africa and the Mediterranean, where the number and intensity of Allied heavy four-engine bomber operations increased. In this area of operations in the spring and summer of 1943, the Luftwaffe’s Bf 109 G-4 was the main fighter type, whose lighter armament of one 20 mm cannon and two machine guns was less effective against heavy bombers. The reinforcement with two additional cannons was therefore most welcome. The number of the better-armed Fw 190A, whose armament of four 20 mm cannon and two 13 mm machine guns was much more effective against heavy bombers, was relatively low in the Mediterranean. In addition, they mostly served with combat units and were not deployed in battles against bombers. A significant part of the operational activity of the Bf 109G in the Mediterranean was in the employment of tactics against the Allied bomber formations, the organization of air traffic and the guidance of fighter elements to their targets. The Luftwaffe had well-developed operational tactics against smaller units of twin-engined bombers and their fighter escorts from fighting in Africa and on other fronts. The deployment of large groups of heavy four-engined bombers accompanied by strong fighter escorts, however, moved the air war to a higher level, and the command of German fighters in the Mediterranean, Jagdfliegerführer Sizilien, under the command of Lieutenant General Adolf Galland from June 1943, had great problems coping with the new situation in the air. However, the other side also had problems with the tactics and coordination of its forces, for which the deployment of large formations also presented a completely new challenge. The fierce battles over the Mediterranean and Italy in the summer of 1943 were thus accompanied by mistakes on both sides, from which both gradually learned, and they later benefited from the bloody experience when organizing air operations in all areas, especially on the Western Front.

    Wernicke's “Black 14” became a favourite hack of the 86th Fighter Squadron (79th Fighter Group). Unit´s personnel took great care in improving its camouflage and markings. The name Irmgard belonged to the girlfriend of Wernicke's mechanic, who was Uffz. Bopp. [J. Ethell Collection]


    On the Western Front, the ratio of the two main Luftwaffe single-engine fighters was reversed, units flying  the heavier Fw 190A being more prevalent. However, it was here that the Luftwaffe faced the greatest disaster. In the autumn of 1942, the first units of the newly formed 8th Air Force of the USAAF arrived in Great Britain, and increasingly took part in the bombing offensive against targets in occupied Western Europe. The first daylight raid on Germany was carried out by the 8th Air Army on February 27th, 1943, and from the spring of 1943 it increased its attacks in direct proportion to its increasing strength. Escalating British and American air raids on Germany were causing painful losses with an increasing impact on the German war effort. Not only was the increasing intensity of bombing attacks lethal for Luftwaffe fighter units, but the growing strength of the Allied fighter elements had to be contended with as well. The arrival of new types of American fighter aircraft and the associated change in Allied fighter tactics was deadly to German fighters.

    In August 1943, the Messeschmitt plants in Regensburg and  WNF in Vienna's New Town were hit, and although in 1943 the Luftwaffe was still able to counter the American daytime raids relatively successfully, and even halting them for a time at the end of that year, the situation gradually became critical and by the following year the Luftwaffe had lost the air battle over Germany.

    Lt. Hermann Weber of 3./JG 4 in his Bf 109 G-2 "Yellow 5", Mizil, Romania, summer 1943. Note the open acces door for the aircraft centroplane area. [JG 4 Archive / Museum of Air Battle over the Ore Mountains]


    The Bf 109 G-2 and G-4 were direct participants in these historical events. The Bf 109 G-2 and G-4 were also used by the Finnish, Romanian, Italian, Croatian, Slovak and Hungarian air forces. In Hungary, the Bf 109 G-2 and G-4 were license-produced as the Bf 109Ga-2 and Ga-4. Romanian sources state that additional Bf 109 G-4s were built in Romania, but they were probably assembled from aircraft delivered by Germany.

    In February 1943, production began of the Bf 109 G-6, which was produced in many blocks until the end of 1944. The exact number of G-6s produced is unknown, but it is believed to have reached 13,000 aircraft. However, the production of the Bf 109 G-4 ran parallel to the production of the Bf 109 G-6 until June 1943, and also in Luftwaffe fighter units, both types served concurrently from the spring and into the summer of that year. As late as July, during the Battle of Kursk, which marked the definitive turning point in the course of World War II, Bf 109 G-4s still equipped half of the Luftwaffe fighter units flying G version aircraft.

    The tail surfaces of Bf 109 G-2 W.Nr. 14638, flown by the commander of 2./JG 4 Oblt. Hans Wilhelm Schopper during winter of 1942/43. Most of the on rudder depicted 34 victories were won before he joined JG 4, during combat in the ranks of II./Tr. 186 and III./JG 77. In addition to this aircraft, Schopper also flew the Bf 109 G-2 "Black 1" in the background. [JG 4 Archive / Museum of Air Battle over the Ore Mountains]


    Conclusion

    The Bf 109 G-2 and G-4 were transitional types in terms of production and development of the Messerschmitt Bf 109. Their importance lay in the successful adaptation of the airframe, initially modernized for the Bf 109F, to accept the new, more powerful DB 605A engine. The Bf 109 G-4 essentially represented the production pattern and, really, the mass production pattern, of the Bf 109 G-6 and other variants, such as the Bf 109 G- 14 and later, the Bf 109 G-10. The quality of the airframe construction is evidenced by the fact that the basic airframe remained a platform for mounting more powerful engines and weapons, while it changed only in peripheral areas. The engine fairing changed depending on the increase in the size of the compressor, the rudder was enlarged to improve control of the airplane, the wheel wells were widened as governed by subsequent enlargement of the tires, which was a response to the increasing weight of the aircraft due to the installation of heavier weapons and various auxiliary systems, such as the MW 50 and GM-1 booster systems. There was a change to the canopy and cockpit armor, where the aim was to improve ergonomics, the view from the cockpit and better protection for the pilot, and in the last months of the war there were attempts to replace some structural units, typically the tail surfaces, with wooden structures, which was a response to the overall deteriorating supply chain situation and lack of raw materials offered by the shrinking territory controlled by the Third Reich. But the basis of the airframe would remain the same, even in the case of the last development version, the Bf 109 K, where the most extensive design modifications took place in the aforementioned areas. But it was still, in modern terms, just a face lift. The basis of the airframe remained the same as it was fine tuned on the Bf 109 G-4.

    The internal design changes and the overall fine-tuning of the airframe are probably the reasons why the designation was changed from Bf 109 G-2 to G-4. Other changes in the equipment of the aircraft were not the reason for changing the designation in the later period for the Bf 109 G-6. For the Bf 109 G-6, the differences in equipment and armament between individual production blocks were greater than that between the G-2 and G-4, and yet, the Bf 109 G-6 still retained its designation, even after the installation of the DB 605AS engine. The change occurred only after the installation of the DB 605D engine, when the designation changed to Bf 109 G-10.

    However, it is uncertain whether this is actually the case. In fact, the reason why the designation was changed from G-2 to G-4 is still somewhat shrouded in mystery.


    FUG16Z/ZY

    The FuG-16Z/ZY working in the very short wave band (UKW/VHF) widths was a very modern and compact unit, almost timeless. The entire device, designated Geräteblock LA6NCA, consisted of three modules: the Emfänger E 16 Z/ZY receiver, the Sender S 16 Z/ZY transmitter, and the Bedlengerät BG 16 Z/ZY modulator. The assembly was located in the fuselage behind the cockpit. Tuning was remote from a control panel in the cockpit, located at the edge of the lower left corner of the instrument panel. The control panel had a rotary switch with four positions, below which were preset frequencies, indicated by pictograms. Under Pictogram I was the guidance frequency Y-Führungfrequenz, and under the Roman numeral II was the frequency for communication with the flight commander with his unit or fighter formation Gruppenbefehlfrequenz. Under the triangle was the airfield traffic control frequency Nahflugsicherungfrequenz and under the square was the frequency for all fighter planes Reichsjägerfrequenz. To tune to one of these, it was enough just to switch the selector to the correct position. Alternatively, the switch could have frequencies marked with standard numerals of 1 to 4, and an older version of the control panel had two rocker switches.


    Bf 109G-12

    Not even later did the Bf 109 G-2 and G-4 completely lose their significance, as they served until the end of the war in training units. Some of them were converted into two-seat Bf 109 G-12s by Blohm und Voss in Hamburg. These were also later converted from the Bf 109 G-6 and Bf 109 G-10. A total of 280 Bf 109 G-12s were likely built, but how many were converted from G-2s and G-4s is unknown. Some of the surviving airframes of the Bf 109 G-2 and G-4 were also used to convert to the higher derivatives of the Bf 109G, and after being withdrawn from service with front-line Luftwaffe units, Bf 109 G-4s continued to be supplied to Germany’s allies in 1944.

    Bf 109G-12 (conversion from Bf 109G-2)

    During their service with Luftwaffe training units, the majority of Bf 109 G-12s, which had been converted from Bf 109 G-4, received upgraded, higher-quality wheels standardized for Bf 109 G-6.

  • The firespitter


    Text: Richard Plos

    Illustration: Kateřina Borecká

    Cat. No. 7039


    The Fokker triplane was a very rare sight in combat units in the autumn of 1918. German fighter units had rearmed to Fokker D.VIIs and the vast majority of them had discarded the nimble but slow triplane. Not so the fourth most successful German fighter ace, Josef Carl Peter Jacobs. The commander of Jasta 7 retained his black Dr. I.

    Jacobs became one of Germany's fighter legends. He could already fly before the outbreak of the war, so it is not surprising that he immediately joined the newly formed Fliegertruppen. After a few months of training as a military pilot, he joined Feldflieger-Abteilung 11 in June 1915, where he flew reconnaissance aircraft. For his actions, which included one unconfirmed shoot-down of a French Caudron, he was awarded the Iron Cross 2nd Class and promoted to the rank of Leutnant (Lieutenant) on February 6, 1916. Shortly afterwards he retrained as a single-seater fighter pilot and by May that year he became a member of Fokkerstaffel West. He achieved his first victory with an Eindecker there and subsequently transferred to Jasta 22 on October 25 and increased his score until he achieved his fifth kill on April 16, 1917, and became a fighter ace. Two months later he was appointed commander of Jasta 7 and remained in that position until the end of the war. During the year, he raised his number of victories to twelve. And the twelfth one might as well have been his last. Shortly after he shot down a Sopwith Camel on December 18, 1917, he collided in midair with an Albatros D.V of Jasta 28, while he had his work cut out for him, he successfully managed to make an emergency landing with his damaged aircraft in a crater-strewn no-man’s land.

    In March 1918, his unit received several Fokker Dr. Is and Jacobs literally fell in love with this aircraft. He was impressed by its agility and rate of climb, so he decided to keep it even after Jasta 7 rearmed during June and July with Fokkers D.VIIs. He flew the Dr. I virtually until the end of the war, so it is not surprising that he became the most successful fighter pilot on this type.

    Jacobs was a very popular commander, according to eyewitness accounts, partly because he was always taking a care of his men’s well-being. But he was also able to “blow up”, especially when someone failed to follow instructions during a combat flight. A guilty man could count on a red-headed commander to be waiting for him on the ground, ready to “explain” everything properly. One of the pilots, according to the recollection of Jacobs himself was Vzfw. Josef Bohne, remarked during one such “spat” that “Köbes is spitting fire” (Jasta Colours vol. I; Bruno Schmäling, Jörn Leckscheid). Köbes was Jacobs's nickname, an ancient term for innkeepers from the Rhineland who not only served guests but also entertained them with jokes and stories. Jacobs came from this area and the nickname said a lot about his character. In fact, Bruno Schmäling stated in his book that Jacobs was one of the nicest and most charismatic WWI pilots he met.

    Bohne’s remark subsequently gave rise to a painting on both side of Jacobs’ aircraft. Jacobs proved his sense of humor when he first saw the aircraft decorated in this way. Not only he did not dress anyone down, but he appreciated the decoration and also had his black Fokker D.VII similarly painted.

    The artwork by Kateřina Borecká for kit cat. no. 7039 depicts a successful attack on an observation balloon, of which Jacobs shot down eight during the war. It could be, for example, a shoot-down on September 16, 1918. The devil spitting fire is depicted on the boxart in a different form compared to the first edition of this kit, because we have considered new information and changed its form. As far as his shape is concerned, it can be read from the only surviving photograph clearly showing the right side of Jacobs’ Dr. I. According to Jacobs himself (who died on July 29, 1978), the devil’s appearance on the left side was faithfully captured by a color painting of which he kept a photograph in his office after the Second World War. In it, the devil had light yellow hair and a stylized wing with a yellow hem. So, unlike the decal in the first edition of the kit, with the devil’s brown hair and the red hem, we have used yellow on both sides. Although the painting in the photograph from Jacobs’ office does not match in shape with what is seen in the period photograph, this is not surprising. These were hand paintings, without any templates, and so the difference in appearance on the left and right sides of the fuselage is more than likely.

  • “The Story”

    Title photo: My Baby, B-17G-35-DL while her original assignment with the 324th BS, prior the 91st Bomb Group red-tail marking was applied. [NARA]


    Somewhere in England, August 10, 1944

     

    I was probably five or six years old when I first heard “The Story” and looked at those three tiny 2 1/2” X 4” photos of the B-17.  This story and those small images were probably responsible for my life long love affair with aviation history. 

     

    My Dad, then Captain Edward Mautner, had arrived in England on July 9, 1944, attached to the 127th Station Hospital based in Salisbury in the south of England.  Salisbury was one of the four whole blood distribution centers for the European Theatre of Operations (ETO) and in particular for the troops breaking out from the Normandy beachhead.  My dad was charged with developing a transportation unit to deliver whole blood to field hospitals supporting the troops advancing into France.

    Captain Mautner’s first challenge was to find vehicles – two and half ton trucks (“deuce and halfs”), Jeeps, motorcycles, trailers, and refrigeration units to extend the short shelf life of whole blood.  He also had to create a cadre of drivers.  The 127th arrived with only 11 licensed drivers and two men qualified to ride motorcycles- Corporal T/5 Lyle Holcomb and my dad.  All the vehicles were requisitioned without paperwork, including 20 Harley-Davidson motorcycles. Training began on the Salisbury Plain.  Teaching young men to drive trucks and Jeeps was pretty easy.  The motorcycles were not quite so easy to master.  Men were taught to start, accelerate, brake and shift gears.  They were then sent out on the grassy plain and told to practice and return in one half hour.  Several did not return having dumped their motorcycles and found them too heavy to right.  A search party led by Captain Mautner and a few semi-competent novices then rode out in search of the lost sheep.  Once found, they were sent out again.

    “Airbase somewhere in England, 10 Aug. 44. “Mac” standing beneath the nose of his plane. I am under the inboard port motor but it was rather dark and the picture isn’t too clear”.  [Mautner]


    The point in mentioning this is to emphasize the acute shortage of vehicles and drivers. “Midnight requisitions,” a kind term for thievery, by other needy units depleted others of their hard-won caches of vehicles and made securing vehicles of paramount importance.  And so it was on the afternoon of August 10, 1944 when Lt Y.Z. Garner of Birmingham, Ala., entered Capt. Mautner’s office seeking a favor. Garner wanted to borrow Mautner’s Jeep.  One of his best buddies from Birmingham, an Eighth Air Force B-17 pilot, was flying into a nearby U.S. Army Air base and Garner wanted to drive to meet him.  Mautner, concerned for the security of “his” Jeep, offered to accompany Garner to that base which was approximately 15 miles southeast of Salisbury.

    Stoney Cross was a Ninth Air Force base in the New Forest about 10 miles west of Southampton. This former RAF base was home to P-38s of the 376th Fighter Group that had recently flown off to newly bulldozed fields near the Normandy beaches.  Remaining at Stoney Cross were the Martin B-26 Marauder Medium Bombers of the 387th Bombardment Group.  The seemingly short ride to Stoney Cross over narrow, hedge cropped roads took over an hour.  Arriving in mid to late afternoon, Mautner and Garner quickly identified a lone B-17 Flying Fortress that dwarfed a field of B-26 medium bombers.

    Finding the crew of the B-17 proved a little more challenging.  Questioning base Army Air Force personnel led Mautner and Garner to the base Officers’ Club or “O Club.”  Garner’s friend was at the bar with a co-pilot. Both had been drinking.  After salutations and introductions, Garner’s friend, introduced as “Mac,” asked his guests if they would like a ride in “his” airplane.  He didn’t have to wait long for a pair of affirmatives.  The only hold up was how to get the co-pilot back into the aircraft as he was quite inebriated and needed assistance.  Once hoisted into the aircraft, he was unceremoniously laid on the plywood floor of the radio operator’s compartment, unable to sit upright in his right front seat.  This is where he remained as “Mac” took the controls, Garner sat in the co-pilot’s seat and Mautner stood between the two with no more than a good grip on their seat backs.  Mautner recalled that they seemed to use all of the 5000 foot runway to get airborne.

    “Somewhere in England, 10 Aug 44. “Mac” and I just after we landed. It was almost dark when we came in. Had a grand flight. These “Forts” are the greatest bombers in the world”. War time censorship prevented CAPT Mautner from noting that he was at Station 452, Stoney Cross, in the New Forest. [Mautner]

     

    “Mac” asked his guests what they would like to see on their “joy ride.”  Like so many American servicemen in England, the White Cliffs of Dover on the Channel Coast was a familiar landmark made famous by English wartime singer Vera Lynn’s song of the same name.  Told that they had no clearance to fly anywhere near the coast for fear of being shot at by shore batteries, Mautner suggested a flight over their base in Salisbury.  The flyover turned out to be an epic “buzz job” that reportedly left the base volleyball nets in turmoil for several minutes after the event.

    The return to Stoney Cross was so late that a caption on the back of one photo noted “...it was almost dark when we came in”.  Mautner took three photos to commemorate the event - one of “Mac” barely visible under the nose of his B-17, one of “Mac” and Garner and a third, taken presumably by Garner, of “Mac” and Mautner. These images are closer in shots that show the aircraft’s nose art and her name – “My Baby.”  Wartime censorship only permitted my father to caption the images “Somewhere in England, 10 Aug. 44,” and finally that these “…’Forts’ are the greatest bombers in the world.”  They watched “Mac” take off for his home base and returned to their base in Salisbury. Upon their return, base personnel excitedly describing the whipping volleyball nets.

    Mautner recounted that about a month later Lt Garner came to him in tears.  He had just been notified that his good friend “Mac” had been shot down and killed on a mission over Germany. And so ended Dad’s war story - or so I thought.

    In the summer of 1994 I was living in Southern California and close to completing a  Master’s Degree in Historic Preservation/Public History.  The subject of my thesis was Aircraft Preservation at the National Air and Space Museum.  For my final research I had arranged an internship at the National Air and Space Museum’s (NASM) Paul E. Garber Preservation, Restoration, and Storage Facility at Silver Hill, Md. for August and September of that year.  I spent those days in Building 10, the preservation/restoration shop, and my late afternoons and evenings researching in the Archives.

    My parents were living at the New Jersey Shore.  On Labor Day weekend, 1994, I drove up to visit them.  With my tales of interning at the NASM, my Dad once again related “The Story” and brought out those three tiny photos, which he then bequeathed to my care.  Having spent much of my adulthood reading WW-II aviation history and building model aircraft, these tiny photos now showed so much more to me than they did as a young boy.  Exactly 50 years after my Dad’s joy ride, I had in my hands all of the incentive to find, in Paul Harvey’s words, “The Rest of the Story.”

    Note B-26 Medium Bombers of the 387th Bomb Group in the background

     

    An Unplanned Research Project

    First, it was clear even in these small, low-definition images that the B-17 was not camouflaged, but silver or in Natural Metal Finish (NMF). In the long shot the top of the vertical stabilizer appeared to be a dark color with what appeared to be the top of the letter A in a triangle that was darker than the stabilizer.  In this image much of the aft fuselage was masked by the left wing. But, aft of the national insignia were the letters LG  D.  The close in image of the left nose showed a long line of bomb mission markings and three mission markings on a second line below that.  And the very seductive young lady painted on the nose next to the name “My Baby” painted on a decorative background.   Now I had two research projects to work on at the NASM.

    I had already become a bother to the very patient, knowledgeable, and enthusiastic NASM Archives staff in researching my thesis.  They nonetheless guided me to every source in my search for information on “My Baby.”  Roger A. Freeman’s The Mighty Eighth was my first reference.  The large letter A in a black triangle painted on a red vertical stabilizer was the Group identifier for the 91st Bomb Group (BG) stationed at Bassingbourn in Cambridgeshire in the English Midlands.  The letters on the side of the fuselage identified the aircraft as belonging to the 322nd Bomb Squadron (BS).  So, one might ask, what was a B-17 from the 91st BG stationed in the English Midlands doing flying in and out of a 9th Air Force base in the very south of England on August 10, 1944?  Wasn’t there a war on and didn’t “Mac” and his B-17 have bigger fish to fry?

    Two Natural Metal Finish (NMF) B-17Gs of the 324th BS. On the left is “Lorraine”, Serial No. 44-8651. In the background is “Mah Ideel”, Serial No. 43-37993, DF-N for Nan. Note the Olive Drab replacement rudder. “Mah Ideel” flew the mission to Ludwigshafen on September 8, 1944. Both aircraft survived the war. [Evers via Kelley]


    With the information I now had, NASM Archives staff advised me that they had in their records, and very conveniently in their Reading Room, files of all of the Eighth Air Force Nose Art and names sorted by BG (this collection is now in the files of the National Archives in College Park, Md.).  It took me five minutes to find a small proof image of “My Baby” in the 91st BG file.  The image is an official 91st BG photo of the aircraft and its crew.  Two things jumped out at me. One of the nine crewmen pictured was the same “Mac” in my father’s small photos. And the official photo showed the same number of bomb mission markings as those shown in my dad’s photos.  Could this photo have been taken on the same day that “My Baby” flew down to southern England to offer two Army officers a “joy ride” around the English countryside?  I ordered an 8” X 10” copy of this photo.

    “Yankee Belle,” a B-17G, Ser. No. 42-32085, DF-K from the 324th BS that was also on the same mission to Ludwigshafen, September 8, 1944, the day David McCarty was lost in “Roxy’s Special.” “Yankee Belle” displays the same Natural Metal Finish (NMF) and Group markings as both “My Baby” and “Roxy’s Special.” 


    Roger A. Freeman, an Englishman famous for his documenting of all things Eighth Air Force in WW-II, also wrote The Mighty Eighth War Diary. It has more photos and anecdotal stories of the men, aircraft, and missions of the Eighth.  It is also an operational diary, a day by day record, of the missions and activities of the Eighth Air Force. It is an education in the organization of the Eighth.  The primary unit of any BG is the squadron consisting of 12 aircraft.  Normally, a BG has four squadrons.  Above the Eighth’s BGs were three Air Divisions, each consisting of 16 to 18 BGs.  The 91st BG was a part of the First Air Division.  Turning to Freeman’s War Diary and searching for August 10, 1944, one discovers that the First Air Division stood down on this date – no mission was assigned to the 91st.  So “Mac” and “My Baby” had a day off.  How “Mac” got to fly a B-17 from Bassingbourn to Stoney Cross can only be guessed.  This may have been an opportunity to break in or “zero time” a new engine, but clearly “Mac” had another mission on his mind – to visit his buddy,  Lt Y.Z. Garner, based in Salisbury.

    Another image of “Mah Ideel,” DF-N for Nan. 


    Finding “Mac”: An Amateur Sleuth Goes to Work

    In September, 1994 I found a new resource that proved key to unlocking the mystery of who “Mac” was and how he was lost over Germany. Again, following the suggestions of the NASM Archive’s staff, I found another English author who focused on the 91st BG.  Ray Bowden’s book Plane Names and Fancy Dames is a treasure trove of 91st BG aircraft names, nose art, and history of each of the aircraft that Bowden has been able to get images of and information on.  The artwork and name on “My Baby” was painted by T/Sgt. Anthony L. “Tony” Starcer, “…destined to be one of the most prolific and skilled nose art painters in the entire USAAF.”   Starcer painted most of the best known aircraft in the 91st BG including the “Memphis Belle,” “Chow Hound,” “Man O War,” and “Shoo, Shoo, Shoo Baby.”  The figure on the left nose of “My Baby” was modeled on a photo of Brazilian dancer and Hollywood movie star, Carmen Miranda. A single color image shows lettering for “My Baby” was red with a black shadow on a white field with a yellow decorative frame.

    “My Baby” photographed in early or mid-summer, 1944. Photo shows 43 mission markings. She would be shot down by fighters on September 5, 1944 on her 58th mission.


    Bowden’s write-up on “My Baby” contains a great deal of information and dispelled several preconceptions I had.  She was a B-17G, distinguished from earlier models by a chin turret.  Her serial number was 42-107033.  She was shot down by fighters on September 5, 1944, on a mission to the I.G. Farben Chemical Works in Ludwigshafen, Germany.  It was her 58th mission, but only the second mission for her young pilot, Lt Ernest Robert “Bob” Kelley, who survived the shoot down.  Seventeen different pilots and crews had flown her. My first preconception, that a pilot and crew were assigned an aircraft and stayed with that aircraft until they had met the required mission total and returned to the States, proved incorrect..  Of the pilots mentioned in Bowden’s history, none had Irish or Scottish last names that began with Mc or Mac.  But the September Fail To Return (FTR) date matches my Dad’s “one month” later time frame, I thought that perhaps Lt. Kelley’s nickname might be “Mac” and he had not been killed after all. But how to find out was my next challenge.  Ray Bowden quoted Kelley several times in his notes, so I wrote to Bowden to find out if Kelley was alive and if so, how to contact him.

    Bowden was happy to get the information on my dad’s “joy ride’ in “My Baby” and graciously gave me his contact information for Ernest “Bob” Kelley which indicated that he lived in northern California.  My call that was picked up by “Bob” Kelley who was surprised, but very pleased that someone was calling him about his mission in “My Baby.” He gave me much information while trying to recall names fifty years in his past.  Soon he recalled that “Mac” was Lt David McCarty Jr., who was in the same 322nd BS that Kelley was in.  Kelley also recalled that McCarty was lost on another mission over Germany, but had no further details.   But he provided a wealth of information about his second and last and “My Baby’s” 58th and last mission.

    An official USAAF photo of “My Baby” with McCarty and crew. Mission markings, a day off for the 1st Bomb Division, and transfer to “Texas Chubby, the J-ville Jolter” on August 11, indicate that this photo was taken at Bassingbourn on the morning of August 10, 1944. Back row, L-R: 1Lt David McCarty Jr., Pilot; 2Lt James McElroy, Co-Pilot; 2Lt Ernest Austin, Navigator; 2Lt Frank Bolen, Bombardier; and Sgt. George Hawes, Radio Operator. Front row L-R: Cecil Seeking, Ball Turret; Harold Beeman, Waist Gunner; Floyd “Tex” Dillon, Tail Gunner; T/Sgt. David Wolnowitz, Top Turret. Of those shown only McCarty, Dillon, and Bolen were on “Roxy’s Special” when she was shot down on September 8, 1944. Of these only Bolen survived to become a POW.

    Image of Tony Starcer’s artwork on “My Baby”. The colors indicated conform to Bob Kelley’s recollection.

    Small piece of “My Baby “ recovered from her crash-site years after her dismiss.

    “Roxy’s Special”, B-17G , Serial No. 43-38348, LG-O, 322nd BS, lost with 1Lt David McCarty Jr. and his crew over Ludwigshafen on September 8, 1944. This was the only loss in the 322nd BS that day. Arriving at Bassingbourn on August 18, 1944, she was lost only three weeks later on her 5th mission. Officers pictured are the crew of Capt. Suther. 

    “Texas Chubby, The J-ville Jolter”, B-17G, Serial No. 42-31634, LG-O, 322nd BS. First flown by Texan, Lt Ray R. Ward who named this Olive Drab over Neutral Gray aircraft. Photo shows the Ward crew in front of a freshly arrived and mission free aircraft. 

    With over 40 mission markings, “Texas Chubby” looks a bit second hand in this image. McCarty and crew flew her on August 11, 13, 14, and 15, 1944. She was lost to fighters over Halle the very next day. Four survived the shoot down with five KIA including her pilot. Crew members shown in this image are unknown to the author. 


    “My Baby”: Failure to Return from Mission to Ludwigshafen, Germany, Sept. 5, 1944

    Ernest Robert Kelley joined the U.S. Army Air Corps in April, 1943 and was commissioned a 2Lt. in January of 1944 at Stockton Field, Calif.  He did final training at Hobbs, N.M., where he was assigned to be first pilot in B-17s.  Sent next to Rapid City, N.D., he was given a crew of eight with whom he flew to England in July, 1944, the same month my Dad arrived in England. Many crews at this point in the war were sent to England in factory fresh aircraft, which they delivered to depots from which they were assigned to Bomb Groups in need of replacements.  Kelley and crew felt very lucky to be assigned to the 91st BG at Bassingbourn.  Close to Cambridge and known as the “Country Club”, this former RAF base had amenities that attracted politicians, entertainers, and journalists.

    Kelley and crew were assigned to the 322nd BS. After he flew familiarization flights around England, Kelley flew his first mission as a co-pilot on September 3, 1944. The target was the submarine pens at Kiel, Germany.  Thirty six aircraft went on the mission and all 36 returned.  Two days later Kelley and his crew were assigned a   mission to bomb the I.G. Farben Chemical Works (today’s BASF at the same location) at Ludwigshafen in western Germany.  The aircraft they were assigned to fly was B-17G, serial Number 42-107033.  This aircraft, initially attached to the 324th BS, had survived 57 missions.

    “Roxy’s Special’s” center fuselage lies on Luther Strasse in the city of Ludwigshafen on September 8, 1944. Martin Luther Church is on the left. Richard Braun, a teenager, recalled coming out of the church upon hearing the crash. He noted seeing bodies still strapped to seats and hanging in nearby trees.  [Stadtarchiv, Ludwigshafen]


    The 322nd was the second from last and therefore the High Squadron on this mission. Their location in the BG was called “Coffin Corner” and “My Baby” was the 37th and last aircraft, “Tail End Charlie.”  If that wasn’t inauspicious enough, foul weather and a V-1 attack on the airfield that morning heightened anxiety amongst the crew. “My Baby” carried 4400 pounds of incendiary bomb sticks that morning. But Murphy wasn’t through with Kelley and crew.  As the last aircraft to take off, “My Baby” was rocked by prop wash and, barely airborne, she veered slightly to the right and hit an airfield landing light, blowing out a main gear tire.  Assembling at 8000’, they climbed to 21,000’ over France where they encountered worsening weather and the loss of the number three engine.  Heavy flak over Metz, France took out the number four engine.  With loss of all power on the right side “My Baby” was unable to climb and, lagging behind the Group, was advised by the Group Leader to turn back and seek a landing place in France. A return to England was out of the question.

    Shortly after turning back, “My Baby” was beset by Luftwaffe Me 109 fighters.  One made a stern run that instantly killed Tail Gunner, S/Sgt. Richard Doyle, and destroyed part of the rudder and elevator. Further rounds damaged the right wing near the dead number three engine. Losing control and altitude rapidly and unable to see through thick overcast, Kelly rang the klaxon advising all to bail out.  Last to leave the doomed B-17, Kelley put on the last parachute hanging in the cockpit and jumped.  Below 5000 feet, he pulled the rip chord and was immediately alarmed by its refusal to spill the chute, forcing him to pull the pilot chute out of its bag.  As “My Baby” flew on, he saw the severe damage to the tail section and noted that an Me 109 continued to pursue the B-17.  A second Me 109 turned toward Kelley and began to fire in his direction putting several holes in his chute.  Clouds and low altitude ended this attack and Kelley soon found himself on the ground in a dense wooded area.  In the meantime, “My Baby” had made a 180 degree, descending turn and, missing the taller buildings of a small town, crashed onto a farmer’s field.  The crash ignited fuel, oil, and the incendiary bomb load creating a huge fire that would continue to burn throughout the night and into the next morning.

    A close-up of the Wreckage of “Roxy’s Special’s” center fuselage. 


    Kelley could hear a dog barking nearby and the voices of an elderly man and woman.  Understanding French, Kelley realized they were looking for survivors of the bailout.  Making himself known to them he was quickly taken to the local chief of the French Underground and hidden in a deep hole obviously prepared as a fortress/hide out along with his co-pilot, 2Lt Andy Anderson, Navigator, 2Lt Alton Karoli and Bombardier, 2Lt George Lancaster. This hide out was 20 feet deep and contained two rooms partitioned by a large curtain.  One room was the sleeping area and the second room contained rifles, uniforms, and other supplies used to get allied personnel back to their lines. Kelley and Lancaster suffered minor injuries from their bail-outs.  Engineer, T/Sgt. Ira Krammes suffered ligament damage and, unable to walk or run, was captured.  Waist Gunner Sgt. Zalma Michell and Ball Turret Gunner, S/Sgt. Edward Duemmer landed and were assisted by local residents, eventually evading back to the Allied lines.  Radio Operator, T/Sgt. Grover Nordman was found by locals, given a bicycle with which he rode over 50 miles through German-held territory and across Allied lines. The body of Tail gunner S/Sgt. Doyle was found near the wreckage of the aircraft and buried in the local cemetery by the town mayor and two young brothers.  

    Kelley, Anderson, Lancaster, and Karoli, after nine days hiding with the French Underground, were picked up by two GI’s who had  wandered near their area in a Jeep.  They still had to meander through the French countryside to avoid pockets of German soldiers in retreat.  Arriving in Paris 12 days after its liberation, Kelley and crew, aware that surviving crews were to report to the USAAF headquarters as soon as they arrived, enjoyed the city’s sights and entertainment for two days before reporting in.  Upon the crew’s return to Bassingbourn on September 17, a large, base-wide party was thrown in the 324th BS hangar.

    The wreckage of “Roxy’s Special” lies on Luther Strasse while the remaining pieces fell over an area of several square miles. 


    Gen. Dwight D. Eisenhower issued orders early in the war that evaders were not to be returned to flying status in the ETO.  This was to protect the French Underground from being compromised in the event a previous evader was captured and tortured.  While there were exceptions to this mandate, Lt Kelly and his crew were flown back to the United States to be trained for action in the Pacific Theatre of Operations.  While Bob Kelley did train in Douglas A-26 Medium Bombers to be flown against Japan, the war ended before he was ordered back into combat                             

     The four evaders return to Bassingbourn 12 days after being shot down in “My Baby.” L-R: Lt Andrew “Andy” Anderson, Co-Pilot; Lt George Lancaster Jr., Bombardier; Lt Alton Karoli, Navigator; and Lt Ernest Robert “Bob” Kelley, Pilot. Anderson, who was the pilot of “Madame Shoo Shoo,” was loaned to the inexperienced Kelley crew for the mission on September 5, 1944.


    1Lt David McCarty: Killed in Action on a Mission to Ludwigshafen, Germany, Sept. 8, 1944

    Thanks to Bob Kelley, I now knew who “Mac” was.  I wrote again to Bowden who responded with a great deal of information about David McCarty and his loss over Germany.  Bowden also provided a partial list of McCarty’s mission history in the 322nd BS. This provided further evidence that the crew photo and flight to Stoney Cross both took place on August 10, 1944. McCarty and crew first flew “My Baby” on August 8 and then again on the 9th and then flew “Texas Chubby, The J-Ville Jolter,” an olive drab over gray camouflaged B-17G, on August 11,13, 14, and 15. “Texas Chubby” was shot down the following day with another crew on board. Further evidence was provided by 2Lt Frank Bolen, bombardier assigned to the crew of “Chow Hound,” another well known, Starcer decorated B-17, in the 322nd BS.  On August 7, 1944, Bolen was relieved of his duties as bombardier by the squadron’s

    lead bombardier because “Chow Hound was to lead the entire squadron on a mission in support of the Normandy breakout. "Chow Hound" and all of her crew were lost on that mission. With no time to reflect on the loss of his crew, Bolen was immediately assigned to the McCarty crew and is shown in the official 91st BG photo that now appears to have been taken on the morning of August 10, the same day McCarty flew “My Baby” to Stoney Cross.

    The 322nd BS hangar at Bassingbourn taken during the “Big Snow” of December, 1944. This structure is a twin to the 322nd BS hangar used to celebrate the return of “My Baby’s” officers on September 17, 1944.


    McCarty and crew’s next mission was on September 8 in an NMF B-17G, serial no. 43-38348 named “Roxy’s Special.” On that day, this aircraft was listed “Missing in Action” (MIA) on only its fifth mission and McCarty listed as “Killed in Action”

    (KIA) over the same target that saw the loss of “My Baby” three days earlier – the I.G. Farben Chemical Plant in Ludwigshafen.  And this fit almost perfectly my dad’s recollection of Lt Garner’s announcement of Mac’s loss.

    On Friday morning, September 8, 1944, McCarty and crew sat in the “Roxy’s Special” which held twelve 500lb. Demolition Bombs. Shortly after 7:22, as the sun began to rise, McCarty guided the aircraft off the Bassingbourn runway and headed east flying in the “right box” of the Low Group just to the right of the lead squadron.  Climbing above the English Channel to a height of 9000 feet, McCarty headed toward Paris where the entire Group would climb to 26,000 feet.  Time over the target, was to be 11:48 a.m.  Minutes before bomb release, the aircraft was hit by an anti-aircraft round probably from an 88mm. flak cannon.  It hit near the number three engine (the right engine, closest to the cockpit) with devastating results.  The wing was severed at that point and the aircraft was seen to fall burning in a flat spin.  Witnesses saw the B-17 explode in mid-air.  The nose was severed from the rest of the fuselage with both the Bombardier, 2Lt Frank S. Bolen, and Navigator, 1Lt Donald Brazedons trapped by centrifugal force.  Eventually both were spilled out of the nose and parachuted to safety – sort of.  They were the only survivors as the others were either killed instantly or trapped in the aircraft as it spun on fire into the city of Ludwigshafen. “Roxy’s Special” was the only 91st BG loss on that mission.

    The I. G. Farben Chemical plant is near the confluence of the Rhine and Neckar Rivers. Brazedons came down just north of the confluence and on the west side of the river, almost on the burning chemical plant property and was capturedimmediately.   Frank Bolen landed north of Brazedon on a tiny island where the Altrhein Canal enters the Rhine at Sandhofen. Bolen was knocked unconscious from the impact and once awake discovered that his right ankle was badly sprained.  Waiting until dark, he found a rowboat that eventually got him to the east bank of the Rhine where, moving north, he eventually reached the west bank at the city of Worms.  Traveling only at night and hobbled by the sprained ankle, he worked his way west for seven days. Forced to begin moving during daylight to protect his ankle, he was captured on September 14th and transferred to Stalag Luft I. for the duration of the war.  Stalag Luft I. was at Barth, on the Baltic Sea and was a temporary home to many Allied airmen.

    A photo of the 322nd BS hangar during the preparation of squadron personnel for a group photo. A zoomed-in detail shows the 42-31634 'Texas Chubby' standing in the background. [NARA]


    “Roxy”s Special” fell in many pieces onto downtown Ludwigshafen.  The center fuselage/cockpit fell on Luther Strasse directly in front of Luther Church and was actually viewed by a young boy who was at the church that day. Richard Braun, hearing a crash, came out of the church and saw bodies in the aircraft and dangling from nearby trees.

    The bodies of 1Lt David McCarty Jr., 2Lt Neil M. Mylin (Co-Pilot),  Sgt. Frank F. Trim Jr. (Ball Turret Gunner), S/Sgt. Charles E. Beebe (Waist Gunner), and S/Sgt. Floyd Z. Dillon (Tail Gunner) were interred in the Ludwigshafen Central Cemetery on September 14, 1944. Top Turret Gunner and Flight Engineer T/Sgt. John Cangemi  was initially listed as (MIA). There is no record of his initial interment, but at some point his body was located after the war and reinterred at a U.S. Military cemetery in Minnesota. T/Sgt. Henry R. Schulz is buried at the New Saint Marcus Cemetery, Affton, Missouri. Frank Trim was originally a Waist Gunner on Bob Kelley’s crew.  During the summer of 1944 the 8th Air Force began to reduce B-17 and B-24 crews from ten to nine. This was done by removing one of the waist gunners in each aircraft and assigning them to other positions with other crews. Trim was lost doing Ball Turret duty on McCarty’s crew on “Roxy’s Special”.

    David McCarty was born on his family’s farm in Gardendale, Ala. on February 6, 1922.  David’s parents, David Sr. and Dorothy Ethel Clark, moved to North Birmingham in 1925.  David Sr. became the owner of Northside Lumber Company, Inc.  It was shortly after this move that David’s sister, Ethel Jean was born. David attended grade school in North Birmingham and Philips High School near downtown Birmingham.  Graduating Philips in 1939, David entered the University of Alabama and began studying Pre-Law.  He also took courses at University Center,Birmingham.

    Bob Kelley at a July Fourth parade in 2009. He still fits into his 1944 uniform. Bob was 96 years old and healthy as a horse until a stroke took him down. We corresponded until the end.  Yes, we had become friends and met out in California and spent a day together sometime around 2014-2015. 


    David’s sister, Jean, said David had inherited his dad’s entrepreneurial skills at an early age, managing a newspaper route for the Birmingham News Age Herald, delivering newspapers on his bicycle and growing his route successfully. Once old enough to drive at 16, he drove a garbage truck for the City of Birmingham in the early hours before school opened.  When this became an interference to school attendance and work he switched to working after school and on weekends at the family lumber yard, eventually becoming Vice President of Northside Lumber Company prior to volunteering for military duty.

     David is remembered by his sister as a young man interested in mechanics and carpentry and an excellent partner to his dad in the management of the family’s lumber business.  He also was very interested in real estate and land development.  She also remembers rides on his motorcycle and, no surprise here, for a “buzz job” of the family home in North Birmingham just prior to his transfer to England.

    A desire to fly aircraft and fearing being drafted into the Infantry or Navy, David volunteered for the U.S. Army Air Corps and was sent to Flight School at Maxwell Air

    Force Base in Montgomery, Ala.  On March 10,1943 he began Primary Training at Avon Park, FL and, later,  Advanced Training at Gunter Field in Montgomery. When

    he graduated from Flight Training at Freeman Field Ind., he received the single gold bar of a 2Lt on December 5, 1943, one month before Bob Kelley was commissioned.   Assigned to bombers, David did further training at Salt Lake City and Dahlbert, Texas, before flying to England where he served with the 91st BG, 322nd BS until his loss on September 8, 1944.

    He was very respected by those who flew with him.  Frank Bolen, survivor of David’s last mission said he was “… nice and easy going, but not reserved.” And that he was  “… an excellent and confident …” pilot.  Dave Wolnowitz who was a member of David’s crew prior to that final mission remembers David as “… quiet and the nicest guy in the world …” and “… a great pilot”.

    David McCarty Jr. was survived by his parents, sister, Ethel Jean McCarty, and

    grandmother, Mrs. Rose Clark McCarty.  The family asked the U.S. Military to return

    David’s body to Birmingham where his funeral service and final burial took place in July 1947.  He is buried in Forest Hill Cemetery in Birmingham.

    The body of David McCarty Jr. was returned to Alabama by his family in 1947. He is buried in Forest Hill Cemetery in Birmingham. He is survived by his sister Ethel Jean Kittrell.  [Forest Hill Cemetery]

     

    Who Would Have Thought Such Tiny Photos Could Lead To So Much Information

    I could never have imagined that those three tiny images would lead me to so many sources of information.  Not only was I able to find what happened to “My Baby” and her pilot, David McCarty Jr., but I was able, with the help of so many, to locate people who had had flown “My Baby” and survived McCarty’s last mission.  Archivists and Bob Kelley helped discover photos of McCarty and the B-17’s that he flew. Bob Kelley sent me a piece of “My Baby” that he recovered from a farmer’s field many years after her crash.  My late father was astounded by all of this information and amazed that he was able to hold an actual piece of the B-17 that he had a “joy ride” in on August 10, 1944.

    David McCarty was 22 years old when he was shot down over Germany on September 8, 1944. Dad was 26.  Young men united for a carefree afternoon flying over the south of England.  For my dad it was a lifetime memory. For me, it has been an opportunity to honor my Dad’s role in WW II.  But it has also been an opportunity to remember a pilot who did not return to tell his kids amazing tales of his missions with the Mighty Eighth over Nazi Germany.  They were all a part of “The Greatest Generation” and their service should never be forgotten.

     

    Acknowledgements

    This has been quite a tour and I could not have tied all the loose ends together without those who have generously contributed information, photos, contacts, and editorial assistance.  Bob Kelley very early on got me moving toward solving the puzzle of who was “Mac” and the story of the demise of “My Baby.” He referred me to many contacts that filled voids in “The Story.” He also offered me many photos of “My Baby” and finally, a relic removed from her burned out carcass that lies below a French farmer’s bean field. Bob became not only an advisor, but a good friend who did live to see this story completed. Jean McCarty Kittrell, David McCarty’s sister sent not only the recollections of a teenaged younger sister, but a careful list of editorial corrections. Her career as an English Professor made her eminently qualified to do so.  Old friend and writer, Ken Dalecki, also offered assistance in the editorial process. The Archives staff at the National Air and Space Museum lent their knowledge and enthusiasm.  Brian Nicklas, Melissa Keiser, and Larry Wilson could not have been more helpful in pointing me in the right direction.  My early contact with them in 1994 and my subsequent employment at the NASM have created enduring friendships with them.  Frank Bolen and David Wolnowitz were also very generous with information about David McCarty and his last mission. Ray Bowden and The USAAF Nose Art Research Project were a critical source of information on McCarty and the B-17s that he flew. I am also grateful to the 91st Bomb Group Memorial Association for their assistance and Jan Zdiarsky for his interest in this story that led him to provide additional research, photos, editorial assistance and encouragement. 

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