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{"cz":"Info EDUARD"}
{"cz":"Měsíčník o historii a plastikovém modelářství.","en":"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# 165e-magazine FREE Vol 22 November 2023Page 2
INFO Eduard# 165e-magazine FREE Vol 22 November 2023© Eduard - Model Accessories, 2023FREE FOR DOWNLOAD, FREE FOR DISTRIBUTION!This material may only be used for personal use. No part of the textor graphic presentations can be used in another publication in any other mediaform or otherwise distributed without the prior writtenpermission of Eduard - Model Accessories and authors involved.Editorial and Graphics - Marketing department, Eduard - Model Accessories, Ltd.Page 3
eduardeduardNOVEMBER 2023CONTENTSEDITORIALKITSBRASSINPHOTO-ETCHED SETSHOW TO WORK WITH PHOTO-ETCHEDBIG EDBUILTON APPROACH–December 2023TAIL END CHARLIEHISTORYBOXART STORYFw 190A-7 ProfiPACK 1/48WUNDERSCHÖNE NEUE MASCHINEN pt.2 Limited 1/72F6F-3 Hellcat Weekend 1/48Tempest Mk.V Series 1 Weekend 1/48Fokker Dr.I ProfiPACK 1/72 Re-releaseBf 109G-6/AS ProfiPACK 1/48 Re-releaseWellington Mk.Ic 1/72Tales of Iwojima 1/48WUNDERSCHÖNE NEUE MASCHINEN-Bf 109G-2/G4“The Story” -Somewhere in England, August 10, 1944221st Tactical Flight.Fighting With the Albatros...Air War over Ukraine-Defeat of the BlackSea FleetThe 201st victoryGreenies from Green islandCormeilles-En-VexinThe firespitterMoskitojagd4636428096104116122126148Published by Eduard-Model Accessories, spol. s.r.o.Mírová 170, Obrnice 435 21support@eduard.com www.eduard.comPage 4
Good Day, Dear FriendsWe find ourselves in the same situationwith November’s new releases as we did withthe October ones, in that they also have beenavailable for purchase a couple of weeks aheadof the newsletter announcement, meaning thatthey will already be known to a large percentageof 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 isnot a difficult concept to grasp. From my ownexperience, I can confirm that this little thingcomes together on its own, presents no pitfalls,nor does it hide any nasty surprises. Not that I'mone of those who can say they built this kit. I didslap it together, but didn't paint it, and I wouldn'teven bother with weathering for what I needed todo with it. But the gluing of the kit, kind of halfwayto building the model, is something I practice quiteregularly, because it doesn't hurt when the headof the company knows what he's actually selling.And I'll also openly admit that I do the same withcompetitor’s kits, because knowing what thecompetition actually creates and puts out there isalso good to know.KitsWunderschöne neue Maschinen Pt.2 is thename of the 72nd scale Limited Edition kit,covering an important developmental period ofthe Messerschmitt Bf 109, namely the first Bf 109Gs. The Bf 109 designation changed from F to Gafter a new Bf 109 F-4 airframe had a DB 605Aengine installed. You can read about it, if youshould so wish, in my article on the subject in thisissue of the newsletter, and if, after reading it , youare left with the impression that although the kitpresents none of the aforementioned nastiness inconstruction, the original builders and designersseem to have laid plenty of traps for futureresearchers, then good, because that is whata part of the intent of the text was. The fact is thatthe two basic types, the G-2 and G-4, do not haveclearly defined technical characteristics. Apartfrom a few minor details, the problem is that theG-4 got new, larger wheels, and with them, fairingson the upper wing over the wheel wells, anda non-retractable, larger, tailwheel. This soundsobvious, but in reality some of the older G-4s, andthere were not just a few of them, still had the oldsmaller wheels and had no fairings on the wing.To make matters worse, older G-2s received bulgedwings and new larger wheels during overhauls.This created a nice mess in the genome of the G-2and G-4 types, including the G-1 and G-3, whichwere machines witha pressurized cockpit,from which there ispractically no way outwithout knowing the serialnumber of the aircraftof interest. Fortunately,the serial number can befound for a large numberof Bf 109 Gs, God blessGerman precision. That carried with it its ownprice too, but we'll get to that in a few months.In January to be exact, when we start looking atthe Messerschmitt Bf 109 G-6. It will be a blast,literally on all fronts, and you can certainly lookforward to it!In the kit, we simplified the problem ofdifferentiating between these complex issuesbetween the Bf 109 G-2 and G-4 by strictlyfollowing the rule, when deciding on markingsoptions, that for the G-2 we only chose aircraftwithout the upper wing wheel well fairings, andfor G-4 only those with them. But as nobody’sperfect, we made one small mistake in depictingthe Finnish Bf 109 G-2 coded MT-213 with thefairings in the color scheme, but there is noneed to think too much about it. In fact, she flewwithout them, apparently even after generaloverhaul. This also eliminates a lot of thinkingabout the combination of different parts, there isenough in this kit to build one G-2 and one G-4.There are 14 marking options available, sevenfor each version. If you would like to build morethan two models, Overtrees are available, even ina discounted Bundle offer.The following information has a lot in commonwith what I wrote above, and it's not just that it'salso a German subject. In the ProfiPACK 1:48thscale line, we present the Focke-Wulf Fw 190A-7.Perhaps unbelievably, this is a type that wehave never released before in the new tooledFw 190 A line. At the same time, it is not sucha peripheral type, with some 700 units having beenproduced, which is comparable to, for example,the A4, of which 970 were built. The truth is thatthe A-7 was, like the A-6 and also like the Bf 109G-2 and G-4, a transitional type, a precursor tothe mass-produced Fw 190A-8. And what it alsohas in common with the small Bf 109 G-2/G-4 isthe design of the kit. They both look the way weimagine a plastic kit should look, they are exactlythe kind of products we want to produce and sell.Other kits released in November also fit intothe concept described above. Both 48th scaleWeekend kits have a balanced composition ofcolour options. The F6F-3 Hellcat has the usualfour markings, three American, two of which areiconic, by which I mean Alexander Vraciu's White32 and the sharkmouthed Hellcat of VF-27 fromthe aircraft carrier USS Princeton from October1944. Also included is the British Hellcat Mk.I,and that is included because, for one, it furtherdiversifies the markings offered in the kit, andtwo, we will almost certainly not release BritishHellcats as a separate item.Similarly, we have the Tempest Mk.V Series1, which is somewhat out of line with the sixmarking option formula set out for the Weekendedition kits. This is because the famous Tempestof No.150 Wing RAF Commander Roland Beamontis depicted in three stages of development in itsmarkings, from the period before the Invasion,through the markings from the beginning of it,specifically from June 8th, 1944, to the periodbetween June and July, 1944. Overall, all markingscover a longer period of time from April, 1944 toJanuary, 1945.With respect to reissues, we present twovintage releases, the 72nd scale Fokker Dr.I,which as a type still holds the top spot as ourbest-selling 72nd scale model, and the 1:48thBf 109 G-6/AS. This one is also selling well, and tobe honest, it's one of my (forgiven) mistakes andmiscalculations. I once considered these versionsof the Messerschmitt 109s with DB 605AS enginesto be marginal and commercially uninterestingtypes. Fortunately, reality later proved me wrong.For Fokker Dr.I we have modified the cover boxart according to the latest research, details andreasons for this can be found in the Box Art Storyby Richard Plos.And we're not done with kits yet. With thesecond edition, the recently sold out Wilder Cat isback on sale, the 48th scale licensed FM-2 Wildcatversion, and from the beginning of November, the48th scale Profi;PACK MiG-21PFM will be on saleas 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-1in December. We already have the box art, whichin my opinion is one of our most beautiful box artsto date.EDITORIALINFO Eduard4November 2023Page 5
MASKS, PHOTOETCHED, SPACE and LOOKsFrom the masks, I would like to draw yourattention to two sets covering F-35A RAM panelmasking for Tamiya's 1:72nd scale F-35A kit.We have both classic single and double-sidedcanopy masks for the Sea King in 1:48th scalefrom Airfix. For the F-14B in the same scale fromGWH, there is only a double-sided mask (TF) beingmade available and only for the windscreen,which is dictated by the design of this featurefor this model, where the canopy frame and theglass are molded separately. In 1:32nd scale,canopy masks for the MC-202 from Italeri and theTBD-1 Devastador from Trumpeter are available.We also offer photoetch sets for these kits, withthe Sea King sets total three for three differentversions of this famous helicopter. The Spaceand Look sets have a similar setup, and in theSpace line we have added three sets for the threeversions of Airfix’s 48th scale Hunters.EDDIE THE RIVETERI also have to mention three sets of generic 3Ddecals with triple rows of rivets, in 1:32, 1:48 and1:72 scale, for November. We've already launcheddecal sets with single and double rows of rivets,which are followed up by November's positiverivet sets.BRASSINWe are adding to the Brassin line with cockpitand bronze landing gear sets for the 48th scaleBf 109K-4 of our making. Also on offer are some72nd scale Bf 109 G-2/G-4 mini kits for theWunderschöne neue Maschinen Pt.2 kit, as wellas four new 72nd F-35A sets for the Tamiya kit.Between them are two larger sets, the exhaustand cockpit, and two smaller ones, the seatand wheels. The fact that we issue the seat asa separate set does not mean that the cockpitdoes not have a seat, of course, as it is also partof the cockpit. The 48th scale seat for the A-1JSkyraider (Tamiya) with integrated seatbeltsis interesting. This is a kind of test, we areinvestigating what interest there would be inseats with integrated printed belts. For theSu-25K in 1:48 scale, we have the UB-32 rocketpod set, suitable for both the original Zvezda kitand our limited edition ‘Hrabe’ (Rake), and forthe same kit is the BIGSIN Su-25K Armamentset, containing four sets of missiles, bombs andlaunchers (OFAB-250 bombs, B-8M1 and UB-32rocket pods, R-60 air-to-air dogfighting missilesand S-24 air-to-ground rockets). In this case, theyare mostly cast items. In November's range you'llfind a number of other smaller sets, as well assets from the BIGED, BIGSIN and LööKplus ranges.Further information on these is presented below.ArticlesMira Barič's series on the air war over Ukrainecontinues in today's newsletter. It is slowly butsurely moving over Russia, and I believe thatthe time is approaching when the war will endwith the expulsion of the Russian army fromall of Ukraine. However, Ukraine is currentlyovershadowed by the events in the Middle East,which began on October 7th with an attack onIsrael by Palestinian terrorists from their Hamasleadership. It is perhaps not so surprising thatthe scale of these crimes committed againstcivilians, women and children, comparable tothe atrocities committed by the SS during theSecond World War, shows the inability of manyWestern politicians, organizations and evenstate institutions to call a murder a murder, callterror terror and a criminal, a criminal. Howlong throughout history have we known thatdismissing and shrugging off evil only bringsmore evil? We have seen so many times that evilcomes out of its hiding places at similar momentsto do its incredibly repulsive deeds to fulfill itswarped agendas. I would still understand thatmembers of the Arab communities in WesternEurope are demonstrating for Palestine, butthat the BBC would not dare to call a terrorista terrorist, I would never have thought that inmy wildest dreams. Winston Churchill must berolling in his grave!The development of the Messerschmitt Bf 109is covered in the article ‘Wunderschöne neueMaschinen – Messerschmitt Bf 109 G-2 & G-4‘.It has already been mentioned here and it isquite clear what it is about. Also today we havean article by Ed Mautner, a story of his father'swartime fortunes. The history of the Aero L-39is covered in an article by Tomas Dedera, andwe have a modelling article about working withphotoetched brass by Jakub Nademlejnský. Wehave four box art stories, dedicated to the coverimages 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 ournewsletter, and we hope to see you at Telford!Happy Modelling!Vladimír ŠulcINFO Eduard5November 2023WUNDERSCHÖNE 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-4Vladimír ŠulcAfter the successful operational use of theBf 109 F-2 and F-4, powered by the updated DB601N and DB 601E engines in 1941 and 1942, furtherdevelopment of the Bf 109 was based around thenew DB 605A engine, a fuel injected inverted V-12developed from the DB 601E. The designers mostsignificantly increased its displacement from33.9 l to 35.7 l by raising the cylinder bore by4 mm. The compression ratio of the DB 605Awas 7.3:1 for the left cylinder bank and 7.5:1 forthe right, compared to 7:1/7.2:1 on the DB 601E.The highest boost pressure for both engineswas the same, 1.42 atm for takeoff and emer-gency modes, but thanks to the modernizationof the compressor, the speed of which was nowautomatically controlled by a hydro-mechan-ical clutch governed by barometric pressureat different altitudes, it was possible to maintaina constant boost pressure at different heights.This meant that the boost pressure did not dropwith increasing altitude. All this, along witha change in the valve timing and other modi-fications, helped increase the maximum rpmfrom 2,700 to 2,800 at takeoff. Maximum powerat takeoff rose to 1,454 hp compared to 1,331 hpfor the DB 601E. Combat power at 18,700ft wasPhoto above: Bf 109 G-2 W.No. 14246. The machine has thesmaller landing gear wheels (650x150), with retractablesmaller tail wheel (290x110) and no bulges above the under-carriage wheel well on the upper surface of the wing. [SDASM]Bf 109 G-2Bf 109 G-41,232hp, with emergency boost at the same al-titude rated at 1,336hp, compared to 1,183hpin combat and 1,300hp emergency at 15,750ft forthe DB 601E.These changes led not only to an increasein performance, but also to a slight increasein weight from 700 to 756kg. The engine used 87octane B4 aviation fuel and drove a Type 9-12087propeller with wider blades. Due to the need formore efficient cooling of the more powerful en-gine, a larger Type 9-6150 (Fö 870) oil cooler, thesame as that installed in the Bf 109 F-4/Z, wasused. Interestingly, neither the Bf 109 G-2 northe G-4 are documented as using the GM-1 andMW-50 booster systems, which were used onboth 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 andthen also at Messerschmitt in Regensburg andat ERLA in Leipzig from June, was visually verysimilar to the Bf 109 F-4, but in fact introduceda number of changes. First of all, the fuselagestructure was strengthened, especially in thearea of the engine bulkhead and in the rear partof the aircraft between the 8th and 9th fuselagebulkheads, where the need for strengtheningwas evident already in the Bf 109 F-4. There werechanges in the cockpit, the bulkhead between thecockpit and the space for the MG 17 machine gunswas redesigned and strengthened. While theBf 109F had a zippered canvas separator betweenthe instrument panel and the fuselage machinegun compartment, the Bf 109 G-2 and subse-quent versions of the 109G had this partitionmade from an aluminum casting, which bettersealed the cockpit from exhaust gases from theengine compartment and fumes from when theguns were fired, which was one of the persistentproblems throughout the development of theBf 109. On the sides of this partition were air-tight openings that could open and closed givingaccess to the MG 17 machine gun breeches and,if necessary, manually cock them. In the middleof the bulkhead were two sealed passages forthe shaft of the propeller adjustment mechanismand for the mechanical tachometer. The mainfuselage tank was modified to hold 400 liters offuel and had armor plating composed of severallayers of aluminum sheet and was covered witha three-layer rubber coating, which could sealpunctures from rounds of up to 12.7mm caliber.The tank filler neck moved from under the left sideof the canopy to between the second and thirdfuselage bulkhead. Optically and structurally, thecanopy underwent significant changes, which re-sulted in the characteristic robust framing withan integrated armored glass panel at the front.The front plate of the windscreen was equippedwith fuel spray. Spraying was started by a cockon the instrument panel which could only beopened in flight. The wing structure including thelanding 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 thewheels with tire dimensions of 650 x150mm, thesame as those of the Bf 109 F-4.A significant change was the standardiza-tion of fasteners for the mounting of weaponsand equipment on the airframe, which facili-tated the later modernization of the aircraft tohigher versions with the help of modernizationkits (Rüstsatzen). This design strategy was re-tained for all G-version sub types from the G-2to the G-10, and allowed the airframes of oldermachines to be suitable candidates for conver-HISTORYINFO Eduard6November 2023Page 7
Bf 109 G-2Bf 109 G-41,232hp, with emergency boost at the same al-titude rated at 1,336hp, compared to 1,183hpin combat and 1,300hp emergency at 15,750ft forthe DB 601E.These changes led not only to an increasein performance, but also to a slight increasein weight from 700 to 756kg. The engine used 87octane B4 aviation fuel and drove a Type 9-12087propeller with wider blades. Due to the need formore efficient cooling of the more powerful en-gine, a larger Type 9-6150 (Fö 870) oil cooler, thesame as that installed in the Bf 109 F-4/Z, wasused. Interestingly, neither the Bf 109 G-2 northe G-4 are documented as using the GM-1 andMW-50 booster systems, which were used onboth 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 andthen also at Messerschmitt in Regensburg andat ERLA in Leipzig from June, was visually verysimilar to the Bf 109 F-4, but in fact introduceda number of changes. First of all, the fuselagestructure was strengthened, especially in thearea of the engine bulkhead and in the rear partof the aircraft between the 8th and 9th fuselagebulkheads, where the need for strengtheningwas evident already in the Bf 109 F-4. There werechanges in the cockpit, the bulkhead between thecockpit and the space for the MG 17 machine gunswas redesigned and strengthened. While theBf 109F had a zippered canvas separator betweenthe instrument panel and the fuselage machinegun compartment, the Bf 109 G-2 and subse-quent versions of the 109G had this partitionmade from an aluminum casting, which bettersealed the cockpit from exhaust gases from theengine compartment and fumes from when theguns were fired, which was one of the persistentproblems throughout the development of theBf 109. On the sides of this partition were air-tight openings that could open and closed givingaccess to the MG 17 machine gun breeches and,if necessary, manually cock them. In the middleof the bulkhead were two sealed passages forthe shaft of the propeller adjustment mechanismand for the mechanical tachometer. The mainfuselage tank was modified to hold 400 liters offuel and had armor plating composed of severallayers of aluminum sheet and was covered witha three-layer rubber coating, which could sealpunctures from rounds of up to 12.7mm caliber.The tank filler neck moved from under the left sideof the canopy to between the second and thirdfuselage bulkhead. Optically and structurally, thecanopy underwent significant changes, which re-sulted in the characteristic robust framing withan integrated armored glass panel at the front.The front plate of the windscreen was equippedwith fuel spray. Spraying was started by a cockon the instrument panel which could only beopened in flight. The wing structure including thelanding 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 thewheels with tire dimensions of 650 x150mm, thesame as those of the Bf 109 F-4.A significant change was the standardiza-tion of fasteners for the mounting of weaponsand equipment on the airframe, which facili-tated the later modernization of the aircraft tohigher versions with the help of modernizationkits (Rüstsatzen). This design strategy was re-tained for all G-version sub types from the G-2to the G-10, and allowed the airframes of oldermachines to be suitable candidates for conver-HISTORYINFO Eduard7November 2023Page 8
sion to higher standard versions. It also madeit easier to train and maintain staff on latervariants. All versions of the Bf 109G were alsoproduced with tropical modifications, althoughinterestingly, the G-2/G-4 versions were stilllisted in documentation as two versions,the standard G-2/G-4 and the tropicalizedG-2/ Trop and G-4/Trop. It should be stated, how-ever, that this universality was put into practiceonly in part of the production of the Bf 109 G-6.Later G-6 models, and the following G-14 andlater versions of the G-10 to include the G-6/ASand G-14/AS, dispensed with the tropical mod-ifications, because developments at the frontsand related changes in the deployment of fighteraircraft brought the air force to the conclusionthat they were no longer necessary.Production of the subsequent Bf 109 G-4 be-gan at Messerschmitt in September, 1942, atWNF in December of the same year, and at ERLAthe following January. The G-4 version did notdiffer in appearance from the G-2 at the start ofproduction, and it is not entirely clear why thenew type number was applied. At first, the onlysignificant 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 ZYVHF units. In addition to the radios, the FuG 16 ZYequipment also had a built-in transponderfor the Pegasus Y goniometric gunsight witha Moranmast rod antenna. Some machines were equipped with a ZVG 16 direction finding devicewith a PR 16 loop antenna on the back of the fu-selage. This device was supplied as a RüstsatzR7 Peilrufanlage set. In any case, despite thisequipment being documented as standard forthe Bf 109 G-4, in reality, very few actually wereso equipped.During the production of the Bf 109 G-4, prob-ably in December 1942, there was a change inthe size of the wheels of the main landing gear.The installation of larger tires was a responsenot only to the increasing weight of the aircraft,but also to persistent problems with tire lifeand stability of the aircraft during take-off andlanding. With the introduction of the Bf 109 G-2into 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 wasthought to be due to the greater weight of theaircraft, but tests with the larger 660 x 160mmtires at Rechlin showed no improvement. On thecontrary, the situation worsened when in somecases the tires were destroyed after only twotake-offs and landings. During further tests,it turned out that the problem was caused by heatgenerated by the brakes, transferring onto thetires, the higher temperature of which causedthe rapid degradation of the rubber. The solutionwas the introduction of larger steel brake discs,which did not heat up as much. However, due tothe angle of the wheel’s transverse axis to theaxis of the landing gear strut (9°33”), the wheelwith a larger brake drum and a larger tire couldno longer fit in the wheel well. This was solvedby adding a bulge into the upper wing over thewheel well. The tail wheel was enlarged to350 x 135mm, compared to 290 x 110mm for theBf 109 G-2. It continued to be fixed, on later se-ries machines with a leather sleeve on the strutproper. Unfortunately, these characteristics arenot definitive in differentiating between the G-2and G-4 versions, as a segment of early produc-tion G-4s still had the original smaller wheelswith a smooth wing without the fairing aboveFuG 16 Z / ZY Radio EquipmentThe FuG-16Z/ZY working in the very short wave band(UKW/VHF) widths was a very modern and compactunit, almost timeless. The entire device, designatedGeräteblock LA6NCA, consisted of three modules:the Emfänger E 16 Z/ZY receiver, the Sender S 16 Z/ZYtransmitter, and the Bedlengerät BG 16 Z/ZY modula-tor. The assembly was located in the fuselage behindthe cockpit. Tuning was remote from a control panelin the cockpit, located at the edge of the lower leftcorner of the instrument panel. The control panel hada rotary switch with four positions, below which werepreset frequencies, indicated by pictograms. UnderPictogram I was the guidance frequency Y-Führung-frequenz, and under the Roman numeral II was the fre-quency for communication with the flight commanderwith his unit or fighter formation Gruppenbefehlfre-quenz. Under the triangle was the airfield traffic con-trol frequency Nahflugsicherungfrequenz and underthe square was the frequency for all fighter planesReichsjägerfrequenz. To tune to one of these, it wasenough just to switch the selector to the correct posi-tion. Alternatively, the switch could have frequenciesmarked with standard numerals of 1 to 4, and an olderversion of the control panel had two rocker switches.the wheel well and a retractable tail wheel ofsmaller diameter. Additionally, older G-2s wereretrofitted, usually during general repairs, to G-4standard by installing larger wheels with the ap-propriate equipment.A total of 1,586 Bf 109 G-2s were producedfrom May to December 1942 and 1,242 Bf 109G-4s from September 1942 to June 1943, plusone license built Bf 109Ga-2 and 24 Bf 109Ga-4s were produced in Györ, Hungary. In additionto them, 167 Bf 109 G-1s and 50 Bf 109 G-3s withpressurized cockpits were produced. All versionscould be equipped with an additional fuel tankwith 300 liters of fuel or cannon pods with 20mmMG 151/20 cannons, or a belly bomb rack. But theaircraft usually carried either an additional tankor cannon pods. The simultaneous use of the tankand cannon pods was rare. You can find photosof such combinations, but this may have beena ferry configuration. Cannon pods were nevercombined with the fuselage bomb racks.Combat Use of the Bf 109 G-2and G-4Both types gradually replaced the Bf 109 F-2and F-4 in Luftwaffe fighter units over the secondhalf of 1942. The Bf 109 G-2 ensured the perfor-mance superiority of German fighters over Alliedopponents both on the Eastern Front during thesuccessful German summer offensive and theadvance of the German armies to the Cauca-sus and to Stalingrad, as well as in North Africaduring the advance of the German Afrikacorpsand its Italian ally along the North African coasttowards Egypt. After the defeat of the Germanarmies at El Alamein in North Africa in Novem-ber, 1942 and the encirclement of the German 6thArmy at Stalingrad in the same month, the tidehad begun to turn. Luftwaffe fighters were unableto maintain their air supremacy over the battle-field at Stalingrad and keep the air supply linesopen to the encircled German forces, nor in NorthAfrica, where a strengthening Allied air force wassuccessfully disrupting supplies to the remainingBf 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 firstG-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 February1943. [Bundesarchiv]Bf 109 G-4 MT 213 still has the original smaller main landing gear wheels, but now has a larger fixed tailwheel (350x135). This machine is part of the color profiles in this kit, in a new camouflage applied afterthe 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]HISTORYINFO Eduard8November 2023Page 9
the wheel well and a retractable tail wheel ofsmaller diameter. Additionally, older G-2s wereretrofitted, usually during general repairs, to G-4standard by installing larger wheels with the ap-propriate equipment.A total of 1,586 Bf 109 G-2s were producedfrom May to December 1942 and 1,242 Bf 109G-4s from September 1942 to June 1943, plusone license built Bf 109Ga-2 and 24 Bf 109Ga-4s were produced in Györ, Hungary. In additionto them, 167 Bf 109 G-1s and 50 Bf 109 G-3s withpressurized cockpits were produced. All versionscould be equipped with an additional fuel tankwith 300 liters of fuel or cannon pods with 20mmMG 151/20 cannons, or a belly bomb rack. But theaircraft usually carried either an additional tankor cannon pods. The simultaneous use of the tankand cannon pods was rare. You can find photosof such combinations, but this may have beena ferry configuration. Cannon pods were nevercombined with the fuselage bomb racks.Combat Use of the Bf 109 G-2and G-4Both types gradually replaced the Bf 109 F-2and F-4 in Luftwaffe fighter units over the secondhalf of 1942. The Bf 109 G-2 ensured the perfor-mance superiority of German fighters over Alliedopponents both on the Eastern Front during thesuccessful German summer offensive and theadvance of the German armies to the Cauca-sus and to Stalingrad, as well as in North Africaduring the advance of the German Afrikacorpsand its Italian ally along the North African coasttowards Egypt. After the defeat of the Germanarmies at El Alamein in North Africa in Novem-ber, 1942 and the encirclement of the German 6thArmy at Stalingrad in the same month, the tidehad begun to turn. Luftwaffe fighters were unableto maintain their air supremacy over the battle-field at Stalingrad and keep the air supply linesopen to the encircled German forces, nor in NorthAfrica, where a strengthening Allied air force wassuccessfully disrupting supplies to the remainingBf 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 firstG-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 February1943. [Bundesarchiv]Bf 109 G-4 MT 213 still has the original smaller main landing gear wheels, but now has a larger fixed tailwheel (350x135). This machine is part of the color profiles in this kit, in a new camouflage applied afterthe 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]HISTORYINFO Eduard9November 2023Page 10
Axis armies in Tunisia. After the capitulation ofthe Germans and Italians in Africa, the Luftwaffefaced the Allied landings in Sicily and Italy, on theEastern Front it waged intense air battles witha strengthening Soviet Air Force, supplement-ed in the spring of 1943 by new types of Sovietaircraft. Deliveries of British and Americanequipment were significant, especially the P-39Airacobra and the P-40 Warhawk, supplied underthe Lend Lease Act. In all these battles, the Bf 109G-2 and G-4 were the most important equipmentof the Luftwaffe fighter units. Both the Bf 109 G-2and G-4’s ability to carry MG 151/20 cannon podsunder the wings was greatly appreciated in com-bat against the increasingly dangerous, heavilyarmored Soviet Il-2.The importance of the Bf 109 G-4 with under-wing gun pods, called Kannonenboot, increasedin North Africa and the Mediterranean, where thenumber and intensity of Allied heavy four-en-gine bomber operations increased. In this areaA 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 onFebruary 20, 1943 with Oblt. Gerhard Wernicke at the controls. He managed to evade capture and after three days and a journey of120 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 carein 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 mmcannon and two machine guns was less effec-tive against heavy bombers. The reinforcementwith two additional cannons was thereforemost welcome. The number of the better-armedFw 190A, whose armament of four 20 mm cannonand two 13 mm machine guns was much moreeffective against heavy bombers, was relativelylow in the Mediterranean. In addition, they mostlyserved with combat units and were not deployedin battles against bombers. A significant partof the operational activity of the Bf 109G in theMediterranean was in the employment of tac-tics against the Allied bomber formations, theorganization of air traffic and the guidance offighter elements to their targets. The Luftwaffehad well-developed operational tactics againstsmaller units of twin-engined bombers andtheir fighter escorts from fighting in Africa andon other fronts. The deployment of large groupsof heavy four-engined bombers accompaniedby strong fighter escorts, however, moved theair war to a higher level, and the command ofGerman fighters in the Mediterranean, Jagdflieg-erführer Sizilien, under the command of Lieu-tenant General Adolf Galland from June 1943, hadgreat problems coping with the new situation inthe air. However, the other side also had prob-lems with the tactics and coordination of its forc-es, for which the deployment of large formationsalso presented a completely new challenge. Thefierce battles over the Mediterranean and Italy inthe summer of 1943 were thus accompanied bymistakes on both sides, from which both grad-ually learned, and they later benefited from thebloody experience when organizing air opera-tions in all areas, especially on the Western Front.On the Western Front, the ratio of the two mainLuftwaffe single-engine fighters was reversed,units flying the heavier Fw 190A being moreprevalent. However, it was here that the Luft-waffe faced the greatest disaster. In the autumnof 1942, the first units of the newly formed 8thAir 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 carriedout 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 increasingstrength. Escalating British and American airraids on Germany were causing painful losseswith an increasing impact on the German wareffort. Not only was the increasing intensity ofbombing attacks lethal for Luftwaffe fighterunits, 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 fightertactics was deadly to German fighters.In August 1943, the Messeschmitt plants in Re-gensburg and WNF in Vienna’s New Town werehit, and although in 1943 the Luftwaffe was stillable to counter the American daytime raids rel-atively successfully, and even halting them fora time at the end of that year, the situation gradu-ally became critical and by the following year theLuftwaffe 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-2and 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 109G-4s were built in Romania, but they were prob-ably assembled from aircraft delivered by Ger-many.In February 1943, production began of theBf 109 G-6, which was produced in many blocksuntil the end of 1944. The exact number of G-6sproduced is unknown, but it is believed to havereached 13,000 aircraft. However, the productionof the Bf 109 G-4 ran parallel to the productionof the Bf 109 G-6 until June 1943, and also inLuftwaffe fighter units, both types served con-currently from the spring and into the summerof that year. As late as July, during the Battle ofKursk, which marked the definitive turning pointin the course of World War II, Bf 109 G-4s stillequipped half of the Luftwaffe fighter units flyingG version aircraft.Bf 109 G-12Not 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 ofthem 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 convertedfrom G-2s and G-4s is unknown. Some of the surviving airframes of the Bf109 G-2 and G-4 were also used to convert to the higher derivatives of theBf 109G, and after being withdrawn from service with front-line Luftwaffeunits, 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(conversionfrom Bf 109 G-4)Bf 109 G-12 (conversionfrom Bf 109 G-4)During their service with Luftwaffe training units, the majority ofBf 109 G-12s, which had been converted from Bf 109 G-4, receivedupgraded, higher-quality wheels standardized for Bf 109 G-6.HISTORYINFO Eduard10November 2023Page 11
Bf 109 G-12Not 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 ofthem 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 convertedfrom G-2s and G-4s is unknown. Some of the surviving airframes of the Bf109 G-2 and G-4 were also used to convert to the higher derivatives of theBf 109G, and after being withdrawn from service with front-line Luftwaffeunits, 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(conversionfrom Bf 109 G-4)Bf 109 G-12 (conversionfrom Bf 109 G-4)During their service with Luftwaffe training units, the majority ofBf 109 G-12s, which had been converted from Bf 109 G-4, receivedupgraded, higher-quality wheels standardized for Bf 109 G-6.HISTORYINFO Eduard11November 2023Page 12
ConclusionThe Bf 109 G-2 and G-4 were transitional typesin terms of production and development of theMesserschmitt Bf 109. Their importance lay inthe successful adaptation of the airframe, ini-tially modernized for the Bf 109F, to accept thenew, more powerful DB 605A engine. The Bf 109G-4 essentially represented the production pat-tern and, really, the mass production pattern, ofthe Bf 109 G-6 and other variants, such as theBf 109 G- 14 and later, the Bf 109 G-10. The qual-ity of the airframe construction is evidencedby the fact that the basic airframe remaineda platform for mounting more powerful enginesand weapons, while it changed only in peripheralareas. The engine fairing changed depending onthe increase in the size of the compressor, therudder was enlarged to improve control of theairplane, the wheel wells were widened as gov-erned by subsequent enlargement of the tires,which was a response to the increasing weightof the aircraft due to the installation of heavierweapons and various auxiliary systems, suchas the MW 50 and GM-1 booster systems. Therewas a change to the canopy and cockpit armor,where the aim was to improve ergonomics, theview from the cockpit and better protectionfor the pilot, and in the last months of the warthere were attempts to replace some structur-al units, typically the tail surfaces, with woodenstructures, which was a response to the overalldeteriorating supply chain situation and lack ofraw materials offered by the shrinking territorycontrolled by the Third Reich. But the basis ofthe airframe would remain the same, even inthe case of the last development version, theBf 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 itwas fine tuned on the Bf 109 G-4.The internal design changes and the over-all fine-tuning of the airframe are probably thereasons why the designation was changed fromBf 109 G-2 to G-4. Other changes in the equipmentof the aircraft were not the reason for changingthe designation in the later period for the Bf 109G-6. For the Bf 109 G-6, the differences in equip-ment and armament between individual produc-tion blocks were greater than that between theG-2 and G-4, and yet, the Bf 109 G-6 still retainedits designation, even after the installation of theDB 605AS engine. The change occurred only afterthe installation of the DB 605D engine, when thedesignation 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 of1942/43. Most of the on rudder depicted 34 victories were wonbefore he joined JG 4, during combat in the ranks of II./Tr. 186and III./JG 77. In addition to this aircraft, Schopper also flew theBf 109 G-2 “Black 1” in the background. [JG 4 Archive / Museumof Air Battle over the Ore Mountains]HISTORYINFO Eduard12November 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 thosethree tiny 2 1/2” X 4” photos of the B-17. This story and those small images were probablyresponsible 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 the127th Station Hospital based in Salisbury in thesouth of England. Salisbury was one of the fourwhole blood distribution centers for the Europe-an Theatre of Operations (ETO) and in particularfor the troops breaking out from the Normandybeachhead. My dad was charged with developinga transportation unit to deliver whole blood tofield hospitals supporting the troops advancinginto France.Captain Mautner’s first challenge was to findvehicles – two and half ton trucks (“deuce andhalfs”), Jeeps, motorcycles, trailers, and refriger-ation units to extend the short shelf life of wholeblood. He also had to create a cadre of drivers.The 127th arrived with only 11 licensed drivers andtwo men qualified to ride motorcycles- CorporalT/5 Lyle Holcomb and my dad. All the vehicleswere requisitioned without paperwork, including20 Harley-Davidson motorcycles. Training beganon the Salisbury Plain. Teaching young men todrive trucks and Jeeps was pretty easy. The mo-torcycles were not quite so easy to master. Menwere taught to start, accelerate, brake and shiftgears. They were then sent out on the grassyplain and told to practice and return in one halfhour. Several did not return having dumped theirmotorcycles and found them too heavy to right.A search party led by Captain Mautner and a fewsemi-competent novices then rode out in searchof the lost sheep. Once found, they were sent outagain.The point in mentioning this is to emphasizethe acute shortage of vehicles and drivers. “Mid-night requisitions,” a kind term for thievery, byother needy units depleted others of their hard-won caches of vehicles and made securing vehi-cles of paramount importance. And so it was onthe afternoon of August 10, 1944 when Lt Y.Z. Gar-ner of Birmingham, Ala., entered Capt. Mautner’soffice seeking a favor. Garner wanted to borrowMautner’s Jeep. One of his best buddies fromBirmingham, an Eighth Air Force B-17 pilot, wasflying into a nearby U.S. Army Air base and Garnerwanted to drive to meet him. Mautner, concernedfor the security of “his” Jeep, offered to accompa-ny Garner to that base which was approximately15 miles southeast of Salisbury.Stoney Cross was a Ninth Air Force base in theNew Forest about 10 miles west of Southampton.This former RAF base was home to P-38s of the376th Fighter Group that had recently flown offto newly bulldozed fields near the Normandybeaches. Remaining at Stoney Cross were theMartin B-26 Marauder Medium Bombers of the387th Bombardment Group. The seemingly shortride to Stoney Cross over narrow, hedge croppedroads took over an hour. Arriving in mid to lateafternoon, Mautner and Garner quickly identifieda lone B-17 Flying Fortress that dwarfed a field ofB-26 medium bombers.Finding the crew of the B-17 proved a littlemore challenging. Questioning base Army AirForce personnel led Mautner and Garner to thebase Officers’ Club or “O Club.” Garner’s friendwas at the bar with a co-pilot. Both had beendrinking. After salutations and introductions,Garner’s friend, introduced as “Mac,” asked hisguests 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-pilotback into the aircraft as he was quite inebriatedand 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. Thisis where he remained as “Mac” took the controls,Garner sat in the co-pilot’s seat and Mautnerstood between the two with no more than a goodgrip on their seat backs. Mautner recalled thatthey seemed to use all of the 5000 foot runwayto get airborne. “Mac” asked his guests whatthey would like to see on their “joy ride.” Likeso many American servicemen in England, theWhite Cliffs of Dover on the Channel Coast wasTitle photo: My Baby, B-17G-35-DL while her original assignment with the 324th BS, prior the 91st Bomb Group red-tail markingwas applied. [NARA]HISTORYINFO Eduard13November 2023Page 14
a familiar landmark made famous by Englishwartime singer Vera Lynn’s song of the samename. Told that they had no clearance to fly any-where near the coast for fear of being shot at byshore batteries, Mautner suggested a flight overtheir base in Salisbury. The flyover turned out tobe an epic “buzz job” that reportedly left the basevolleyball nets in turmoil for several minutes af-ter the event.The return to Stoney Cross was so late thata caption on the back of one photo noted “...it wasalmost dark when we came in”. Mautner tookthree photos to commemorate the event - oneof “Mac” barely visible under the nose of hisB-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 theaircraft’s nose art and her name – “My Baby.”Wartime censorship only permitted my fatherto caption the images “Somewhere in England,10 Aug. 44,” and finally that these “…’Forts’ are thegreatest bombers in the world.” They watched“Mac” take off for his home base and returned totheir base in Salisbury. Upon their return, basepersonnel excitedly describing the whipping vol-leyball nets.Mautner recounted that about a month laterLt Garner came to him in tears. He had just beennotified that his good friend “Mac” had been shotdown and killed on a mission over Germany. Andso ended Dad’s war story - or so I thought.In the summer of 1994 I was living in SouthernCalifornia and close to completing a Master’s De-gree in Historic Preservation/Public History. Thesubject of my thesis was Aircraft Preservationat the National Air and Space Museum. For myfinal research I had arranged an internship at theNational Air and Space Museum’s (NASM) Paul E.Garber Preservation, Restoration, and StorageFacility at Silver Hill, Md. for August and Septem-ber of that year. I spent those days in Building10, the preservation/restoration shop, and mylate afternoons and evenings researching in theArchives.My parents were living at the New JerseyShore. On Labor Day weekend, 1994, I drove upto visit them. With my tales of interning at theNASM, my Dad once again related “The Story”and brought out those three tiny photos, which hethen bequeathed to my care. Having spent muchof my adulthood reading WW-II aviation historyand building model aircraft, these tiny photosnow showed so much more to me than they did asa young boy. Exactly 50 years after my Dad’s joyride, 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 wasrather dark and the picture isn’t too clear”.[Mautner]91st BGemblem“Somewherein 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”. Wartime censorship prevented CAPT Mautner from notingthat he was at Station 452, Stoney Cross, in the NewForest. [Mautner]“10 August 1944. LT (Y.Z.) Garner on right, “Mac” on left– “Mac’s” plane, “My Baby” in rear. Note all the bombspainted on the plane. 1 for each mission. Taken justafter we landed.”Note B-26 Medium Bombers of the 387th Bomb Groupin the background. [Mautner]HISTORYINFO Eduard14November 2023Page 15
An Unplanned Research ProjectFirst, 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 thelong shot the top of the vertical stabilizer ap-peared to be a dark color with what appeared tobe the top of the letter A in a triangle that wasdarker than the stabilizer. In this image much ofthe 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 longline of bomb mission markings and three missionmarkings on a second line below that. And thevery seductive young lady painted on the nosenext to the name “My Baby” painted on a decora-tive background. Now I had two research projectsto 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 searchfor 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 ared vertical stabilizer was the Group identifier forthe 91st Bomb Group (BG) stationed at Bassing-bourn in Cambridgeshire in the English Midlands.The letters on the side of the fuselage identifiedthe aircraft as belonging to the 322nd BombSquadron (BS). So, one might ask, what wasa B-17 from the 91st BG stationed in the EnglishMidlands doing flying in and out of a 9th Air Forcebase in the very south of England on August 10,1944? Wasn’t there a war on and didn’t “Mac” andhis B-17 have bigger fish to fry?With the information I now had, NASM Ar-chives staff advised me that they had in theirrecords, and very conveniently in their ReadingRoom, files of all of the Eighth Air Force NoseArt and names sorted by BG (this collection isnow in the files of the National Archives in Col-lege Park, Md.). It took me five minutes to finda small proof image of “My Baby” in the 91st BGfile. The image is an official 91st BG photo of theaircraft and its crew. Two things jumped out atme. One of the nine crewmen pictured was thesame “Mac” in my father’s small photos. And theofficial photo showed the same number of bombmission markings as those shown in my dad’sphotos. Could this photo have been taken on thesame day that “My Baby” flew down to southernEngland to offer two Army officers a “joy ride”around the English countryside? I ordered an8” X 10” copy of this photo.Roger A. Freeman, an Englishman famous forhis documenting of all things Eighth Air Forcein WW-II, also wrote The Mighty Eighth War Di-ary. It has more photos and anecdotal storiesof 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 EighthAir Force. It is an education in the organizationof the Eighth. The primary unit of any BG is thesquadron consisting of 12 aircraft. Normally,a BG has four squadrons. Above the Eighth’s BGswere three Air Divisions, each consisting of 16 to18 BGs. The 91st BG was a part of the First AirDivision. Turning to Freeman’s War Diary andsearching for August 10, 1944, one discovers thatthe First Air Division stood down on this date – nomission was assigned to the 91st. So “Mac” andTwo 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 missionto 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]HISTORYINFO Eduard15November 2023Page 16
“My Baby” had a day off. How “Mac” got to fly a B-17from Bassingbourn to Stoney Cross can only beguessed. This may have been an opportunity tobreak in or “zero time” a new engine, but clearly“Mac” had another mission on his mind – to visithis buddy, Lt Y. Z. Garner, based in Salisbury.Finding “Mac”:An Amateur Sleuth Goes to Work.In September, 1994 I found a new resource thatproved key to unlocking the mystery of who “Mac”was and how he was lost over Germany. Again,following the suggestions of the NASM Archive’sstaff, I found another English author who focusedon the 91st BG. Ray Bowden’s book Plane Namesand Fancy Dames is a treasure trove of 91st BGaircraft names, nose art, and history of each ofthe aircraft that Bowden has been able to getimages of and information on. The artwork andname on “My Baby” was painted by T/Sgt. Antho-ny L. “Tony” Starcer, “…destined to be one of themost prolific and skilled nose art painters in theentire USAAF.” Starcer painted most of the bestknown 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 Braziliandancer and Hollywood movie star, Carmen Miran-da. A single color image shows lettering for “MyBaby” was red with a black shadow on a whitefield with a yellow decorative frame.Bowden’s write-up on “My Baby” contains a greatdeal of information and dispelled several pre-conceptions I had. She was a B-17G, distinguishedfrom earlier models by a chin turret. Her serialnumber was 42-107033. She was shot down byfighters on September 5, 1944, on a mission tothe I.G. Farben Chemical Works in Ludwigshafen,Germany. It was her 58th mission, but only thesecond mission for her young pilot, Lt ErnestRobert “Bob” Kelley, who survived the shoot down.Seventeen different pilots and crews had flownher. My first preconception, that a pilot and crewwere assigned an aircraft and stayed with thataircraft until they had met the required missiontotal and returned to the States, proved incor-rect.. Of the pilots mentioned in Bowden’s history,none had Irish or Scottish last names that beganwith Mc or Mac. But the September Fail To Return(FTR) date matches my Dad’s “one month” latertime frame, I thought that perhaps Lt. Kelley’snickname might be “Mac” and he had not beenkilled after all. But how to find out was my nextchallenge. Ray Bowden quoted Kelley severaltimes in his notes, so I wrote to Bowden to findout if Kelley was alive and if so, how to contacthim.Bowden was happy to get the information onmy dad’s “joy ride’ in “My Baby” and graciouslygave me his contact information for Ernest “Bob”Kelley which indicated that he lived in northernCalifornia. My call that was picked up by “Bob”Kelley who was surprised, but very pleased thatsomeone was calling him about his mission in“My Baby.” He gave me much information whiletrying to recall names fifty years in his past. Soonhe recalled that “Mac” was Lt David McCarty Jr.,who was in the same 322nd BS that Kelley wasin. Kelley also recalled that McCarty was lost onanother mission over Germany, but had no furtherdetails. 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, 1944on her 58th mission. [Kelley]HISTORYINFO Eduard16November 2023Page 17
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 thisphoto 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 shownonly 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’sartwork on “My Baby”.The original color photofaded, but the colors indi-cated conform to BobKelley’s recollection.[Kelley]Small piece of “My Baby “ recovered from her crash-siteyears after her dismiss.about his second and last and “My Baby’s” 58thand last mission.HISTORYINFO Eduard17November 2023Page 18
“Roxy’s Special”, B-17G , Serial No. 43-38348, LG-O, 322nd BS,lost with 1LT David McCarty Jr. and his crew over Ludwigshafenon September 8, 1944. This was the only loss in the 322nd BSthat day. Arriving at Bassingbourn on August 18, 1944, she waslost only three weeks later on her 5th mission. Officers picturedare the crew of CAPT Suther. [NARA]With over 40 mission markings, “Texas Chubby” looks a bitsecond hand in this image. McCarty and crew flew her on August11, 13, 14, and 15, 1944. She was lost to fighters over Halle the verynext day. Four survived the shoot down with five KIA includingher pilot. Crew members shown in this image are unknown to theauthor. [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 namedthis Olive Drab over Neutral Gray aircraft. Photo shows theWard crew in front of a freshly arrived and mission free aircraft.[NARA]HISTORYINFO Eduard18November 2023Page 19
“Roxy’s Special’s” center fuselage lies on Luther Strasse in the city of Ludwigshafen on September 8, 1944. Martin Luther Churchis on the left. Richard Braun, a teenager, recalled coming out of the church upon hearing the crash. He noted seeing bodies stillstrapped 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 fromMission to Ludwigshafen, Germa-ny, Sept. 5, 1944.Ernest Robert Kelley joined the U.S. ArmyAir Corps in April, 1943 and was commissioneda 2Lt. in January of 1944 at Stockton Field, Calif.He did final training at Hobbs, N.M., where he wasassigned to be first pilot in B-17s. Sent next toRapid City, N.D., he was given a crew of eight withwhom he flew to England in July, 1944, the samemonth my Dad arrived in England. Many crewsat this point in the war were sent to England infactory fresh aircraft, which they delivered todepots from which they were assigned to BombGroups in need of replacements. Kelley and crewfelt very lucky to be assigned to the 91st BG atBassingbourn. Close to Cambridge and knownas the “Country Club”, this former RAF base hadamenities that attracted politicians, entertainers,and journalists.Kelley and crew were assigned to the322nd BS. After he flew familiarization flightsaround England, Kelley flew his first mission asa co-pilot on September 3, 1944. The target wasthe submarine pens at Kiel, Germany. Thirty sixaircraft 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) atLudwigshafen in western Germany. The aircraftthey were assigned to fly was B-17G, serial Num-ber 42-107033. This aircraft, initially attached tothe 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, “TailEnd Charlie.” If that wasn’t inauspicious enough,foul weather and a V-1 attack on the airfieldthat morning heightened anxiety amongst thecrew. “My Baby” carried 4400 pounds of incendi-ary bomb sticks that morning. But Murphy wasn’tthrough with Kelley and crew. As the last aircraftto take off, “My Baby” was rocked by prop washand, barely airborne, she veered slightly to theright and hit an airfield landing light, blowingout a main gear tire. Assembling at 8000’, theyclimbed to 21,000’ over France where they en-countered worsening weather and the loss ofthe number three engine. Heavy flak over Metz,France took out the number four engine. Withloss of all power on the right side “My Baby” wasunable to climb and, lagging behind the Group,was advised by the Group Leader to turn backand seek a landing place in France. A return toEngland was out of the question.Shortly after turning back, “My Baby” wasbeset by Luftwaffe Me 109 fighters. One madea stern run that instantly killed Tail Gunner,S/Sgt. Richard Doyle, and destroyed part of therudder and elevator. Further rounds damaged theright wing near the dead number three engine.Losing control and altitude rapidly and unable tosee through thick overcast, Kelly rang the klaxonadvising all to bail out. Last to leave the doomedB-17, Kelley put on the last parachute hangingin 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 itsbag. As “My Baby” flew on, he saw the severedamage to the tail section and noted that anMe 109 continued to pursue the B-17. A sec-ond Me 109 turned toward Kelley and began toHISTORYINFO Eduard19November 2023Page 20
fire in his direction putting several holes in hischute. Clouds and low altitude ended this attackand Kelley soon found himself on the groundin a dense wooded area. In the meantime, “MyBaby” had made a 180 degree, descending turnand, missing the taller buildings of a small town,crashed onto a farmer’s field. The crash ignitedfuel, oil, and the incendiary bomb load creatinga huge fire that would continue to burn throughoutthe night and into the next morning. Kelley couldhear a dog barking nearby and the voices of anelderly man and woman. Understanding French,Kelley realized they were looking for survivorsof the bailout. Making himself known to them hewas quickly taken to the local chief of the FrenchUnderground and hidden in a deep hole obvious-ly prepared as a fortress/hide out along with hisco-pilot, 2Lt Andy Anderson, Navigator, 2Lt AltonKaroli and Bombardier, 2Lt George Lancaster.This hide out was 20 feet deep and containedtwo rooms partitioned by a large curtain. Oneroom was the sleepingarea and the secondroom contained rifles,uniforms, and othersupplies used to getallied personnel backto their lines. Kelleyand Lancaster sufferedminor 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 TurretGunner, S/Sgt. Edward Duemmer landed andwere assisted by local residents, eventuallyevading back to the Allied lines. Radio Operator,T/Sgt. Grover Nordman was found by locals, givena bicycle with which he rode over 50 milesthrough German-held territory and across Alliedlines. The body of Tail gunner S/Sgt. Doyle wasfound near the wreckage of the aircraft and bur-ied in the local cemetery by the town mayor andtwo young brothers.Kelley, Anderson, Lancaster, and Karoli, afternine days hiding with the French Underground,were picked up by two GI’s who had wanderednear their area in a Jeep. They still had to me-ander through the French countryside to avoidpockets of German soldiers in retreat. Arriving inParis 12 days after its liberation, Kelley and crew,aware that surviving crews were to report to theUSAAF headquarters as soon as they arrived, en-joyed the city’s sights and entertainment for twodays before reporting in. Upon the crew’s returnto Bassingbourn on September 17, a large, base-wide party was thrown in the 324th BS hangar.Gen. Dwight D. Eisenhower issued orders earlyin the war that evaders were not to be returnedto flying status in the ETO. This was to protect theFrench Underground from being compromised inthe event a previous evader was captured andtortured. While there were exceptions to thismandate, Lt Kelly and his crew were flown backto the United States to be trained for action inthe Pacific Theatre of Operations. While Bob Kel-ley did train in Douglas A-26 Medium Bombers tobe flown against Japan, the war ended before hewas ordered back into combat.1Lt David McCarty: Killed in Actionon a Mission to Ludwigshafen,Germany, Sept. 8, 1944Thanks to Bob Kelley, I now knew who “Mac”was. I wrote again to Bowden who responded witha great deal of information about David McCartyand his loss over Germany. Bowden also provideda partial list of McCarty’s mission history in the322nd BS. This provided further evidence that thecrew photo and flight to Stoney Cross both tookplace on August 10, 1944. McCarty and crew firstflew “My Baby” on August 8 and then again on the9th 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” wasshot down the following day with another crewon board. Further evidence was provided by 2LtFrank 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 bombardierby the squadron’slead bombardier because “Chow Hound was tolead the entire squadron on a mission in supportof the Normandy breakout. „Chow Hound“ and allof her crew were lost on that mission. With notime to reflect on the loss of his crew, Bolen wasimmediately assigned to the McCarty crew andis shown in the official 91st BG photo that nowappears to have been taken on the morning ofAugust 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. 43-38348named “Roxy’s Special.” On that day, this aircraftwas listed “Missing in Action” (MIA) on only itsfifth mission and McCarty listed as “Killed in Ac-tion” (KIA) over the same target that saw the lossThe four evaders returnto Bassingbourn 12 daysafter being shot down in “MyBaby.” L-R: LT Andrew “Andy”Anderson, Co-Pilot; Lt GeorgeLancaster Jr., Bombardier;Lt Alton Karoli, Navigator; andLt Ernest Robert “Bob” Kelley,Pilot. Anderson, who wasthe pilot of “Madame ShooShoo,” was loaned to theinexperienced Kelley crew forthe mission on September 5,1944. [Kelley]HISTORYINFO Eduard20November 2023Page 21
of “My Baby” three days earlier – the I.G. FarbenChemical 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, McCartyand crew sat in the “Roxy’s Special” which heldtwelve 500lb. Demolition Bombs. Shortly after7:22, as the sun began to rise, McCarty guided theaircraft off the Bassingbourn runway and head-ed east flying in the “right box” of the Low Groupjust to the right of the lead squadron. Climbingabove the English Channel to a height of 9000feet, McCarty headed toward Paris where the en-tire Group would climb to 26,000 feet. Time overthe target, was to be 11:48 a.m. Minutes beforebomb 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 rightengine, closest to the cockpit) with devastatingresults. The wing was severed at that point andthe aircraft was seen to fall burning in a flatspin. 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 bycentrifugal force. Eventually both were spilledout of the nose and parachuted to safety – sort of.They were the only survivors as the others wereeither killed instantly or trapped in the aircraftas it spun on fire into the city of Ludwigshafen.“Roxy’s Special” was the only 91st BG loss on thatmission.The I. G. Farben Chemical plant is near theconfluence of the Rhine and Neckar Rivers.Brazedons came down just north of the conflu-ence and on the west side of the river, almoston the burning chemical plant property and wascaptured immediately. Frank Bolen landed northof Brazedon on a tiny island where the Altrhe-in Canal enters the Rhine at Sandhofen. Bolenwas knocked unconscious from the impact andonce awake discovered that his right ankle wasbadly sprained. Waiting until dark, he founda rowboat that eventually got him to the eastbank of the Rhine where, moving north, heeventually reached the west bank at the city ofWorms. Traveling only at night and hobbled by thesprained ankle, he worked his way west for sev-en days. Forced to begin moving during daylightto protect his ankle, he was captured on Septem-ber 14th and transferred to Stalag Luft I. for theduration of the war. Stalag Luft I. was at Barth,on the Baltic Sea and was a temporary home tomany Allied airmen.“Roxy”s Special” fell in many pieces onto down-town Ludwigshafen. The center fuselage/cockpitfell on Luther Strasse directly in front of LutherChurch and was actually viewed by a young boywho was at the church that day. Richard Braun,hearing a crash, came out of the church and sawbodies in the aircraft and dangling from nearbytrees.The bodies of 1Lt David McCarty Jr., 2Lt Neil M.Mylin (Co-Pilot), Sgt. Frank F. Trim Jr. (Ball TurretGunner), S/Sgt. Charles E. Beebe (Waist Gunner),and S/Sgt. Floyd Z. Dillon (Tail Gunner) were in-terred in the Ludwigshafen Central Cemeteryon September 14, 1944. Top Turret Gunner andFlight Engineer T/Sgt. John Cangemi was initiallylisted as (MIA). There is no record of his initialinterment, but at some point his body was locat-ed after the war and reinterred at a U.S. Militarycemetery in Minnesota. T/Sgt. Henry R. Schulz isburied at the New Saint Marcus Cemetery, Affton,Missouri. Frank Trim was originally a Waist Gun-ner on Bob Kelley’s crew. During the summer of1944 the 8th Air Force began to reduce B-17 andB-24 crews from ten to nine. This was done byremoving one of the waist gunners in each air-craft and assigning them to other positions withother crews. Trim was lost doing Ball Turret dutyon McCarty’s crew on “Roxy’s Special”.David McCarty was born on his family’s farmin Gardendale, Ala. on February 6, 1922. David’sparents, David Sr. and Dorothy Ethel Clark, movedto North Birmingham in 1925. David Sr. becamethe owner of Northside Lumber Company, Inc.It was shortly after this move that David’s sis-ter, Ethel Jean was born. David attended gradeschool in North Birmingham and Philips HighSchool near downtown Birmingham. GraduatingPhilips in 1939, David entered the University of Al-abama and began studying Pre-Law. He also tookcourses at University Center, Birmingham.David’s sister, Jean, said David had inheritedhis dad’s entrepreneurial skills at an early age,managing a newspaper route for the Birming-ham News Age Herald, delivering newspaperson his bicycle and growing his route success-fully. Once old enough to drive at 16, he drovea garbage truck for the City of Birmingham in theearly hours before school opened. When this be-The 322nd BS hangar at Bassingbourn taken during the “BigSnow” of December, 1944. This structure is a twin to the 322ndBS hangar used to celebrate the return of “My Baby’s” officers onSeptember 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 the42-31634 ‘Texas Chubby’ standing in the background [NARA]HISTORYINFO Eduard21November 2023Page 22
came an interference to school attendance andwork he switched to working after school and onweekends at the family lumber yard, eventuallybecoming Vice President of Northside LumberCompany prior to volunteering for military duty.David is remembered by his sister as a youngman interested in mechanics and carpentry andan excellent partner to his dad in the manage-ment of the family’s lumber business. He alsowas 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” ofthe family home in North Birmingham just priorto his transfer to England.A desire to fly aircraft and fearing being draft-ed into the Infantry or Navy, David volunteered forthe U.S. Army Air Corps and was sent to FlightSchool at Maxwell Air Force Base in Montgom-ery, Ala. On March 10, 1943 he began PrimaryTraining at Avon Park, FL and, later, AdvancedTraining at Gunter Field in Montgomery. When hegraduated from Flight Training at Freeman FieldInd., he received the single gold bar of a 2Lt onDecember 5, 1943, one month before Bob Kelleywas commissioned. Assigned to bombers, Daviddid further training at Salt Lake City and Dahlbert,Texas, before flying to England where he servedwith the 91st BG, 322nd BS until his loss on Sep-tember 8, 1944.He was very respected by those who flewwith him. Frank Bolen, survivor of David’s lastmission said he was “… nice and easy going, butnot reserved.” And that he was “… an excellentand confident …” pilot. Dave Wolnowitz who wasa member of David’s crew prior to that final mis-sion remembers David as “…quiet and the nicestguy in the world…” and “…a great pilot”.David McCarty Jr. was survivedby his parents, sister, Ethel JeanMcCarty, and grandmother, Mrs.Rose Clark McCarty. The familyasked the U.S. Military to returnDavid’s body to Birmingham wherehis funeral service and final burialtook place in July 1947. He is buried in Forest HillCemetery in Birmingham.Who Would Have Thought SuchTiny Photos Could Lead To SoMuch Information.I could never have imagined that those threetiny images would lead me to so many sourcesof information. Not only was I able to find whathappened 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. Archivistsand Bob Kelley helped discover photos of McCa-rty and the B-17’s that he flew. Bob Kelley sentme a piece of “My Baby” that he recovered froma 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 anactual piece of the B-17 that he had a “joy ride” inon August 10, 1944.David McCarty was 22 years old when he wasshot 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 mydad it was a lifetime memory. For me, it has beenan opportunity to honor my Dad’s role in WW II.But it has also been an opportunity to remembera pilot who did not return to tell his kids amazingtales of his missions with the Mighty Eighth overNazi Germany. They were all a part of “The Great-est Generation” and their service should never beforgotten.AcknowledgementsThis has been quite a tour and I could not havetied all the loose ends together without thosewho have generously contributed information,photos, contacts, and editorial assistance. BobKelley very early on got me moving toward solv-ing the puzzle of who was “Mac” and the story ofthe demise of “My Baby.” He referred me to manycontacts that filled voids in “The Story.” He alsooffered me many photos of “My Baby” and finally,a relic removed from her burned out carcass thatlies below a French farmer’s bean field. Bob be-came not only an advisor, but a good friend whodid live to see this story completed. Jean McCartyKittrell, David McCarty’s sister sent not only therecollections of a teenaged younger sister, buta careful list of editorial corrections. Her careeras an English Professor made her eminentlyqualified 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 andSpace Museum lent their knowledge and enthusi-asm. Brian Nicklas, Melissa Keiser, and Larry Wil-son could not have been more helpful in pointingme in the right direction. My early contact withthem in 1994 and my subsequent employmentat the NASM have created enduring friendshipswith them. Frank Bolen and David Wolnowitzwere also very generous with information aboutDavid McCarty and his last mission. Ray Bowdenand The USAAF Nose Art Research Project werea critical source of information on McCarty andthe B-17s that he flew. I am also grateful to the91st Bomb Group Memorial Association for theirassistance and Jan Zdiarsky for his interestin this story that led him to provide additionalresearch, 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 healthyas a horse until a stroke took him down. We corresponded until the end. Yes, we had become friends and metout 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]HISTORYINFO Eduard22November 2023Page 23
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 viewof an aircraft armorerTime flies like water in a raging river. In 2016,we commemorated the 60th anniversary of theestablishment of the aviation units later operatingat Náměšť nad Oslavou Air Base, and this year, inOctober 2023, it will be exactly 10 years sincefixed-wing aircraft permanently left the localfacility. From the MiG-15s, through the Su-7BM,BKL, U, the Su-22M4 and the UM-3K series ofsupersonic aircraft, and on to the Su-25K, UBKattack aircraft and L-29 Delfín trainers, plustransport and liaison Mi-1, Mi-2 and Mi-17helicopters, the unit's main equipment fora decade was also the globally known and provenL-39ZA Albatros, produced by the domesticmanufacturer Aero Vodochody. Aircraft of thisseries began to operate from Náměšt in 1994 withthe disbanding of the former 30th bilp atPardubice Airport. In the fall of that year, Su-25Kand UBK aircraft, together with four Albatroses(coded 3903, 5015, 5017 and 5019) moved to theirnew location at Náměšť as part of the 1st TL(Technical Flight), then the 32 .zTL (Tactical AirForce Base), at Náměšť nad Oslavou.As the Su-25K was gradually phased out ofservice by the end of 2000 (the last flight wasmade by aircraft coded 5039 in a flyover fromNáměšt to Přerov on December 11th) and replacedby the new L-159A ALCA light attack fighter, moreL-39ZA Albatroses were assigned to Náměšt’s2nd TL (Technical Flight). By the fall of 2003, allL-159s were handed over to Čáslav.On December 1st, 2003, the 221st TL (TacticalFlight), 22nd zL (Air Force Base) was officiallyfounded in Náměšť nad Oslavou. The squadronoperated ten L-39ZA Albatros trainers, coded2341 (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 (coded2347, 2418, 2424, 2427 and 2430). The squadron'sTomáš DederaAircraft 2436 ready for flight awaitingthe arrival of its pilot. It carries a non-traditional, relatively large payload oftwo 350l (92 gal) droptanks and a pairof CP-100-70AM practice bombs. The airintake bears a remnant marking fromthe airplane’s service with the 11th slp inZatec. The pilot’s helmet is hanging on theleft pitot tube.Aero L-39ZA Albatros, coded 5017 on the apron of the 1st Technical Flight during the winter months. Worthnoting is the symbol of the 1st Technical Flight above the nose landing gear (at that time the squadron operatedthe Su-25K as its bread and butter and this marking was carried by some birds on their engine nacellesor noses) and the 32nd zTL emblem of Náměšť nad Oslavou on the rudder. (photo archive of the author)HISTORYINFO Eduard24November 2023Page 25
technical staff was made up of experiencedmechanics and specialists who previouslyworked on the Russian Su-22 and 25 series ofaircraft and later, the Czech L-159A ALCAadvanced light combat aircraft. The task of thesquadron was to ensure the continued training ofyoung pilots who came from the CLV (AviationTraining Center) in Pardubice, especially in ÚBP(training in the use of weapon systems - combatuse tasks) and cooperated with advancedFAC/JTAC aviation instructors. Its firstcommander was pilot Lt.Col. Ing. Antonín K. andZV-ILS (Commander of the Technical Staff) Capt.,later Maj., Marián M. The Flight did not spendmuch time warming up on its assigned field, asby 2004, it flew to the airport at Pardubice.It operated from there for seventeen long months,while a major modernization, renovation andconstruction of new buildings took place inNáměšt. By that time the first experiments withÚBP began with the use of CP-100-70M practicebombs, popularly called ‘cements’. It should benoted here that this type of training almoststopped for a certain period of time, because theL-159s (operating from Náměšt from the spring of2001 to the autumn of 2003) did not yet have theirweapons systems fully integrated, or were still indevelopment (such as the 20 mm PLAMENcannon). A greater focus on the use of live aerialammunition occurred only after the return toNáměšt in July, 2005.The standard gradually became the use of fouraircraft at the ÚBP, if technical conditions and,above all, weather conditions allowed, at leastonce a month. Monday usually started withpreliminary preparation - technicians andspecialists performed more extensivemaintenance, removed defects that manifestedthemselves during previous flying, replenishedfluid levels and gases, checked important aircraftsystems and nodes, or they changed worn tires ifsigns pointed to that need. Armorers carried outloading of UB-16-57 UMP rocket pods and testedall weapon systems (cannon, bomb and rocketarmament) in all modes - not only testing in thestandard mode of use, but also, for example,control of the jettisoning of payload underemergency situations, with the help of specialpreparations and measuring or signalingtechnology.From Tuesday to Thursday there were specialflying events. They started with a weather survey,when one plane took off with an experiencedcrew, who evaluated the weather conditions onthe flight path to the firing range. If conditionssuited, then it was down to business. Aircraftground crews, R+RTV (radio and radio equipment)and E+ESV (electrical and special electricalequipment) specialists carried out pre-flightpreparation, and at the very end, when everyonewas finished, the weapons specialists came intothe picture. They first checked the rotation of theairplanes in the safe directions, turned off allweapon control elements, the on-board network,the external power source and closed thecanopies. They then placed red pylons 5m in frontof the aircraft (and in the case of chargingunguided rockets, 5m behind the aircraft as well),cordoning off the area as a dangerous zone intowhich all unauthorized persons and vehicleswere strictly prohibited from entering. They thenperformed their own loading of the machinesaccording to the planned flight schedule. Then itwas just a matter of waiting for the crews toarrive at the planes. After the arrival of the pilot,the aircraft crewchief gave a report on readinessfor flight and information on the amount of fueladded. The armorer informed the crew of the typeand amount of armament the aircraft wasequipped with for the flight, or provided additionalinformation, such as fuse timings on any bombscarried. This was followed by strapping the pilotinto the VS-1 BRI ejection seat by the crewchief,fitting him into the parachute harness, removingthe safety pins from the ejection seat, allowingit’s potential launch. First the SAFÍR APU was setin motion, followed by the AI-25 TL engine itself.After a short engine test and a check of theoperation of the flaps and speedbrakes, theaircraft approached the so-called ČPS -Preliminary Start Line, popularly known as ‘theline’. Here, specialists performed the last visualinspection of the aircraft before entering the VPD(takeoff and landing runway). They mainlyfocused on the perfect closure of all covers andopenings, or checked for signs of non-standardleakage of operating fluids - aviation fuel, oil orhydraulics, which could indicate a leak ormalfunction of these systems, which could havefatal consequences in the later phase of theflight. After this inspection, if everything was inorder, only a raised thumbs up from theinspectors followed – indicating all was good togo, and with the permission of the control tower,the roll-up to the VPD and finally take-offfollowed. Flights to the firing range usually lastedabout 1.5 hours.After landing, the aircraft taxied to a specialstand - the so-called ‘holding stand’. There, afterguiding the aircraft in a safe manner, the gunnersperformed a post-flight armament check.If everything was in order, meaning that thecannon operated properly, rocket pods wereempty and bombs dropped, the aircraft continuedto its own stand. When the occasional problemdid crop up, the crew shut down the engine, thearmorers disabled the cannon against anunwanted firing, the crewchief secured the seat,the pilot got out, and then the gunners completedArmorers load S-5 K unguided rockets into UB-16-57 UMP rocket pods. Red flags are placed in frontand behind the aircraft, external power is disconnected from the aircraft and cockpits are closedfor safety reasons.L-159A Alca on the apron of the 1st Technical Flight at Náměšt in the summer of 2003. The airplane isinteresting with its inscription on the right air intake, symbolizing the 50th delivered ALCA for the Air Forceof the Czech Republic Army (photo archive of the author).HISTORYINFO Eduard25November 2023Page 26
HISTORYthe safe discharge of the weapons. Then thewhole merry-go-round was repeated, usually atleast two or three more times. After the lastflight, the airplanes were ‘post flight’ inspectedand, with the help of tow trucks and tractors,towed to their hardened aircraft shelters in thesquadron's dispersion areas. The entire cycle offlights from the beginning to the end of theworking day usually lasted 12-13 hours, in anyweather, in freezing cold or sweltering summerheat, in wind and rain. Friday, a non-flying day,was intended for the elimination of possibledefects in the airplanes, and above all, for thecleaning of all weapons after having been fired.As standard, the armament triad was flown -B, R, C (for bombs, rockets, cannon) - four aircraftwith a GŠ-23 cannon with, typically, fifty rounds,one hundred as the exception, two additional fueltanks 150 l on the inboard pylons and either twoUB-16-57UMP rocket pods, each with a maximumsupply of sixteen S-5 unguided rockets of varioustypes or two CP-100-70M cement practice bombson the outboard hardpoints. Later, we increasedthe range of armament carried by including theuse of OFAB-100-110TU frafmentation bombs of100kg (220lb) weight. These were of Czechoslovakmanufacture, produced in Vlárské StrojírnySlavičín from the 80s to the 90s. It was a specialbomb that could be used at high speed at lowlevel as a brake, thanks to the integrated BZ-5braking system. An electric head igniter, also ofdomestic provenance, of the LZEH-3 type, made itpossible to set up to five different delays,depending on the nature of the target, fromimmediate action at impact, two short-termmodes in the order of milliseconds (againstbunkers and other fortified targets) and twolong-term delays (for practice and securityreasons). The odd time, it was also possible tosee Albatroses carrying a quartet of trainingcement bombs or even live OFABs. Unlike theSlovak Air Force, we practically did not useL-39M559 dual ejector racks (only fordemonstrations). At times, when it was absolutelyAn 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 cannonand 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 furthertaxiing for takeoff.For display purposes, loaded armament could include a UB-16-57UMP rocket launcher and an L-39 M559 twinejector rack with a pair of CP-100-70 M practice bombs.INFO Eduard26November 2023Page 27
HISTORYnecessary, from the point of view of range,especially during cooperation with otherformations and larger exercises, the 150l (40 gal)outboard tanks were replaced by their bigger350l (92 gal) brothers.In the case of flying from what used to bePřerov Air Base, the aircraft were loaded up withunderwing minitions, without the need to mountdrop tanks. This was made possible by the closeproximity to VVP (Military Training Area) Libaváwith its extensive firing ranges. It was alsopossible to make six flights per day. At that timeyou could see Albatroses fully loaded withUB-16-57 UMP rocket pods on the inner pylonsand OFAB-100-110TU bombs codenamed JUPITERon the outer units, as they would be in times ofactual conflict. At this time, the EKSR-46 signalcartridge ejectors, located in the right rear partof the aircraft, with yellow, red, white and greencolors, which were to act as decoys, began to beused again. For the first 5 years of the squadron'sexistence, scheduled higher level work andaircraft overhauls were carried out in cooperationwith the 217th LOLNT (Supersonic Aircraft RepairSquadron) in Čáslav. Part of the work involvedarmament and associated systems, andoccasionally, it was possible to see our L-39swith four UB-16-57UMP rocket pods, but onlyones that were empty. A separate chapter is theuse of guided munitions - in our case, thisAircraft 2415 just before taking off from the stand at the point of no returnUnderslung are a pair of 150l (40 gallon) drop tanks and two live OFAB-100-110TUfragmentation bombs.Here, the pilot is taking over aircraft 5019 from the crewchief. It carries two 40gallon drop tanks and two full UB-16-57UMP rocket pods with 32 S-5KP unguidedrockets. A special Praga V-3S SUEZ (Universal Electric Starter Source) vehicle isparked between the planes, serving as a source of electrical power during groundpreparation 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 ispictured shortly after it was forced to return and land at its home field after sufferinga 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 PřerovaAir Base. Interestingly, it carries two full UB-16-57UMP rocket pods with 32S-5KP missiles and two OFAB-100-110TU fragmentation bombs. Under the cockpitwindscreen 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 Eduard27November 2023Page 28
HISTORYinvolved exclusively the R-60 AA-8 Aphid air toair dogfighting missile, carried on UZR-60 rails.These were infrared (thermally) guided missiles,which, however, were not equipped with a rocketengine, nor did they carry fins on the rear orrudders on the nose of the missile. Only the IRwarhead was retained, as were the four finlets onthe front, whose purpose was to help increasethe effect of the rudders by swirling the air overthem at high angles of attack. This trainingversion of the missile was equipped witha recording device, which recorded someimportant parameters when the missile was fired- for example, the overload on the aircraft. Theseparameters were evaluated by the instructorafter the flight, and they could realisticallyindicate whether the launch strategies werechosen correctly. The missile was white and had3 black bands around its body as a distinctivemarking, consistent with the training versions ofSoviet/Russian guided missiles. The bodies weresuspended on P-62-1M-ZA rail adapters whichwere mounted under the pylons. By default, theunit was suspended under the left wing, but theadapter had to be suspended under the right sideas well to maintain the plane's symmetry.Detail of the above noted loadout. Note the weathering on the UB-16-57UMProcket pod and the fuse delay of 0.03 seconds written down on the bombin 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 Eduard28November 2023Page 29
HISTORYOriginally, the ZA version of the Albatros did notpossess the ability to carry these missiles, andcould only carry the older type infra-red guidedR-3S. The work required to adapt the L-39 to theR-60 was carried out sometime in the mid-1980sby workers of the LOZ (Aircraft Repair Base) inČeské Budějovice.A specialty, seen on the ZA version at Náměšt,is the use of special containers, carried under theputboard pylons. These containers, operated bythe crews of the Military Technical Institute ofAviation and PVO (VTÚL and PVO Prague), servedas carriers for the newly developed types of pilotparachute. These were tested together witha special weight imitating the human body. Thephotograph shows a cartridge case carryinga maximum of 150 rounds of 23 mm ammunitionwith fifty rounds of OFZ (fragile - explosive -incendiary) and BZT (piercing - incendiary -luminous) ammunition, in a ratio of 4:2. In thewinter, when it was not possible to rehabilitatethe impact area of the firing range, instead of OFZcartridges, BZA (armor piercing - incendiary)were used. Visually, the projectiles aredistinguished by the following colours: BZA -black projectile body, with a red and white stripeon the tip, under which the incendiary componentis hidden, BZT - again black, sometimes gray(depending on the manufacturer and productionblock) projectile body with a yellow tip, OFZ -black (grey) body of the projectile (grenade) inwhich the effective explosive Hexogen isincorporated, the lighter is silver in color witha purple tip. It is unlocked only after a certaindistance from the muzzle of the weapon (the so-called ‘mask safety’), so that the aircraft itself isnot endangered by the action of axial and radialforces (rotation of the projectile, initiated by thegrooved bore of the barrel), created during firing.A specific type of round that are placed at the endof the cartridge belt are copper OFZ rounds,additionally marked with a yellow stripe on thebody of the projectile. These have a lead wireattached to the bottom of the round, whichcreates a mixture with copper residues from theguide rings when fired, and the resulting mixtureis literally blown out of the barrel by the followinground. These cleaning effects on the barrel havea significant effect on reducing wear, improvingaccuracy and extending overall service life.The GŠ-23 cannon is a development of a Sovietweapon with dual barrels and breechblocks. Thisis how the designers of the weapon, Grjazev andShipunov, managed to achieve a relatively highmuzzle velocity of the weapon - 3200 to 3400rounds/min. The weapon, which is widespreadeven to the present day, equipped a whole seriesof airplanes and helicopters of Soviet origin,either as an integral part of the design or insuspended weapons containers. It is a veryeffective weapon, whether against air or groundtargets, accurate and easy to operate andmaintain, with a minimal number of defects.There were several types of S-5 unguided airto surface rockets used. First off, there were theolder S-5 K and S-5 Ms. Both had the same typeof ignition of the rocket motor, using electricalwires terminated with a plug. These differed fromeach other in their purpose. The K version wasL-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 tankand UZR-60 training round on a P-62-1M-ZA launch rail.Ammunition case with an average of fifty rounds.Photo Petr SoukopLeft to right: GŠ-23 cannon pod 23mm rounds of OFZ,BZA and BZT types.INFO Eduard29November 2023Page 30
HISTORYintended for use against ground and armoredtargets (tanks, armored personnel carriers, etc.),while the M variant was a more general purposeround used against soft targets and destroyed itstarget with a pressure wave created during theexplosion. The second, more modern branch ofthese rockets was represented by three types:S-5 KO, S-5 MO and S-5 KP. All of them had aninnovative way of initiating launch, using contactrings (faster and safer operation). The warheadsof the rockets were also improved: KO –fragmentation - contained a larger amount ofexplosive and, in addition, to increase theeffective radius, ten extra rings on the warheadwere added. These were ‘pre-fragmented’ andformed projectiles of about 2g in mass after theexplosion. The MO version had twenty of theseadditional rings. The last used was KP and wasthe same as KO, with the difference that the useof a piezoelectric igniter, which was supposed tosafely initiate the rocket motor even at veryshallow angles to the target.The first big change came about in 2008. OnOctober 1st, Mi-24V/35 combat helicopters, whichwere operated by the newly formed 221.Vrl, weremoved to 22nd Base in Náměšt. As a result, thesquadron operating the L-39 was redisignated222nd Training Squadron. However, the nature ofthe tasks remained the same. The squadroncontinued to successfully fulfill its requiredtasks, until the fateful day of December 16, 2010,when during take-off of 2341, after an enginereplacement, a titanium fire occurred in the high-pressure compressor of the engine near the endof 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 torestart the engine, until finally both of them wereforced to eject from the silent Albatros close totheir home field. This accident had a major impacton the further functioning of the squadron. Ofcourse, a ban on flying followed, as it usuallyhappens in such cases, and the problem with theengines were resolved only after more thana year! Then, on November 1st, 2013, operation ofPřerov Air Base was definitively terminated andthe Mi-171Š transport helicopters werereassigned. At the same time, the remainingL-39s were transferred to the air base at Čáslav,as part of the newly formed 213.VL (TrainingSquadron), which jointly operates L-39ZAs andL-159Ts, but that's another chapter. Looking back,I believe that the squadron performed its taskswith honor over the ten years and trained manyyoung pilots who then successfully continued onto fly the L-159A ALCA and JAS-39 Gripen out ofČáslav. Thanks also go to the members of the ILSground staff, not only the 221.TL (222.VL), but alsothe 217.LOLNT in Čáslav and later the 223.LOLT inNáměšt, who honestly took care of thesemachines and maintained them throughout theiroperation on the airfield at Náměšt nad Oslavou.Container with eight S-5 KP rocket projectiles, onewith deployed stabilization fins, which would be inflight mode. The others have their fins folded andcontained 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 differencein the length of the rocket motor and the warhead areevident in the newer KP version. There was alsoa 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 warheadof the KO, though the V-5 igniters remained the sameDetail 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 Eduard30November 2023Page 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.
HISTORYText: Miro BaričPhotos: Ukrainian armed forces,social media and other public sourcesAir war over UkraineDefeat of the Black Sea FleetMi-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 wereseveral successful Ukrainian attacks on the occupied Crimea.This led to the withdrawal of most of the Russian Black SeaFleet's ships from Sevastopol to more distant ports. As a result,Ukraine was able to resume grain exports independently. This canonly be described as a strategic defeat for the Black Sea Fleet.To understand these events, we need to lookat preceding periods, as the following eventsare closely related. In July, the grain agreement,allowing food exports from Ukrainian ports,expired. Russia, following the agreement'sexpiration, immediately began attacking theinfrastructure of ports and grain warehouses,not only in the Black Sea but also along theDanube.These attacks continued in August andSeptember, the period we are focusing on inthis article. The Danube serves as the borderwith Romania, and Ukrainian ports Izmail andReni on this river are only a few meters froma NATO member state. In early September,the remnants of three Russian drones usedin attacks on Ukrainian ports were found onRomanian territory within one week. Initially,Ukraine reported crash of a Russian drone onRomanian territory, but Bucharest denied it fora while. When Romanian civilians reported theimpacts of Russian drones, the government inBucharest informed NATO allies about theseincidents and summoned the Russian chargéd'affaires to express a "sharp protest." NATOspokesperson Dylan White commented thatthere was no indication that Russia deliberatelyattacked alliance territory. It's clear that NATOdoes not want a conflict with Russia.From July to October, Russia launched 17major attacks on ports, hitting 150 buildings,six civilian cargo ships, and destroying 300,000tons 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 theCrimean Peninsula, including the destructionof an S-400 air defense system in Olenivka innorthern Crimea. Bases in Saky, Hvardijske, andBelbek, where a significant portion of the BlackSea Fleet's aircraft was stationed, were alsotargeted.During August, Ukrainian special forcesoccupied four oil platforms in the Black Sea,which had Russian radar and helicopter landingpads. A skirmish between Ukrainian boats anda Russian Su-35 fighter occurred during oneof these raids. The Su-35 became a target fora missile launched from one of the boats. It'suncertain whether it was actually damaged, butthe aircraft withdrew. During one of the raids,INFO Eduard32November 2023Page 33
HISTORYUkrainian naval drone attacking the Russian shipOlenegorskyi Gornyak.Olenegorskyi Gornyak in a dry dock showinga hole in its hull.Landing ship Minsk on fire on September 13thin a dock in the port of Sevastopol.This peculiar photograph was created by assemblingimages from a video capturing the damage to the shipMinsk.Landing ship Olenegorskyi Gornyak listing to the leftafter a Ukrainian naval drone attack.Ukrainian helicopter Sea King HU.5 with a cartooncharacter's head and the name "Aviator" painted on thefuselage side.a Ukrainian boat had to maneuver wildly to avoidbeing fired upon. One soldier fell into the waterbut was later rescued by a Ukrainian drone.It reported the soldier's location until rescuearrived.It's possible that three Sea King HU.5helicopters provided by Britain to Ukraine wereinvolved in these actions. Ukraine uses thesehelicopters for transport, search and rescuemissions, and transporting special forcesbehind enemy lines. Therefore, it's very likelythat they played a role in the occupation of oilplatforms in the Black Sea and in supportingthe special forces' landing on the Crimeancoast. Coincidentally, during the period we areexamining, a new photo of a Sea King helicopterin Ukrainian service was published. The rightside of the fuselage features the image ofa drawn character's head and the inscription"Aviator."Russian ships also became targets ofUkrainian attacks. On the night of August 4, nearNovorossiysk port, the Ropukha-class landingship Olenegorsky Gornyak was hit by a navaldrone as it entered the port. According to initialRussian reports, the attack was successfullyrepelled, and the ship suffered no damage.However, in the morning, it was revealedthat the ship was unable to move and hada significant list to the left. It had to be towed todry dock. The ship had a hole in the right side ofthe 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 navaldrone. The explosion caused a hole in the rightside and flooded the engine room.Attack on docks and HeadquartersAll the actions mentioned so far were justa prelude to the main attack that occurred inSeptember. After losing radar installations onthe platforms, air defense systems, and aircraft,Russia was unable to effectively protect thewestern part of Crimea. This had disastrousconsequences for the Black Sea Fleet.On Wednesday, September 13, early in themorning, Storm Shadow cruise missileslaunched from Ukrainian Su-24M aircraft struckthe dry dock of the Sevmorzavod shipyard inSevastopol. At the time, the dock housed theMinsk-class Ropukha landing ship and theB-237 Rostov-on-Don submarine.A major fire broke out on the Minsk,destroying virtually all superstructuresfrom the main deck upwards. Parts of thesesuperstructures collapsed. The commandbridge and the ship's mast completely collapsed.In this case, it's an older vessel from 1983, andthe cost-effectiveness of repairing it is highlyquestionable. According to the Ukrainian side,the Minsk was supposed to leave the dockon September 14, which is why it had a crewpreparing for that. More than 60 sailors werereported to have perished.The Rostov-on-Don submarine fared just aspoorly. It belongs to the upgraded Kilo class(Russian Project 636.3) and entered servicein 2014. Besides torpedoes, it can carry Kalibrmissiles, which it previously launched atUkrainian cities. However, it's the end for thesubmarine. After being hit by Storm Shadowmissiles, it has two large holes in its hull—oneon the right side behind the conning tower andanother in the front in the torpedo compartment.The possibility of repairing it is also highlydoubtful.Less than a week later, Ukrainians carriedout another successful mission with StormShadow missiles targeting Sevastopol. Exactlyat noon, on September 22, the headquarters ofthe Black Sea Fleet were struck by at least twomissiles. Only the outer walls remained of thebuilding; the interior was completely destroyed.What was worse for the Russians was thatthere was a meeting of high-ranking officersin the headquarters, which the Ukrainians wereinformed about by the partisan movement. Twodays after the attack, the Ukrainian SpecialForces command reported that in this operation,codenamed "Crab Trap," 34 Russian officerslost their lives, and 105 soldiers were injured.Admiral Viktor Sokolov, the commander of theBlack Sea Fleet, was said to be among the dead.Russian authorities later released severalvideos that were meant to prove Sokolov's well-being, but there are uncertainties about whenthese videos were made. According to Russianoccupying authorities, only six were injured, andthe "situation is under control." However, theyalso had to admit that the building cannot berepaired, and its remnants will be demolished.Most of the remaining large vessels of theINFO Eduard33November 2023Page 34
HISTORYBlack Sea Fleet retreated further to the east,especially to Novorossiysk. Landing ships weremoved to the Sea of Azov, where they serve fortransporting supplies to the ports of Berdianskand Mariupol. Russia lost control of the westernpart of the Black Sea, which Ukraine used toresume grain exports at the same intensity asduring the grain agreement's validity.Russian Air OffensiveHowever, this doesn't mean that the Russiansare sitting idly. While they received a significantblow on the Crimean front in September,they had the initiative when it came to otherareas along the long front line. A particularlyunpleasant surprise for the Ukrainian side wasthe increase in the range of kamikaze droneslike the ZALA Lancet. These drones previouslyhad a range of around 40 km. On Tuesday,September 19, however, one Lancet droneattacked Dolgintsevo Airport near the city ofKryvyi Rih, which is located up to 70 km fromthe front line. The Lancet's extended rangewasn't the only shocking revelation that day.The entire attack was observed by a Russianreconnaissance drone, which freely movedabove the airport. Despite the relatively closeproximity to the front, Ukrainian air defensewas shockingly underestimated. The Lancetdrone approached from behind slightly to theright of a parked MiG-29 fighter jet. It appearsto have grazed the end of the right wing and hitthe ground just beside the front right part of thefighter. The explosion didn't completely destroythe aircraft but certainly caused significantdamage, roughly in the cockpit area.What's even more bewildering is theUkrainian inaction following this attack. Thus,the Russians were able to repeat the attackon Saturday, September 23. The location andparticipants remained the same. A Lancet droneonce again attacked the Dolgintsevo Airbase,and once again, it was recorded by a Russianreconnaissance drone. This time, the footage isat night and of lower quality, so it's challengingto accurately determine the type of aircraftstruck. It could have been another MiG-29 oreven a Su-25. After the Lancet's strike, thistime it exploded and caught fire. The video onlycaptures one Lancet attack and one explosion,but on low-quality satellite imagery, the burnedarea is visible in another parking area onthe airfield, indicating that two aircraft weredestroyed.For the third time, the attack occurred onMonday, September 25, at Kulbakino Airfieldnear Mykolaiv. During this attack, an explosioncompletely destroyed a MiG-29. LieutenantOleksandr Bobyk, a 26-year-old aircrafttechnician from the 204th Tactical AviationBrigade, lost his life in the incident. TheUkrainian side confirmed his death, stating thathe fell victim to a missile strike in this case, withno mention of the Lancet drone.This was a costly lesson in not underestimatingthe enemy and the need to better protectvaluable aircraft or move them further from thefront line. On the other hand, these were the onlylosses suffered by the Ukrainian air force duringthe observed period. While August saw severalair-to-air clashes with tragic consequences, inSeptember, Ukraine did not lose a single aircraftor helicopter in the air.Russian LossesMeanwhile, the situation on the ground frontwas more-less stabilized. Ukrainian troopsmade advances in the Bachmut and Robotyne-Verbove areas in the Zaporizhia region. Still,their progress was slow. To counter thepenetration near the village of Robotyne, theRussians deployed airborne units, which haltedthe Ukrainian advance with counterattacks butat the cost of heavy casualties. It was clearthat the Russian command was buying time atthe expense of the lives of its soldiers. WhatFootage 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 Ukrainianarmed forces.INFO Eduard34November 2023Page 35
HISTORYit was buying time for would become apparentin October. During the observed period, theRussian air force began to launch more attackson Ukrainian positions on the front line andbeyond. They used glide bombs, released fromS-34 aircraft and guided from a relatively safedistance. Attacks occurred along the entire frontfrom Kherson to Kharkiv. On Friday, September29, a Russian Su-35S fighter was shot downnear Tokmak. The pilot perished. The fighter wasprobably 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 airdefense. It is also possible that it fell into a trapset by the Ukrainian side. During the observedperiod, one Patriot air defense system wasrelocated near Odessa, and in previous months,Ukrainians had already used it to shoot downRussian aircraft on Russian territory.Thus, the month of September beganand ended with the fall of Russian aircraft.Already on Friday, September 1, a Ka-52helicopter crashed into the waves of the Seaof Azov near the Zaporizhia region. It occurredapproximately 1.5 km from the coast. The crewsurvived, and Russian rescuers retrieved themfrom the water. Furthermore, the Russian airforce lost two aircraft in accidents during theobserved period. On Tuesday, September 12, anSu-24M crashed near the village of Lozhki in theVolgograd region. Both crew members perished.On Wednesday, September 20, near the villageof Kolodezny in the Voronezh region, an Su-34with the registration RF-95806 and bort number"red 05" crashed. In this case, both pilots fromthe 47th mixed aviation regiment successfullyejected and survived.Mi-8 helicopters are ubiquitous and highly needed. This series of images was recently publishedby the Ukrainian armed forces.Su-27 from the Ukrainian 39th Tactical Aviation Brigade.The Ukrainian Su-25 has its entire underside andauxiliary tanks painted in blue and yellow for quickidentification.A shot from the Russian drone Lancet during an attackon the Ukrainian MiG-29 at Dolgintsevo Airport onSeptember 19th.Destroyed Russian Su-35S near Tokmak on September29th.INFO Eduard35November 2023Page 36
BOXART STORYHeinz Bär became one of the Luftwaffe'smost famous fighter pilots and was one ofthe rare German airmen the Allied presswrote about during the war. His journey to thecockpit of a fighter plane took him througha job as a Luftwaffe aircraft mechanic,a series of rejections from superiors,violations of regulations and the cockpit ofJu 52. He gradually worked his way up to becomea successful fighter pilot, a Staffelkapitänand then a Gruppenkommandeur. His healthproblems and exhaustion led to a conflict withHermann Göring in the summer of 1943, whichresulted in his removal as commander ofI./JG 77. A subsequent conflict with an NSDAPfunctionary led to Bär's transfer to II./JG 1,with which he served as a simple pilot aspunishment in early 1944, with 179 kills to hiscredit!However, in March 1944, Bär became actingcommander of II./JG 1. From February to Aprilhe achieved 23 victories without being shotdown himself. Among the highlights in thisperiod are the downing of the bombers “MissOuachita” and “Flak Magnet”. In both cases,Bär's ground personnel witnessed the victories.With B-17 “Miss Ouachita”, Bär appeared ina newsreel. The destruction of the Liberator“Flak Magnet” was an even more significantevent, as it was Bär's 200th victory, and a shortOKW communiqué (Bär's third) was issued twodays later about this achievement. Albeit II./JG 1lost almost a hundred machines during the sameperiod. Major Heinz Bär scored his 201st victoryon April 29, 1944 at 10:56 near Braunschweigwhile fighting bombers and their escortsheading for Berlin. Bär managed to lead theII./JG 1 formation into a frontal attack againstthe bomber formation, damaging one Liberatorin the process.Then a fighter escort of Thunderboltsfrom the 359th FG and apparently Mustangsfrom the 352nd FG appeared on the scene.In his report, Bär said that after the frontalattack in which he hit one Liberator, his unitwas dispersed by a strong fighter escortand there were separate engagementsby Rotte and Schwarms. He pulled up andsaw below an Fw 190 with its starboardundercarriage extended being chased bya Thunderbolt. He got behind the Thunderboltand fired from above and behind at a distanceof about 150m. The Thunderbolt immediatelyexploded in mid-air and the individual partscrashed down to the ground. The impactoccurred south of Braunschweig. In theminutes that followed, Bär's airmen claimedthree more Thunderbolts and several four-engined bombers (including a B-24 as 202ndvictory of Heinz Bär). One Mustang may havebeen claimed in this area by an airman fromI./JG 302.The problem is that no Thunderbolts werelost on this day, and even the Mustangs of the352nd FG did not experience losses in this area.However, in studying German reports of Alliedaircraft crashes, I found that one Mustangwas shot down in this area and time. At 11:00a Mustang crashed 700 meters northeast ofBrasdorf and was so badly damaged that onlythe white letter J and the numbers 3, 6, and7 could be discerned from its markings.From these indications, it can be clearlydetermined that it was a P-51B-5-NA43-6577 “WR-J” of the 354th FS, 355th FG.Its pilot was Capt. Thomas F. Neal Jr. Untilnow, it was believed he disappeared about30 miles southwest of Berlin. In this area, heled his Falcon Red Flight in a dive to attackfour Fw 190s, yet his wingman lost contactwith him while passing through cloud coverand Neal then failed to respond to radiocommunications. The place where Nealactually ended up is quite far west of wherehe was last seen. He probably made his wayback, perhaps joining the 359th or 352nd FGformation and eventually dying in combat withGerman fighters near Braunschweig. Of theinformation known so far from the Germanside, Heinz Bär's claim fits the best. Neal'sMustang had a razor back and olive camouflageof upper surfaces. It was therefore possiblymistaken for a Thunderbolt. Neal was at thetop of the 354th FS at the time with 4.5 killsand was one of its leading personalities.Bär scored a total of 221 victories, of which125 were over Western powers' pilots (including16 in the Me 262), placing him second onlyto Hptm. Hans-Joachim Marseille, whoachieved all of his 158 kills against RAF andCommonwealth airmen. Further details onthis airman can be found in my three-partarticle in REVI Nos. 81 to 83 and in the Frenchmagazine ACES No. 8.Illustration: Piotr ForkasiewiczThe 201st victoryText: Jan Bobek#82138INFO Eduard36November 2023Page 37
#84194BOXART STORYIn January 1944, American forces wereentering the third year of the war in the Pacific.They had a number of combat operations undertheir belts, and experience to the credit of units,commanders, and their men was growing.However, none of these experienced men werepresent at the formation of VF-34, a Navalfighter squadron that was to operate fromland bases during the final phase of OperationCartweel. The newly and hastily formed unitconsisted of 45 pilots, only one of whom hadseen any combat action and only two of whomwere classified as fully trained Class A pilots.None of the eighteen Lieutenant or LieutenatJunior Grade pilots had completed combattraining, and of the twenty five Ensign rankpilots, twenty had indeed been trained, but onlyten of them in the F6F Hellcat. The rest had onlyexperience in Wildcats or Dauntlesses. This wassimply not an A-team, or even a B-team. Morelike a C-team ... Still, the unit was thrown intocombat without hesitation.The personnel of the new VF-34 departed SanDiego on February 13 bound for Pearl Harbor,from where they were airlifted to Espiritu Santoon February 23 to pick up their equipment.Within a week everything was ready, and onMarch 3 the entire unit moved to Guadalcanaland from there to Piva Yoke airfield onBougainville, where the rookies of VF-34 firstencountered the harsh realities of war. Theirairfield experienced shelling the very next dayand three aircraft were damaged. Therefore,VF-34 left the hot ground and moved to theisland of Vella Lavella, where the pilots madetheir first combat sorties, but their locationproved logistically disadvantageous. So, theirthird and final move followed. Green Islandbecame the squadron’s home for nearly twomonths.Pilots of VF-34 provided escort to bomberformations of Mitchells, Dauntlesses orAvengers and attacked ground targets, thoughthey had no opportunity to get a single killbecause the enemy aircraft were neitherseen nor heard.. Thus, the greatest danger tothe VF-34 pilots was Japanese anti-aircraftfire, which soon claimed its first victim whenEns. Driscoll was hit by defensive fire duringan attack on a Japanese boat. Although hemanaged to land on the sea and was even seenswimming away from the sinking aircraft, hedisappeared shortly thereafter and was neverfound. Ten days later the unit suffered a secondloss when Ens. Miller failed to return from anattack on Japanese vessels off New Ireland,and five days later the squadron enduredits third casualty. In bad weather conditions,Lt. Rose’s landing Hellcat collided with anAvenger that was landing on the runway in theopposite direction. The unfortunate pilot waspulled out of the burning wreckage by Lt. Kukuk,but Rose died shortly afterwards in hospital.It took less than a month of fighting for therookies to become seasoned warriors, becausethe combat sorties were conducted one afterthe other virtually on an everyday basis.The squadron’s account included destroyedammunition or fuel depots, vessels includinggun boats, trucks, engineering machines orport facilities. There was hardly a mission fromwhich the pilots did not bring back some wounds,caused by the “salutes” of Japanese anti-aircraft guns. Pilots attacked from ever loweraltitudes. Sometimes they literally “combed”the tops of the vegetation with their propellers,which proved fatal to the Ens. Richardson, whohit a tree on April 24. His Hellcat flew by inertiaover the shoreline to the water surface andsoon disappeared under it.The fifth and most unfortunate loss wassuffered by VF-34 three days before the endof its operational tour. Two divisions led byLt. Knight and Lt. Shaw escorted Avengers andDauntlesses that were to attack two Japanesegun boats. During the attack, Lt. Knight washit by AA fire and crashed into the ocean. Bothboats were destroyed, unfortunately it turnedout they were not Japanese but American...The Navy was quite strict when it came to theefforts of personnel to improve the appearanceof their aircraft with various nosearts.Occasional exceptions happened though,especially when the unit was out of reach ofhigh command officers’ supervision, which wasthe case with the VF-34. Thus, several of theirHellcats were decorated with some pin-ups,including the boxart aircraft of kit cat. no. 84194.The port side was decorated with a paintingbased on Vargas’ masterpiece from the Esquiremagazine calendar and the inscription MaryJane, while the starboard side was most likelyadorned with the cut-out of the same calendarglued to the fuselage.Text: Richard PlosIllustration: Adam ToobyGreenies from Green islandINFO Eduard37November 2023Page 38
BOXART STORY #84195Part of the preparations for the opening upof the Western Front in 1944 were systematicattacks against Luftwaffe transportinfrastructure and airfields in northern Franceand the Netherlands. Supporting the nearinginvasion by massive amounts of ground troopswas dependent on securing air supremacy,along with crippling enemy supply routes, twofactors that would be of decisive importanceto the success of the entire operation. Theweight of this task rested mainly on fightersand medium bombers of the RAF and USAAF.The most accurate tools of the trade wereto be single engined fighters. Particularlysuited for the task in the RAF were theHurricane Mk.IIb or Mk.IV, which, however,had their heyday behind them, and the moremodern Typhoons and Tempests from the samemanufacturer.An invasion of the European mainland coastwas almost imminent when, on the morningof May 28th, 1944, a combat reconnaissanceconducted by RAF Spitfires discovered a largenumber of Luftwaffe single and twin-enginedaircraft at airfields near Paris. On the sameday, nine Tempests from No.3 Squadron RAF,subordinate to No.150 Wing and under thecommand of W/Cdr Roland P. Beamont himself,D.S.O, DFC & Bar headed for France. Beforethe group crossed the Channel, the pilots offour Tempests had to turn around for an earlyreturn due to various issues. The remainingfive crossed the coast at 8,000 feet at Aultand headed straight for Cormeilles-En-Vexinairfield northwest of Paris. The tight formationof Tempests arrived at the base around 5:30p.m., and from an area of unlimited visibility,they dove into smoke, which reduced visibilityto 5-6 miles from the ground up to 5,000 feet.Nevertheless, the Tempest pilots spottedfive twin-engine bombers on the southernperimeter of the airfield, which they identifiedas Ju 88s or Ju 188s. W/Cdr Beamont led hisgroup in a descending turn so that they gotthe thin fog breaking through the sun behindthem and attacked at low altitude and highspeed. Roland Beamont chose a single, darklycamouflaged twin engined target, positionedbetween blast shelter walls. The bomber wasalmost head-on from the approaching Tempest,and at 470 miles per hour, destruction was onlya matter of seconds. Beamont opened fire fromless than 2,500 feet: ‘„…a short ranging burstand then hard down on the trigger, rudderingcorrection as necessary, as the blast penerupted in strikes, with bursts all over thebomber and a large piece of it flying in the airas I snatched at the stick at the last moment toavoid flying headlong into the target.’.The five made only one pass over the strip. Toturn around would be to attract the attention ofdefensive flak. Thanks to the tactical advantageof smoke reducing visibility, launching theattack from the sun, high speed and, aboveall, the nerves of steel of W/Cdr Beamontand his boys, they escaped unscathed. Add tothat the fact that they practically nailed theirTempests almost into the ground. Inaccuratelight flak was only noted as the group crossedthe runway. The British airmen stuck to theground for another two or three miles beyondthe airfield before beginning to climb. Behindthem they saw two prominent columnsof smoke. Each of them came to their own.W/Cdr Beamont was credited with one Ju 88destroyed, the remaining three airmen sharedanother Junkers destroyed and two damaged.After another thirty-five minutes, the membersof this informal multinational squadron (threeBritish, one Australian and one Polish) landedat their home field.Because aircraft lost in ground attacksusually did not make into Luftwaffe reportsaccessible today, it is difficult to determinethe identity of the destroyed aircraft. Therewas most likely a Ju 88 S, and possiblya Ju 88 D from 6.(F)/123 (reconnaissanceunit Aufklärungsgruppe 123). A Ju 188 F from13.(F)/122 cannot be ruled out either.W/ Cdr. Roland Beamont scored six aerialvictories, and another shared, one probableand two enemy aircraft damaged. In addition,a number of targets were destroyed onthe ground and, above all, an incredible 32destroyed V-1s. On October 12th, 1944, duringan attack on the Rheine airfield, he was shotdown himself and taken prisoner. After the war,he worked, among other things, as Chief TestPilot for English Electric and in the position ofDirector of Flying Operations at BAC.(I would like to thank Jan Bobek, Matti Salonenand Michal Krechowski for help with sources for thisstory)Illustration: Adam ToobyCormeilles-En-VexinText: Jan ZdiarskýINFO Eduard38November 2023Page 39
#7039BOXART STORYThe Fokker triplane was a very rare sightin combat units in the autumn of 1918. Germanfighter units had rearmed to Fokker D.VIIs andthe vast majority of them had discarded thenimble but slow triplane. Not so the fourth mostsuccessful German fighter ace, Josef Carl PeterJacobs. The commander of Jasta 7 retained hisblack Dr. I.Jacobs became one of Germany's fighterlegends. He could already fly before theoutbreak of the war, so it is not surprisingthat he immediately joined the newly formedFliegertruppen. After a few months of training asa military pilot, he joined Feldflieger-Abteilung11 in June 1915, where he flew reconnaissanceaircraft. For his actions, which included oneunconfirmed shoot-down of a French Caudron,he was awarded the Iron Cross 2nd Class andpromoted to the rank of Leutnant (Lieutenant)on February 6, 1916. Shortly afterwards heretrained as a single-seater fighter pilot andby May that year he became a member ofFokkerstaffel West. He achieved his first victorywith an Eindecker there and subsequentlytransferred to Jasta 22 on October 25 andincreased his score until he achieved his fifthkill on April 16, 1917, and became a fighter ace.Two months later he was appointed commanderof Jasta 7 and remained in that position untilthe end of the war. During the year, he raisedhis number of victories to twelve. And thetwelfth one might as well have been his last.Shortly after he shot down a Sopwith Camel onDecember 18, 1917, he collided in midair with anAlbatros D.V of Jasta 28, while he had his workcut out for him, he successfully managed tomake an emergency landing with his damagedaircraft in a crater-strewn no-man’s land.In March 1918, his unit received severalFokker Dr. Is and Jacobs literally fell in lovewith this aircraft. He was impressed by itsagility and rate of climb, so he decided tokeep it even after Jasta 7 rearmed duringJune and July with Fokkers D.VIIs. He flew theDr. I virtually until the end of the war, so it is notsurprising that he became the most successfulfighter pilot on this type.Jacobs was a very popular commander,according to eyewitness accounts, partlybecause he was always taking a care of hismen’s well-being. But he was also able to “blowup”, especially when someone failed to followinstructions during a combat flight. A guiltyman could count on a red-headed commanderto be waiting for him on the ground, ready to“explain” everything properly. One of the pilots,according to the recollection of Jacobs himselfwas Vzfw. Josef Bohne, remarked duringone such “spat” that “Köbes is spitting fire”(Jasta Colours vol. I; Bruno Schmäling, JörnLeckscheid). Köbes was Jacobs's nickname, anancient term for innkeepers from the Rhinelandwho not only served guests but also entertainedthem with jokes and stories. Jacobs came fromthis area and the nickname said a lot about hischaracter. In fact, Bruno Schmäling stated inhis book that Jacobs was one of the nicest andmost charismatic WWI pilots he met.Bohne’s remark subsequently gave rise toa painting on both side of Jacobs’ aircraft.Jacobs proved his sense of humor when hefirst saw the aircraft decorated in this way.Not only he did not dress anyone down, but heappreciated the decoration and also had hisblack Fokker D.VII similarly painted.The artwork by Kateřina Borecká for kitcat. no. 7039 depicts a successful attack onan observation balloon, of which Jacobs shotdown eight during the war. It could be, forexample, a shoot-down on September 16, 1918.The devil spitting fire is depicted on the boxartin a different form compared to the first editionof this kit, because we have considered newinformation and changed its form. As far ashis shape is concerned, it can be read from theonly surviving photograph clearly showing theright side of Jacobs’ Dr. I. According to Jacobshimself (who died on July 29, 1978), the devil’sappearance on the left side was faithfullycaptured by a color painting of which he kepta photograph in his office after the SecondWorld War. In it, the devil had light yellowhair 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, wehave used yellow on both sides. Although thepainting in the photograph from Jacobs’ officedoes not match in shape with what is seen inthe period photograph, this is not surprising.These were hand paintings, without anytemplates, and so the difference in appearanceon the left and right sides of the fuselageis more than likely.Text: Richard PlosIllustration: Kateřina BoreckáThe firespitterINFO Eduard39November 2023Page 40
BOXART STORY #82163During World War II, both Germany andGreat Britain came to use night bombing asa significant part of their war effort to damageor destroy the enemy's production and logistictargets, as well as to break the morale of theenemy population. In doing so, the two air forcesaddressed similar technical problems. One ofthese was finding a target in night conditionsand marking it for other bombers.A pioneer in this respect was the Germanbomber unit KGr. 100 (later I./KG 100), whichfrom the autumn of 1940, during raids on GreatBritain, searched for targets using electronicequipment and marked them with flares. Thistactic so intrigued the British that, despiteopposition from Arthur Harris, Commanderof Bomber Command, it was adopted by theRAF. The crews tasked with marking targetsin Germany were placed under the commandof the Path Finder Force (PFF), which beganoperations in August 1942 with five squadrons.Their armament included Wellingtons,Mosquitos, Lancasters, Halifaxes and Stirlings.In January 1943, these specialized unitswere concentrated in No. 8 (Pathfinder Force)Group, which gradually grew to 16 squadrons.These units were always the first to receivethe new bomb aiming systems (Gee, Oboe andH2S). If the Germans managed to shoot downa Pathfinder crew, it greatly hindered theaccuracy of the bombing raid. The Pathfinderplanes and especially the fast Mosquito wereamong the most prized trophies among Germannight fighters. These fast twin-engined aircraftalso performed night bombing duties andwere successfully deployed as long-rangenight fighters. Their target were German nightfighters and thus the hunter becomes thehunted. Interception of Mosquitos (German:Moskitojagd) were often fruitless and frustratedGerman pilots, whose machines were not up tothe performance of these British twin-enginedfighters, saw only condensation lines or noenemy at all.On the German side, the number of nightbombing attacks on Great Britain graduallydeclined and efforts to defend their ownterritory with anti-aircraft artillery and nightfighters using radar stations increased.From the summer of 1943, the Luftwaffe alsodeployed to night combat single-engine dayfighters without radar equipment, whosepilots searched for targets following radioinstructions from ground controllers. Thistactic was given the designation Wilde Sau(Wild Boar), but by early 1944 these unitswere increasingly being assigned to daytimecombat against American bombers. A newunit tasked with continuing Wilde Sau tacticsand experimenting with the use of radar onsingle-engine fighters was 1./NJGr. 10 underthe command of Hptm. Friedrich-Karl “Nasen”Müller. He was the most successful fighter ofthe Wilde Sau units, achieving 30 victories in52 combat sorties. For details on Müller andhis aircraft, which is pictured in combat withMosquito on Adam Tooby's boxart, see NeilPage's article in INFO magazine 11/2019.Müller's aircraft was equipped with theDB 605 AS engine, which increased power gavea better chance of intercepting and destroyingthe fast Mosquito at high altitudes than theconventional Bf 109 G-6 and G-14. Müller´smachine also had the armoured headrestremoved for weight reduction and a better viewfrom the cockpit. During July 1944, Müller'spilots managed to shoot down three Mosquitos,but their commander had to wait until thenight of 23-24 August to also shoot down theWooden Wonder. His target was the crew of theMosquito B Mk.XX (KB242) from No. 608 SqnRAF, with Canadian F/Lt Stuart Douglas Webbat the controls. Their machine was hit by flakduring a raid on Cologne. Müller attacked thedamaged Mosquito near Eindhoven and afterthe fourth attack the British machine went intoa spin at 25,000ft, which Webb recovered at9,000ft.The aircraft had a destroyed elevator trim,damaged hydraulic lines and a non functioningairspeed indicator. Webb, however, managedto get the aircraft to Woodbridge Base. Beforeapproach, his hydraulics failed completely andduring the hard landing with the landing gearretracted, the tail section of the aircraft brokeoff after being severely damaged by Müller'sfire. A few months later Stuart D. Webb wassadly killed in a plane crash on 10 November.He became one of more than 3,700 PFFairmen who lost their lives. During World WarII, Pathfinder Force crews flew 5,490 sortiesagainst 3,440 targets. They fulfilled the mottoof their No. 8 (PFF) Group, “We guide to strike”.Illustration: Adam ToobyMoskitojagdText: Jan BobekINFO Eduard40November 2023Page 41
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#82138Fw 190A-71/48The ProfiPACK edition kit of German WWII fighter aircraft Fw 190A-7in 1/48 scale. Kit presents Focke-Wulfs from the JG 1, JG 11, JG 54, JG 300,Führerjägerstaffel and Sturmstaffel 1.plastic parts: Eduardmarking options: 6decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: noProduct pageKITS 11/2023INFO Eduard42November 2023Page 43
WNr. 431007, Maj. Heinz Bär, CO of II./JG 1, Störmede, Germany, April 1944Hptm. Rolf Hermichen, CO of I./JG 11, Rotenburg, Germany, March 1944Heinz Bär is credited with 221 aerial victories,including 16 achieved flying the Me 262 jetfighter, ranking him in eighth place amongGerman WWII fighter aces. In July 1943, as CO ofI./JG 77 in the Mediterranean got into conflictwith Göring and as punishment was transferredto the position of commander of the operationaltraining Jagdgruppe Süd. In early 1944, however,he was assigned to II./JG 1 in Germany as a simplepilot, due to a physical assault on an NSDAPofficial. However, he soon took command of thecombat formations of this unit, was appointedits provisional commander in March 1944, andwas officially appointed at the end of April.Bär achieved 23 victories during his five monthswith 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 latterbecame his 200th victory. Bär’s machine sportedthe JG 1 emblem, his lucky number 13, and the 200victory symbol painted on the white rudder thatwas the designation of formation leaders duringthis period.Rolf Hermichen achieved 66 kills during the WWII,the first 11 of them as a Bf 110 pilot during thebattles of France and Britain. He was transferredto III./JG 26 in November 1941 and first served asan adjutant to Josef Priller, the CO of III. Gruppe.As early as May 1, 1942, Hermichen becameStaffelkapitän (CO) of the 3. Staffel. When I./JG 26moved to the Eastern Front in January 1943, headded eight more kills to his existing 21. Alreadyas Hauptmann, on his return to the Western Fronthe temporarily led III. Gruppe from June 15 to July4, 1943 and became CO of I./JG 11 on October 16.There, as a part of the Defense of the Reich, hewas very successful in combat against Alliedbombers. In total, he had 25 (or 26) of them tohis credit. His last success came on April 24,1944, when he shot down a P-51D. He was shotdown himself on May 12 and after withdrawalfrom operational duty, he served at Headquartersof 2. Jagd-Division. From October 1944 to January1945, Hermichen served as CO of II./JG 104.His Fw 190A-7 of spring 1944 had the originalcamouflage colors of RLM 74/75 repaintedin varying intensities with the light grey-blue ofRLM 76.KITS 11/2023INFO Eduard43November 2023Page 44
Oblt. Otto Kittel, CO of 3./JG 54, Riga-Skulte, Latvia, August 19446./JG 300, Holzkirchen, Germany, July 1944Otto Kittel was born on February 21, 1917, toGerman parents in Korunov (German: Kronsdorf,since 1945 Krasov) near Jägerndorf (Krnov) inAustria-Hungary. Kittel was apprenticed as a carmechanic in Mladá Boleslav, partly learned Czechand joined the Luftwaffe in 1939. He completedhis first combat deployment during the fightingin Yugoslavia in the ranks of 2./JG 54, which wasdeployed in the advance on Leningrad duringthe attack on the USSR. On June 24, 1941, OttoKittel scored his first two aerial victories, andon September 14, 1943, he achieved his 100thkill. In March 1944 he became CO of 3./JG 54 andin May he received his personal Fw 190 A-7,the only machine of this version that was inthe armament of I./JG 54. Kittel achieved over100 victories with his A-7 and the aircraft was lostin combat in December 1944 during Kittel's leave.He was killed on February 16, 1945, in combatwith a formation of four Il-2s from 502 ShAP nearDžūkste, Latvia. He shot down 267 enemy aircraftduring World War II, all on the Eastern Front.This result places him 4th in the Luftwaffe’sfighter ace rankings.JG 300 was initially tasked with nighttimeinterception of Allied bombers headed to targetsin occupied Europe as was the case with her sisterunit JG 301 as well. However, at the beginningof 1944, attention shifted to daylight operations.A red band around the rear of the fuselage was themarking of the JG 300s in the rapid identificationsystem of fighter units. The II. Gruppe of theunit was formed in July 1943 and equipped withheavily armed and armored Fw 190A-8/R2s orR8s in the summer of 1944. But the unit alsoreceived 30 A-7s between January and July. TheYellow 18 has the JG 300 emblem painted on theengine cowling. The commander of the 6./JG 300from March 1944 was Oblt. Ernst-Erich Hirschfeld,who originally served in the Flak, after pilot andfighter training briefly flew with II./JG 54 on theEastern Front and in August 1943 signed up fornight deployment with JG 300. Until his death onJuly 28, 1944, he achieved 24 victories, 14 of whichwere four-engine bombers shot down by day andeight by night. He was posthumously awarded theKnight’s Cross in October 1944.KITS 11/2023INFO Eduard44November 2023Page 45
Fw. Klaus Dietrich, Führerjägerstaffel, Rastenburg, Germany, August 1944WNr. 642962, Maj. Hans-Günther von Kornatzki, CO of Sturmstaffel 1,Dortmund/Salzwedel, Germany, early 1944This unusual aircraft was the personal machineof Klaus Dietrich, who was a member of thefighter unit that was used to escort Adolf Hitler’sflights, state visits and to provide fighter coverfor the Wolf’s lair in Rastenburg, Germany (nowKętrzyn, Poland). The fighter unit (Jagdstaffel)was formed as part of the Führer-Kurierstaffelin the summer of 1944 and its commander wasOblt. Klenk. In June 1944, Klaus Dietrich wasassigned to it, having achieved 17 victories duringhis previous service with 2./JG 51 Mölders. Hiscareer with the JG 51 was ended by a dogfightwith a La-5 pilot on August 19, 1943. Severelywounded, Dietrich landed at his own airfieldwith 121 bullet holes in his Fw 190 and had to beairlifted to the rear for surgery. While servingwith the Führerjägerstaffel, Dietrich witnessedthe arrival and departure of von Stauffenbergduring the fateful July 20, 1944. While coveringthe Wolf’s lair, Dietrich managed to shoot downa Soviet Pe-2 reconnaissance aircraft aroundnoon of August 26, 1944. In January 1945 theunit was disbanded, and Dietrich then tested thefreshly produced Me 262.Hans-Günther von Kornatzki was born in Liegnitzin Lower Silesia (today Legnica, Poland) on June22, 1906. In 1928, he first joined the army, andtransferred to the Luftwaffe on its formation in1933. In May 1941, he married Goering's secretaryUrsula Grundtmann. After she became a victimof an Allied bomber raid on Berlin, he becamea supporter, and later a leader, of units taskedwith intercepting the heavy bombers with heavilyarmed fighters from as close a range as possible.The first such unit was Sturmstaffel 1, which wasdeemed combat ready on January 1, 1944. Withhis personal mount White 20 fell on March 6,1944, in a dogfight with two Mustangs Lt. GerhardDost. Sturmstaffel 1 was disbanded in May 1944and Kornatzki took command of II.(Sturm)/JG 4.The black-white-black bands as a quickidentification element of Sturmstaffel 1 weretaken over by JG 4. On September 12, 1944, heled an attack against a B-17 formation nearMagdeburg. After destroying one of the bombers,he was engaged by escort fighters and was shotdown. In his attempt to belly in, he hit high-powerlines and died in the crash.KITS 11/2023INFO Eduard45November 2023Page 46
Recommended:for Fw 190A-7 1/48648150 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#82138XFw 190A-71/48Product pageOVERLEPT#82138-LEPTFw 190A-7 PE-Set1/48Product page#648736#648150#648366#648356KITS 11/2023INFO Eduard46November 2023Page 47
1/72WUNDERSCHÖNE NEUEMASCHINEN pt.2NEW TOOLFIRST RELEASEThe Limited edition of the kit of the famous German WWII fighter aircraft Bf 109Gin 1/72 scale. The kit offers aircraft of G-2 and G-4 versions. Marking selection coversall fronts of WWII where these “Gustavs” were fighting including airplanes from theIlmavoimat (Finish Air Force), Italian Regia Aeronautica and 13. (slowakische)/JG 52.plastic parts: Eduardmarking options: 14decals: EduardPE parts: yes, pre-paintedpainting mask: yesresin parts: no#2143Product pageDUAL COMBOKITS 11/2023INFO Eduard47November 2023Page 48
Bf 109G-2 & G-4 - Sprues detailSprue JSprue MKITS 11/2023INFO Eduard48November 2023Page 49
Sprue MSprue UKITS 11/2023INFO Eduard49November 2023Page 50
TEST BUILT#2143built by Luboš HenklKITS 11/2023INFO Eduard50November 2023Page 51
KITS 11/2023INFO Eduard51November 2023Page 52
Bf 109G-2/R6, Oblt. Heinrich Ehrler, CO of 6./JG 5, Petsamo, Finland, March 1943Bf 109G-2/Trop, Oblt. Werner Schroer, CO of 8./JG 27, Rhodos, Greece, November 1942Heinrich Ehrler served with the artillery inthe pre-war period. He joined the Luftwaffein January 1940, underwent training and wasassigned to 4./JG 77 (re-designated 4./JG 5 lateron). In May 1942 he was transferred to 6./JG 5 andin August he took over its command. In June 1943he became commander of II./JG 5 and in August1944 he was appointed Kommodore of JG 5. Afterthe sinking of the battleship Tirpitz he stood trialby court martial on unsubstantiated chargesof inadequate air cover for that ship. FromFebruary 27, 1945, he flew Me 262 fighters with JG 7.He died in combat with B-24 Liberator bomberson April 4, 1945. He managed to shoot down twoof the bombers, ramming a third one. Ehrler iscredited with 208 victories and was awarded theKnight’s Cross with Oak Leaves.Werner Schroer achieved 61 kills in the skies overAfrica, the first of which was a Hurricane downedon April 19, 1941, over Tobruk, Libya. Later, Schroerserved as a Gruppenadjutant of I./JG 27. Heassumed command of 8. Staffel JG 27 and in April1943 assumed command of the entire II./JG 27.He ended the war as Geschwaderkommodoreof JG 3 with 114 kills to his credit (including26 four-engine bombers). He was awarded theKnight’s Cross on October 21, 1942 and on April 19,1945, he became the recipient of the Swords aswell. In March 1944 he took command of III./JG 54in Western Europe and in February 1945 becamethe last Kommodore of JG 3. His aircraft sportedtypical desert camouflage scheme of RLM 79 andRLM 78, which was complemented with irregularspots of green, probably of RLM 80 shade.It is depicted here in the state of early November1942 with sixty kill marks on the rudder.KITS 11/2023INFO Eduard52November 2023Page 53
Bf 109G-2, WNr. 13670, Hptm. Hermann Graf, CO of 9./JG 52, Tusow,the Soviet Union, September 1942Bf 109G-2, Maj. Heinz Bär, CO of I./JG 77, Comiso, Italy, September 1942Bf 109G-2, WNr. 10423, Obfw. Kurt Stöber, 7./JG 54, Izocha, the Soviet Union, January 1943Hermann Anton Graf was born on October 24, 1912.He trained as a locksmith and was a keen footballplayer in his youth. Later he took up sailing andentered the army in 1939. In the spring of 1940,he served in JG 51 and participated in the Battleof France. In April 1941, he fought over Greece andCrete, but did not achieve any victories during thisperiod. His first kill came on August 4, 1941, nearKyiv and things changed. At the end of January1942, he received the Knight’s Cross for 45 kills,in May 1942, he achieved his 100th aerial victoryand received Oak Leaves and Swords in additionto the Cross. He was the fifth in line of pilots tobe awarded the Diamonds to the Knight’s Crosswith 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 andretreated with the unit from East Prussia, throughSilesia and into Bohemia. He surrendered on May8, 1945, in Písek (South Bohemia) to Americans.They promptly handed him over to Russians andGraf spent more than four years in captivity.Heinz Bär is credited with 221 aerial victories,including 16 he achieved when flying the Me 262jet fighter, ranking him eighth among GermanWWII fighter aces. As a fighter pilot, he enteredcombat in September 1939 and downed hisfirst victim over the French – German border.Progressively Bär fought in the Battle of Britain,over the Eastern Front, in the Mediterraneanand took part in the defence of the Third Reich.He commanded I./JG 77 from May 1942 to the end ofJuly 1943 when he left JG 77 after disagreementswith Hermann Göring. From October 1942 toMay 1943 in Africa the I./JG 77 with 192 kills wasmost successful Jagdgruppe on this battlefield.On both sides of the fuselage a caricature of theLeipzig coat of arms was painted, which was usedby Sachsenfunk company as its advertising. Bär,native of Sommerfeld near Leipzig, was allegedlygiven a lion cub as a gift from Leipzig Zoo.The animal was apparently the inspiration forthe choice of the caricature.Kurt Stöber was born on April 24, 1918, inDermbach. He joined the Luftwaffe and took partin the fighting in Spain in the ranks of the LegionCondor. He achieved his first kill on the EasternFront on March 22, 1942. In January 1943, badweather conditions prevailed in the vicinity ofVelikiye Luki, yet III./JG 54 operated there to helpWehrmacht troops escape from encirclement.The operation failed and the ground troopssurrendered on January 16, 1943. Obfw. KurtStöber achieved 8 confirmed kills during theseflights. During a dogfight on January 15, 1943,plane of Obfw. Kurt Stöber was hit in the engine bya LaGG-3 pilot, was forced to make an emergencylanding in Red Army controlled territory and fellinto captivity. He achieved a total of 36 victoriesand in February 1943, in absentia, received theGerman Cross in gold. He was lucky and survivedall the hardships of captivity, returning homein 1948. He died on May 2, 2000.KITS 11/2023INFO Eduard53November 2023Page 54
Bf 109G-2/R6, WNr. 13633, Hptm. Wolf-Dieter Huy, CO of 7./JG 77,Tanyet Harun, Egypt, October 1942Bf 109G-2, lntm. Eino Ilmari Juutilainen, 1/HLeLv 34, Suulajärvi,Finland, April 1944Wolf-Dieter Huy joined the Kriegsmarine in1935, and was transferred over to the Luftwaffeon October 1, 1937, where he underwent fightertraining. His assignment was to 4.(J)/TrGr. 186, thefighter unit of the Graf Zeppelin aircraft carrier.This ship was never completed, and the unit wasredesignated 7./JG 77. Huy took part in combatover France, as well as over Britain, and overthe Balkans. The unit gained notable success inthe battle for Crete and Huy, who accumulated22 victories, was awarded the Knight’s Crosson June 5, 1941. The Oak Leaves were added inMarch 1942. After early combats on the EasternFront the unit moved to Egypt. There, on October29, 1942, was Wolf-Dieter Huy captured after hehad been shot down by future ace J. H. Nicholsof No. 601 Squadron, flying a Spitfire Mk.Vc. Huy’sBf 109G-2 from the time the unit moved to NorthAfrica bore the non-typical camouflage madeup of RLM 70 and 71 (some sources suggesta Soviet AMT-4 Green). The yellow band behindthe fuselage cross, common on aircraft servingon the Eastern Front, was hastily overpaintedwith a fresh colour RLM 71 (or Russian AMT-4Green), and partially replaced by white paint usedon aircraft that fought on the Southern Front. Thewingtips were also painted white. The rudder wasdecorated with the pilot’s score and awards.Aircraft WNr. 14754 with factory code RJ+SX wastaken over by 3/LeLv 34 in March 1943. In May1943, kers. A. Nuorala, vääp. U. Lehtovaara andkers. A. Alakoski scored victories with this plane.The most successful Finnish fighter lntm. EinoIlmari Juutilainen flew the MT-213 as well. Luutn.R. Valli crashed with MT-213 on May 20 and theaircraft was sent for overhaul. In January 1944,1/LeLv 34 received the plane with a new paintjob, but vääp. N. Katajainen landed it on its bellyon February 27 due to an engine failure. In May,MT-213 was taken over by 2/HLeLv 24 and threekills were scored by luutn. Riihikallio. Afteroverhaul, the aircraft was repainted with olivegreen and black paint on the upper surfaces,while RLM 65 was applied on the lower surfaces.The aircraft sported a yellow band on the noseand aft fuselage and yellow lower wing tips(165 cm wide). The original German markings havebeen repainted. In their place the Finnish insigniawas applied – at first a white circle with a blueswastika, later the white circle was overpaintedwith light grey during repair following the bellylanding of vääp. Katajainen. The decal sheetoffers both variants.KITS 11/2023INFO Eduard54November 2023Page 55
Bf 109G-4/R6, Obfw. Rainer Pöttgen, 3./JG 27, Fels am Wagram, Austria, October 1943Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann, 7./JG 52, Taman,the Soviet Union, May 1943Rainer Pöttgen was the most famous wingmanof the legendary fighter pilot Hans-JoachimMarseille. He served in Africa with I./JG 27 fromDecember 1941 and perfectly fulfilled the role ofa reliable wingman who covered his leader’sback, 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 Marseilleduring the fateful day in which the famous pilotdied. Pöttgen served with I./JG 27 in 1943, first inFrance, where he achieved four victories duringthe spring and summer. At the end of July 1943,his unit moved to Austria and was integratedinto the Defence of strengthen the Reich. Thearmament of the unit’s aircraft was strengthenedby MG 151/20 underwing cannons to be moreeffective in the combats with Allied four-enginebombers. Pöttgen survived the war during whichhe achieved seven victories. He was a valuedmember of the JG 27 veterans organization.Lt. Erich Hartmann, the most successful fighterace in history, began to ply his trade with7./JG 52, to which he was assigned on October10, 1942. He first flew the Bf 109G-2, but by thefirst half of March 1943, the unit began acceptingthe Bf 109G-4. From the beginning of May 1943,after gaining his 11th and 12th kills, he was madeRottenführer (leader of a two-aircraft flight)and his score began to quickly rise to reach 352by the end of the war. For his success, he wasawarded the Knight’s Cross with Oak Leaves,Swords and Diamonds. Hartmann’s “White 2” wascamouflaged in the standard Luftwaffe schemeconsisting of RLM 74/75/76. The factory codes onthe fuselage sides and the bottom of the wingswere not completely obliterated, but only partiallyoversprayed with a white wave (III. Gruppemarking), the white number 2 and a yellow band,which together with the yellow bottom wing tipswas common to Luftwaffe aircraft operating onthe Eastern Front. The front of the aircraft carriedthe marking of its previous user, I./JG 52. Flyingthis aircraft, Uffz. H. Meissler was forced to landbehind enemy lines by Soviet fighters due to anengine failure on May 28, 1943 and was takenprisoner.KITS 11/2023INFO Eduard55November 2023Page 56
Bf 109G-4, WNr. 19347, Rtk. Ján Režňák, 13.(slowakische)/JG 52,Anapa, the Soviet Union, April–May 1943Bf 109G-4/Trop, WNr. 10795, Oblt. Wolfgang Tonne, CO of 3./JG 53,Bizerta, Tunisia, February 1943Jan Režňák launched his military career asa member of Czechoslovak Air Force. He becamea member of Slovak Armed Forces in 1939 when theindependent Slovak State was formed. As a ThirdReich ally, Slovakia participated in the war againstthe Soviet Union. Slovak Letka (flight) 13 foughtunder the command of JG 52. Režňák achieveda total of 32 aerial victories over the Eastern Front,making him the most successful Slovak and alsoCzechoslovak fighter ace. Seven opponents outof his total score were downed with WNr. 19347in late April and early May of 1943. The tricolor onthe spinner is typical for Messerschmitts flown bySlovak pilots. Note the unusual color of the cowlingthat doesn’t match the rest of the camouflage.Originally painted in yellow, it was probablyoversprayed with a camouflage color by groundpersonnel. Režňák did not take part in the SlovakNational Uprising and rejoined Czechoslovak AirForce in the summer of 1945. He was dischargedfrom 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 Francein the ranks of JG 53, then fought in the Battle ofBritain and consecutively took part in in OperationBarbarossa with the same unit. At the end of 1941,JG 53 moved to Sicily to support Luftwaffe attackson Malta. There, in January 1942, Wolfgang Tonnewas 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 andwas 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 paintedunderneath after the previous user had awardsand kills painted on the left side of the rudder.In April 1943, Tonne’s unit was based at Protvilleairfield in Tunisia. He scored his 122nd kill on April20, 1943. On returning to the home airfield in hisBf 109G-6/R1 WNr. 16523 he performed a victoryroll, apparently misjudging the altitude and losingcontrol of his aircraft. The risky maneuver costhim life.KITS 11/2023INFO Eduard56November 2023Page 57
Bf 109G-4/R6/Trop, Lt. Franz Schiehs, CO of 8./JG 53, Tindja, Tunis, April 1943Bf 109G-4/R6, WNr. 19566, Lt. Giuseppe Gianelli, CO of 365aSquadriglia,150oGruppo Autonomo, Sciacca,Sicily, May–July 1943Austrian Franz Schiehs saw combat over Britainwith JG 53, followed by action against the SovietUnion, where he shot down fourteen enemyaircraft over a two month period. At the beginningof August 1941, JG 53 returned to Germany,re-equipped and transferred first to Sicily andlater to Africa. The number of claims made bySchiehs grew and he achieved his 36th victoryon January 29, 1943, being given command of8./JG 53 on February 16 of the same year. Holdingthe rank of Oberleutnant and score of 55 downedenemy aircraft, he was awarded the Knight’sCross on June 21, 1943. On September 2, 1943,he led an intercept of American bombers overMount Vesuvius and remained missing afterthe combat. It is assumed that he fell victimto escorting P-38s. The camouflage schemeapplied to Schiehs’s aircraft consisted of RLM78/79 and was complemented by the relevanttheatre of operations recognition marks – thespinner, fuselage band and lower wing tips allin white. The engine cowl had the JG 53 unitinsignia placed on it. The yellow rudder recordedthe number of kills up to the end of March 1943.The original (likely Staff) markings on thefuselage sides were sprayed over with fresh RLM79 and replaced with a “Black 1”. Aircraft of theunit had fields of the upper surfaces of the wingssprayed RLM 80 Olivgrün.Italian Macchi C.202 fighters flown by the RegiaAeronautica from the beginning of the warwere due to be replaced by their more capabledescendants, the C.205, Fiat G.55 and ReggianeRe.2005s. Due to slow production initiation of thelater types and the need for fighters to combatAllied air power, Germany was asked to supplyits southern ally with the Messerschmitt Bf 109G,mostly in form of the G-6 version. The Italiansreceived ten Bf 109G-4s, and these were, alongwith G-2 and G-6 aircraft, assigned to the 150oGruppo Autonomo. This unit was made up ofthe 363a, 364aa 365aSquadriglia and to counterthe Allied air threat, they were based at Sicily.The Bf 109G-4 used by Italian units came fromLuftwaffe stocks and so were camouflaged inRLM 74/75/76. The German national insignia wereoversprayed with the Italian color Grigio AzzurroChiaro 1, and, as in the case of aircraft 365-1, withthe addition of small squiggles of Verde OlivaScuro 2. The usual white identifiers used on thesouthern front were added to be consistent withLuftwaffe aircraft.KITS 11/2023INFO Eduard57November 2023Page 58
OVERTREES#70156XBf 109G-2/41/72Product pageOVERLEPT#2143-LEPTWNM pt.21/72Product pageBf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57, Grupul 7,Vânătoare, Kirovograd, the Soviet Union, June 1943Alongside the German armed forces, combatagainst the Soviet Union was also carried out byAxis allies, i.e., Finland, Italy, Hungary, Romania,Slovakia and Spain. Romanian ground unitsoperated alongside Germans on the southernfront and were supported by their own air units.In March 1943, the Romanian unit Grupul 7 beganto accept Messerschmitts Bf 109G but wassubsequently moved to combat areas in Ukraine.The aircraft flown by Lt. Av. Petre Protopopescucarried a camouflage scheme composed ofGerman RLM 74/75/76. The German nationalinsignia was oversprayed with the same colors,and the markings were replaced by Romanian,i.e., the St. Michael Cross, while the ruddercarried the Romanian national colors. Both sidesof the front of the fuselage carried the inscription“Don Pedro”, the pilot’s nickname.Recommended:for Bf 109G-2 and G-4 1/72672321 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#672338KITS 11/2023INFO Eduard58November 2023Page 59
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built by Robert Szwarc#2143MARKING AKITS 11/2023INFO Eduard60November 2023Page 61
Bf 109G-2/R6, Oblt. Heinrich Ehrler, CO of 6./JG 5, Petsamo, Finland, March 1943Heinrich Ehrler served with the artillery inthe pre-war period. He joined the Luftwaffein January 1940, underwent training and wasassigned to 4./JG 77 (re-designated 4./JG 5 lateron). In May 1942 he was transferred to 6./JG 5 andin August he took over its command. In June 1943he became commander of II./JG 5 and in August1944 he was appointed Kommodore of JG 5. Afterthe sinking of the battleship Tirpitz he stood trialby court martial on unsubstantiated chargesof inadequate air cover for that ship. FromFebruary 27, 1945, he flew Me 262 fighters withJG 7. He died in combat with B-24 Liberatorbombers on April 4, 1945. He managed to shootdown two of the bombers, ramming a third one.Ehrler is credited with 208 victories and wasawarded the Knight’s Cross with Oak Leaves.KITS 11/2023INFO Eduard61November 2023Page 62
buitl by Robert Szwarc#2143MARKING IKITS 11/2023INFO Eduard62November 2023Page 63
Bf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann, 7./JG 52, Taman, the Soviet Union, May 1943Lt. Erich Hartmann, the most successful fighterace in history, began to ply his trade with 7./JG52, to which he was assigned on October 10, 1942.He first flew the Bf 109G-2, but by the first half ofMarch 1943, the unit began accepting the Bf 109G-4.From the beginning of May 1943, after gaininghis 11th and 12th kills, he was made Rottenführer(leader of a two-aircraft flight) and his scorebegan to quickly rise to reach 352 by the endof the war. For his success, he was awardedthe Knight’s Cross with Oak Leaves, Swordsand Diamonds. Hartmann’s “White 2” wascamouflaged in the standard Luftwaffe schemeconsisting of RLM 74/75/76. The factory codeson the fuselage sides and the bottom of thewings were not completely obliterated, butonly partially oversprayed with a white wave(III. Gruppe marking), the white number 2 anda yellow band, which together with the yellowbottom wing tips was common to Luftwaffeaircraft operating on the Eastern Front.The front of the aircraft carried the marking ofits previous user, I./JG 52. Flying this aircraft,Uffz. H. Meissler was forced to land behindenemy lines by Soviet fighters due to an enginefailure on May 28, 1943 and was taken prisoner.Product pageKITS 11/2023INFO Eduard63November 2023Page 64
F6F-3 HellcatThe Weekend edition kit of US naval fighter aircraft F6F-3in 1/48 scale. The kit offers machines used by units fromland bases and aircraft carriers of the US Navyand the British Royal Navy.plastic parts: Eduardmarking options: 4decals: EduardPE parts: nopainting mask: noresin parts: no#841941/48Product pageKITS 11/2023INFO Eduard64November 2023Page 65
VF-34, Green Island (Nissan Island), Papua New Guinea, March–April 1944VF-27, USS Princeton (CVL-23), October 1944The history of VF-34 is rather uncommon as itwas assembled in just four weeks and thrownimmediately into an action in the final phase ofthe Operation Cartwheel (neutralization of theJapanese base on Rabaul). Of 45 pilots just onehad seen any combat. The unexperienced unitwas not attached to any Air Group and leavedSan Diego on February 13. After they equippedthemselves with all needed on Espiritu Santo,they moved to Guadalcanal on March 3, startingtheir tour on March 7 from Piva Yoke airfield onBougainville. Enemy attacks forced the Squadronto move to Vella Lavella Island and, finally, toGreen Island (now Nissan Island), which becametheir permanent base. They flew bomber escortor ground attack missions but did not engageany enemy aircraft during 55 days of the tour.The pilots flew a total of 1,165 sorties from GreenIsland and 177 from Bougainville. The Squadronwas disbanded immediately after return and thedesignation VF-34 was used again as VF-53 wasrenamed so. Hellcats of “first” VF-34 had upperside of horizontal tail surfaces and rear fuselageridge painted white for recognition reasons.Some pilots took advantage of distant “big brass”eyes and decorated their aircraft. This one got thepainting made after the Antonio Vargas’ Esquirecalendar girl (May 1944) on the port side of thenose, while the starboard sported the girl fromAugust 1944. This one was most probably simplecutout glued to the aircraft. It is not known towhich of the pilots was this aircraft assigned.Among the most recognizable markings carriedby US Navy aircraft were those of the Hellcats ofVF-27 operating from the board of USS Princeton.Their shark mouths and bloodshot, menacing eyesseared themselves into the memories of manyJapanese pilots. The uncommon and unofficialmarkings were painted on to the front of all ofVF-27’s aircraft by one of its pilots, Robert Burnell.These birds, adorned in this way, wreaked havoceverywhere they engaged in combat over thePacific from May to October 1944. During thisspan, some 200 enemy aircraft were destroyed.The string of success was snapped on October 24,1944, when the Princeton was hit by a Japanesebomb from alone Japanese Judy. The dive bomberdropped a single bomb, which punched throughthe wooden flight deck and hangar beforeexploding. Structural damage was only minor,but a fire broke out and quickly spread becauseof burning gasoline. Cruisers and destroyerscame to help and USS Birmingham as a largestship there took the lead role in firefighting.In the frantic activity Princeton collided withsome of the assisting ships and damaged them.Worse to it, the fire caused multiple explosionsand the biggest of them damaged Birminghamextensively with considerable casualties. USSIrwin rescued 646 men from Princeton beforeshe was sunk by torpedoes. CO of the VF-27,LtCdr. Frederick A. Bardshar reformed his unitin time to return to the Western Pacific aboardUSS Independence (CVL-22). But during the tourfrom June 10 to October 31, only one more victorywas scored by entire Squadron, which wasdisbanded on November 26, 1945.KITS 11/2023INFO Eduard65November 2023Page 66
Bu.No. 40994, Lt. Alexander Vraciu, VF-16, USS Lexington (CV-16), June 1944JV 111, Sgt. (AROV) Charles A. M. Poublon, No. 800 Squadron FAA, HMS Emperor, August 1944Vraciu had enrolled in the Civilian Pilot Trainingprogram and earned his private rating in thesummer of 1940. Immediately after graduation inJune 1941 he enlisted in the Navy as an aviationcadet, beginning instruction in October. EnsignVraciu received his Wings in August 1942 andjoined VF-3 in March 1943. It was the unit led byLtCmdr. Edward H. O’Hare, one of the significantheroes in the first year of the war. Due toa realignment of Navy squadrons, VF-3 wasredesignated VF-6 in July 1943 and Vraciu shotdown his first victim on October 5, 1943. He addedeight more with VF-6 and having finished his tourof duty with VF-6, he declined to return to the USAand on his own request, he was assigned to VF-16aboard USS Lexington (CV-16) from February 27.During his service with this unit, he was creditedwith further 10 victories. His best day cameon June 19, 1944, when during the Battle of thePhilippine Sea (thanks to the enormous numberof victories over the Japanese airplanes alsoknown as The Great Marianas Turkey Shoot) heclaimed six Japanese D4Y Judy dive bombers shotdown in the mere eight minutes. Vraciu’s planewith number 32 sported standard camouflageof the Navy aircraft of that time, but there wasa noticeable overpainting of the previous marking,including the stencils, right under the fuselagenumber.August 15, 1944, was the start of the OperationDragoon, the landing operation of the Alliedinvasion of Southern France. One of the unitstaking part was No. 800 Sqn FAA, operatingHellcats together with No. 804 Sqn. from theboard of HMS Emperor. As the ship was involvedin aerial cover over western approaches to theChannel during the Overlord operation, herHellcats sported invasion stripes. Concurrentlythey 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 Poublonin cockpit, it received Flak hits and damaged wasditched off the Spanish coast. Pilot was rescuedand continued his service with unit and later alsowith No. 60 Sqn. RAF in Burma. After the war heserved with the Royal Netherlands Navy untiltransferring to the Royal Netherlands Air Forcein 1954. As a member of the 314 Squadron, heset up the demo team called “Red Noses” in 1956,the same year he was named CO of 2e TactischeJachtgroep (2nd Tactical Fighter Group).He retired as Lieutnant Colonel and passed awayon December 4, 1992, in Laren at the age of 71.Poublon was not the only Dutch in the ranks ofNo. 800 Sqn. as five more joined the unit beforethe operation Dragoon (transferred from No. 1840Sqn.). The wreck of JV111 was recovered in 1984and revealed missing black stripes on the bottomof the fuselage. Whether the these were neverpainted, or partially removed is not known.KITS 11/2023INFO Eduard66November 2023Page 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#648683KITS 11/2023INFO Eduard67November 2023Page 68
Tempest Mk.V Series 1The Weekend edition kit of British WWII fighter aircraftTempest Mk.V in 1/48 scale. The kit offers the aircraft manufacturedwithin Series 1 and feautures all three variants of the legendaryW/Cdr R.P. Beamont's JN 751.plastic parts: Eduardmarking options: 6decals: EduardPE parts: nopainting mask: noresin parts: no3D decal: yes, reinforcingfish plates#841951/48Product pageKITS 11/2023INFO Eduard68November 2023Page 69
JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Bradwell Bay,Great Britain, April 1944JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Newchurch, Great Britain, June 1944Roland Prosper Beamont was born on August 10,1920, in Enfield, Middlesex County, and had beenfascinated by airplanes since childhood. In 1939,he underwent pilot training and was assigned toNo. 87 Squadron, flying Hurricanes. From May 1942,he served with No. 79 Squadron, and in Decemberof the same year, after completing his tour ofduty, he joined the Hawker factory as a test pilot.In June 1942, he joined the 56th Squadron, flyingTyphoons, and later he was transferred to No. 609Squadron, which flew the same type of aircraft.In January 1943, he assumed command of the unit.In mid-May 1943, he returned to Hawker, wherehe participated in testing Typhoon and Tempestaircraft. In February 1944, he was appointedas the commander of the newly establishedNo. 150 Wing, consisting of No. 3, No. 56, andNo. 486 Squadrons, which exclusively operatedthe new Hawker Tempest aircraft. One of theprivileges of being the wing commander wasthe ability to mark the aircraft with one's initials.W/Cdr Beamont took advantage of this opportunity,and his personal Tempest was painted with theletters R B. Beneath the front emblem, on theright side of the fuselage, Beamont's aircraftcarried the designation of Wing Commander.In May 1944, No. 150 Wing was declaredoperational, although only No. 3 and No. 486Squadrons were equipped with Tempests, whileNo. 56 Squadron had to wait until June 1944 andtemporarily used Spitfire Mk. IX aircraft. Duringthe invasion, the Tempests of No. 150 Wing weretasked with ground attacks against enemyforces, and from mid-June, they also providedprotection for southern England against V-1 flyingbombs. Beamont’s aircraft had its camouflageenhanced on the eve of the European invasionwith distinctive markings in the form of whiteand black stripes on the rear fuselage, applied byground personnel by hand. In this newly markedTempest, Beamont scored a victory over a Bf 109Gon D+2.KITS 11/2023INFO Eduard69November 2023Page 70
JN751, W/Cdr Roland P. Beamont, CO of No. 150 Wing, Newchurch,Great Britain, June – July 1944JN738, No. 486 (RNZAF) Squadron, RAF Station Castle Camp, Great Britain, April 1944During June, the field-applied invasion stripeson JN751 were replaced with factory-appliedpaint at Hawker. This type of paint applicationhad a positive impact on performance, which wascrucial for achieving maximum speed while incombat with V-1 flying bombs. Most of Beamont’s31 V-1 victories were achieved in this aircraft.JN751 was replaced as his personal aircraft inSeptember 1944 with a new Series 2 TempestMk.V sporting the code RPB (EJ706). At the end ofSeptember 1944, the entire unit, under Beamont'scommand, moved to liberated European territory.On October 12, Beamont's aircraft was hit by flakin the radiator, forcing him to make an emergencylanding in enemy territory, where he spent therest of the war. During World War II, he achievednine enemy aircraft kills and was awarded theDFC & Bar and DSO & Bar. After the war, Beamontworked as a test pilot and flew aircraft such asthe Meteor, Vampire, Canberra, Lightning, and theimpressive TSR-2. He retired in August 1979 andpassed away on November 19, 2001.No. 486 Squadron was established on March 7,1942, at Kirton in Lindsey base, and its personnelwere 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 selectedas the first unit to transition to Tempests Mk.V.The new aircraft were received in January andFebruary 1944, and it became part of the newlyformed No. 150 Wing, also equipped with Tempests.It was declared fully operational in April 1944.The camouflage of the new Tempests consistedof the Day Fighter Scheme colors, with the upperand side surfaces painted Dark Green and OceanGrey, and the lower surfaces in Medium Sea Grey.During this period, black and white stripes wereadded to the lower wing surfaces of Typhoonsand Tempests for better identification of friendlyaircraft.KITS 11/2023INFO Eduard70November 2023Page 71
JN735, No. 3 Squadron, Newchurch, Great Britain, June 1944JN769, No. 287 Squadron, Gatwick, Great Britain, December 1944 – January 1945No. 3 Squadron, founded in 1912, was initiallyequipped with Hawker Hurricanes at the outbreakof World War II, and it fought over Belgium andFrance as a part of the British Expeditionary Force.After returning to Great Britain, it flew patrolsover the Royal Navy naval base in Scapa Flow and,from April 1941, served as a night fighter squadronin southern England. In June 1943, it converted toHawker Typhoon aircraft, and in February 1944,it was equipped with Hawker Tempests. Withthese aircraft, it participated in preparationsfor the invasion of Europe, the defense ofsouthern England against V-1 flying bombs, andthe subsequent deployment to Europe, whereit supported advancing Allied units until the endof the war. The Tempests of No. 3 Squadron did notcarry the standard invasion stripes on the lowerwing surface after April 20, 1944. They used thecode letters QO until May 1944 when they changedto the letters JF.After the Tempest squadrons were fully equippedwith Series 2 aircraft, surviving Series 1 Tempestswere refurbished by Hawker and assigned toNo. 287 Squadron around the turn of 1944 and1945. This squadron played a secondary role,participating in calibration flights for anti-aircraft units along the British coastline. The redcode letters corresponded to RAF instructionsat the time.KITS 11/2023INFO Eduard71November 2023Page 72
Recommended:for Tempest Mk.V Series 1 1/4848976 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#648446KITS 11/2023INFO Eduard72November 2023Page 73
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450/17, Lt. Josef Jacobs, CO of Jasta 7, Rumbeke, Belgium, March 1918545/17, Lt. Hans Weiss, Jasta 11, Cappy, France, April 1918Josef Carl Peter Jacobs was born on May 15, 1984in Kreuzkapelle, Rhineland. From his school dayshe had been fascinated with flying and started tolearn how to control aircraft even before the war.Immediately after the outbreak of the Great War,he joined the ranks of the Luftstreitkräfte (Germanair force) and after training was assigned to theobservation unit FA 11 on July 3, 1915. In March 1916he was transferred to Fokkerstaffel West (fromOctober 6, 1916 it transformed to Jasta 12) wherehe remained until the end of January 1917 whenhe was transferred to Jasta 22. From August 2,1917, he took command of Jasta 7 and stayed withthe unit until the Armistice. At that time, his scorecounted 48 victories. After the war, Jacobs foundhimself fighting in the Baltic against the RussianBolsheviks as a part of Kommando Sachsenberg.Subsequently he trained Turkish military pilots.After Hitler came to power, Jacobs refused to jointhe NSDAP and emigrated to the Netherlands.After the end of World War II, he returned toBavaria, where he died in Munich on July 29,1978. He had his two personal Dreideckers atJasta 7, both painted black. Jacobs later hadan engine and propeller from a Sopwith Camelfitted to one of them, the No. 450/17. The sides ofthe fuselage sported drawing of a devil spittingfire. Existing photography evidence shows theshape of the drawing on the starboard side, whilea contemporary illustration of his aircraft showsthe left side. Jacobs himself confirmed this oneas correct after the war. This evidence leads tothe conclusion the paintings differed.Hans Weiss, a native of Hof, began his flyingcareer in June 1916 as an observer and gunnerwith FFA 282, FFA 28 and FFA 68 units. Aftertraining at Jastaschule Valenciennes, he joinedJasta 41, where he scored his first ten kills.Next he was transferred to Jasta 10 on March 17,1918, where he added another victory. Afterwardshe was assigned to Jasta 11. He scored his firstvictory there on April 2, 1918 and on April 8 wasnamed as temporary commander of the unitbut eventually he led it until his death on May 2,1918, when he was shot down by fire fromNo. 209 Squadron RAF Sopwith Camel flownby M. S. Taylor. The Dreidecker flown by HansWeiss had the upper surface of the top wing andthe rear section of the fuselage painted white.The wing struts, wheel hubs and engine cowlwere red, which was the color of Jasta 11.KITS 11/2023INFO Eduard74November 2023Page 75
425/17 Rtm. Manfred A. Freiherr von Richthofen, CO of JG 1, Lechelle, France, March 1918404/17, Hptm. Adolf Ritter von Tutschek, JG 2, Toulis, France, February 1918Manfred Albrecht von Richthofen is rightfullyconsidered the greatest fighter pilot of the FirstWorld War as he knocked eighty enemies downprior to his death on April 21, 1918. On contrary tothe general perception, the Fokker Dr.I was nothis typical mount, as he shot down only 17 out ofhis 80 victims while flying the Dreidecker for theshort period of March and April 1918. Manfred vonRichthofen was assigned to the Luftstreitkräfteon his own request in 1915 after his service witha cavalry unit. He became an observer but whenhe met Oswald Boelcke, the charisma of thisfighter ace made him to request pilot training.On completion of that, he became pilot ofobserver aircraft, but after another meetingwith Boelcke he joined the newly formed Jasta 2fighter unit. In January 1917, von Richthofen wasawarded the highly coveted Pour le Mérite andwas subsequently made CO of Jasta 11. In June1917, he received orders to form Jagdgeschwader1 from Jasta 4, 6, 10 and 11 units and led this “wing”until his death on April 21, 1918. Von Richthofenhad his aircraft painted red from January 1917when he led Jasta 11 and flew the Albatros D.III. Hecarried this practice over to the Fokker Dr.I whichhe flew as JG 1 Commanding Officer. According tosome sources the aircraft obtained its red colorin factory and so the finish was therefore of goodquality.Adolf Ritter von Tutschek was born on May 16, 1891,in the Bavarian town of Ingolstadt. He joined thearmy even before the war, and its outbreak foundhim serving with the 3rd Infanterie-Regiment “PrinzKarl von Bayern” as a lieutenant. He would seecombat on both the western and eastern fronts.For his service against the Russians, he was awardedthe 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 aninfantryman, he was seriously wounded severaltimes (grenade, gas). Afterwards, he requesteda transfer to the Luftstreitkräfte and after training,he served as artillery spotter from October 1916till January 1917 with FA 6b. Subsequently, he wastransferred to Jasta Boelcke, where he gainedthree kills, and on April 28, 1917, he was namedCO of Jasta 12. On August 11 he was seriouslywounded in combat with C. D. Booker of No. 8Squadron RNAS. After being released, he wasnamed the first CO of Jagdgeschwader 2 and onMarch 10, 1918, he reached his 27th victory. Five dayslater he was shot down and killed by H. B. Redlefrom No. 24 Squadron RFC. The aircraft in whichHptm. von Tutschek died carried a standard FokkerDr.I “streaked” camouflage and a turquoise color onthe lower ones. The rear part of the fuselage wasoverpainted with black and the engine cowl waswhite, which was typical for Jasta 12, one of theJG 2 units.KITS 11/2023INFO Eduard75November 2023Page 76
454/17, Lt. Lothar Freiherr von Richthofen, Jasta 11, Avesnes-le-Sec, France, March 1918Lothar von Richthofen was to a certain degreethe opposite of his older brother Manfred. WhileManfred carefully calculated risks and attackedfrom a favorable position as much as possible,Lothar got into fights at every opportunity. Thishelped him to achieve seventeen aerial victoriesduring first two months of his fighter service.On the other hand, his combat style was veryrisky and on several occasions interrupted hiscareer for a long-term due to various injuries.One of these came on March 13, 1918, when incombat with Bristols F.2B belonging to the No. 62Squadron caused a collapse of the leading edgeof the top wing of his Fokker Dr.I 454/17. Lotharmanaged to crash-land crippled aircraft, but ittook him till the middle of July to recover fromthe resulting injuries. His total score of forty killscame over the course of a mere 77 days of actualcombat flying! The aircraft with which Lothar vonRichthofen crashed on March 13, 1917, carrieda standard Fokker factory “streaked” finish butthe rear fuselage and the upper surface of thetop wing was oversprayed yellow, the color ofthe Dragoner Regiment “von Bredow” Nr. 4, a unitwith which Lothar von Richthofen served earlier.The engine cowl, wheel hubs and wing strutswere painted red, which was the color of Jasta 11.OVERTREES#7016XFokker Dr.I1/72Product pageOVERLEPT#7039-LEPTFokker Dr.IPE-Set 1/72Product pageRecommended:for Fokker Dr.I 1/72672139 Fokker Dr.I engine (Brassin)KITS 11/2023INFO Eduard76November 2023Page 77
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WNr. 110087, Hptm. Horst Carganico, CO of I./JG 5, Herzogenaurach,Germany, May 1944WNr. 412807, Uffz. Heinz Zimmermann, 6./JG 27, Fels am Wagram, Austria, July 1944Stab I./JG 3, Gütersloh, Germany, July 1944The first unit in which the then twenty-two-year-old Lt. Carganico served after completing flighttraining was JG 1 at the beginning of the war. Thiswas followed by service with JG 77 with whichhe saw combat in Norway and then the Battle ofBritain. On January 1, 1941, he returned to Norwaywhere he commanded 1./JG 77. On September25, 1941, Carganico achieved his 27th kill andwas awarded the Knight’s Cross. In March 1942,Carganico’s unit was redesignated 6./JG 5 andhe was given command of the entire II. Gruppein April 1942. On March 26, 1944, he took overI./JG 5 as CO and the unit saw combat againstAllied forces within the Defense of the Reich.On April 27 of the same year, Carganico tookoff for the last time. In an attack on a group ofB-17s, his Bf 109G-5 was heavily damaged andduring his attempt to belly-land, he struck somehigh power lines and died in the resulting crashnear the French town of Chevry. His final tallyconsisted of sixty kills over the course of 600sorties. Bf 109G-6/AS aircraft were assigned tothe high altitude interception units, thereforethey were camouflaged in the overall coat ofRLM 76. Hptm. Carganico had Mickey Mousepainted on the fuselage port side, markingcarried by his previous airplanes. Starboard sideis not photographically documented, it may havecarried the Gruppe Commander’s double chevronmarking.In the beginning of April 1944, first Bf 109G-6/ASaircraft were delivered to JG 1, JG 5 and JG 11units, the following month several aircraft weredelivered to JG 3 and also to JG 27, at that timebased at the Fels am Wagram airport in Austria.Yellow 2 was camouflaged in RLM 74/75/76 colorssporting the Reich Defense marking of the aircraftserving with JG 27, i.e., green band around therear fuselage. Irregular stripes of RLM 74 wereapplied on the engine cowling sides at the unit.There is a FuG 16 system antenna mounted at thebottom of the fuselage.The patches of RLM 74/75 were applied to theoriginally overall gray (RLM 76) aircraft at theunit level while the fuselage sides, tail surfacesand engine cowling sides were sprayed withthe irregular stripes of RLM 74. The white stripesurrounding the rear fuselage was an insignia ofthe JG 3 aircraft flying Reich Defense missions.JG 3 insignia was sprayed on both sides of theengine cowling.KITS 11/2023INFO Eduard78November 2023Page 79
Hptm. Friedrich-Karl Müller, CO of 1./NJGr. 10, Werneuchen, Germany, July 1944Oblt. Manfred Dieterle, 2./EJG 2, Hagenow, Germany, December 1944Friedrich-Karl Müller, the future Knight’s Crossrecipient and the ace with thirty night victoriesover the enemy aircraft, was born on December4, 1912, in Sulzbach in Saarland. In 1934 hecompleted his pilot training and got the job withLufthansa. After the outbreak of World War II,he was transferred to the Luftwaffe. Initially,he was flying as a transport pilot, later as aninstrument flying instructor. In December 1942,he was assigned to KG 50 flying with He 177sand in the summer of the following year heresponded to Hajo Hermann call and requestedthe reassignment to JG 300 famous for its WildeSau (single-engine fighter night interceptionwithout airborne radar guidance) tactics. Whileserving with this unit, Müller was credited with19 victories and in January 1944 he was ordered toform 1./NJGr. 10. In August 1944, he was promotedto command I./NJG 11 and was leading this unituntil the end of World War II. He passed awayon November 2, 1987. The lower and part of sidesurfaces were painted black to better suit nightconditions. The red band around the rear fuselageindicated the original owner of this aircraft withinReich Defense system was JG 300. The pilot’sscore was painted on both sides of the rudderin the form of the twenty-three stripes with theenemy nationality and date of the victory.Ergänzungsnachtjagdstaffel was established onMarch 9, 1944, in Ludwigslust and its task was theoperational training of the single-engine nightfighter pilots who were afterwards destined forJG 300, JG 301, JG 302 and later for NJG 10 andNJG 11. In the end of July, the Staffel was extendedto the Gruppe size (EJGr. 2) and in the beginningof November the name was changed to EJG 2.In the meantime, the relocation to the Hagenowairport took place. In October the unit receivedMesserschmitts Bf 109G-6/AS and G-14/ASwith which the instructors were to fly the nightsorties against British Mosquitoes. Contrary tothe training aircraft which carried the markingsof the particular Staffel (1. Staffel white, 2. Staffelred, 3. Staffel yellow, 4. Staffel blue) thesecombat ones were marked with the numerals ingreen color. The original camouflage of Green 5was oversprayed with black color for better nightcamouflaging and it also carried EJG 2 insignia onthe port side of the fuselage nose.OVERTREES#82163X Bf 109G-6/AS 1/48Product pageOVERLEPT#82163-LEPT Bf 109G-6/ASPE-Set 1/48Product pageRecommended: for Bf 109G-6/AS 1/4848885 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 11/2023INFO Eduard79November 2023Page 80
BRASSINLööK set - Brassin pre-painted dashboard and STEELseatbelts for TBD-1 in 1/32 scale. Easy to assemble,replaces plastic parts. Recommended kit: TrumpeterSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardand STEEL seatbelts for MC.202 in 1/32 scale.Easy to assemble, replaces plastic parts.Recommended kit: ItaleriSet contains:- resin: 2 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: no634043TBD-1 Devastator LööK1/32 Trumpeter634044MC.202 LööK1/32 ItaleriProduct pageProduct pageINFO Eduard80November 2023Page 81
644229F-16D Block 40 LööK1/48 KineticLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for F-16D in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: KineticSet contains:- resin: 6 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noBRASSINCollection of 4 sets for A-10C in 1/48 scale.Recommended kit: Academy- LööK set (pre-painted Brassin dashboards & Steelbelts)- TFace painting mask- undercarriage wheels- rotary gun flash supressor644234A-10C LööKplus1/48 AcademyProduct pageProduct pageINFO Eduard81November 2023Page 82
BRASSINCollection 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- seatBrassin set - the undercarriage wheels for MC.202in 1/32 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: ItaleriSet contains:- resin: 4 parts- decals: no- photo-etched details: no- painting mask: yes644235Hurricane Mk.II LööKplus1/48 Arma Hobby632198MC.202 wheels1/32 ItaleriProduct pageProduct pageINFO Eduard82November 2023Page 83
BRASSINBrassin set - cockpit for Bf 109K-4 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 16 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noBrassin set - the seat for A-1J in 1/48 scale. Seatbeltsare printed together with the seat. Made by direct3D printing. Easy to assemble, replaces plastic parts.Recommended kit: TamiyaSet contains:- 3D print: 5 parts- decals: yes- photo-etched details: no- painting mask: no648885A-1J ejection seat PRINT1/48 TamiyaProduct pageProduct page648904Bf 109K-4 cockpit PRINT1/48 EduardINFO Eduard83November 2023Page 84
648905Bf 109K-4 undercarriage legs BRONZE1/48 Eduard648927Mi-4 wheels1/48 TrumpeterBRASSINBrassin set - the undercarriage legs forBf 109K-4 in 1/48 scale. The legs are madeof bronze. Recommended kit: EduardSet contains:- 3D print: 4 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage wheels for Mi-4in 1/48 scale. The set consists of the main wheelsand nose wheels. Easy to assemble, replaces plastic parts.Recommended kit: TrumpeterSet contains:- resin: 4 parts- decals: no- photo-etched details: no- painting mask: yesProduct pageProduct pageINFO Eduard84November 2023Page 85
BRASSINBrassin set - the undercarriage wheels for Sea Kingin 1/48 scale. The set consists of the main wheelsand tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: AirfixSet contains:- resin: 5 parts- decals: no- photo-etched details: no- painting mask: yes648930Sea King wheels1/48 AirfixBrassin set - cockppit door for Hurricane Mk.IIin 1/48 scale. Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: Arma HobbySet contains:- 3D print: 1 part- decals: yes- photo-etched details: yes- painting mask: no648929Hurricane Mk.II cockpit door PRINT1/48 Arma HobbyProduct pageProduct pageINFO Eduard85November 2023Page 86
BRASSINBrassin set - ejection seat for F/A-18Ein 1/48 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: HasegawaSet contains:- 3D print: 3 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: noBrassin set - the undercarriage wheels forF/A-18E/F in 1/48 scale. The set consists of themain wheels and nose wheels. Easy to assemble,replaces plastic parts. Recommended kit: HasegawaSet contains:- resin: 6 parts- decals: no- photo-etched details: no- painting mask: yes648932F/A-18E/F wheels1/48 Hasegawa648931F/A-18E seat1/48 HasegawaProduct pageProduct pageINFO Eduard86November 2023Page 87
BRASSINBrassin set - UB-32 rocket launchersfor 1/48 scale kits. The set consists of 4rocket launchers.Set contains:- resin: 12 parts- decals: no- photo-etched details: yes- painting mask: no648937UB-32 rocket launchers1/48Brassin set - cockpit for Bf 109G-4 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 16 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no648935Bf 109G-4 cockpit PRINT1/48 EduardProduct pageProduct pageINFO Eduard87November 2023Page 88
BRASSINBrassin set - the undercarriage wheels for F-35Ain 1/72 scale. The set consists of the main wheelsand a nose wheel. Easy to assemble, replaces plastic parts.Recommended kit: TamiyaSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesBrassin set - exhaust nozzle for F-35Ain 1/72 scale. Made by direct 3D print.Recommended kit: TamiyaSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no672334F-35A exhaust nozzle PRINT1/72 Tamiya672333F-35A wheels1/72 TamiyaProduct pageProduct pageINFO Eduard88November 2023Page 89
BRASSINBrassin set - ejection seat for F-35Ain 1/72 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: TamiyaSet contains:- 3D print: 3 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no672336F-35A ejection seat PRINT1/72 TamiyaBrassin set - cockpit for F-35Ain 1/72 scale. Made by direct 3D print.Recommended kit: TamiyaSet contains:- 3D print: 7 parts- decals: yes- photo-etched details: yes, pre-painted- painting mask: no672335F-35A cockpit PRINT1/72 TamiyaProduct pageProduct pageINFO Eduard89November 2023Page 90
BRASSINBrassin set - the undercarriage legs forBf 109G in 1/72 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- 3D print: 2 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - gun barrels for Bf 109G-2 & G-4in 1/72 scale. Made by direct 3D printing.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: no- painting mask: no672339Bf 109G-2/G-4 gun barrels PRINT1/72 Eduard672338Bf 109G undercarriage legs BRONZE1/72 EduardProduct pageProduct pageINFO Eduard90November 2023Page 91
BRASSINBrassin set - the undercarriage wheels for Bf 109G-2& G-4 in 1/72 scale. The set consists of the main wheelsand a tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yes672340Bf 109G-2/G-4 wheels for plain wings PRINT1/72 EduardProduct pagePage 92
www.eduard.com/bfcBUNNY BUNNY FIGHTERFIGHTERCLUBEduard's special membership club for all modeling enthusiasts!15% Permanent Club discount at Eduard Store – you will receive permanent 15% discount on all Eduardproducts and also discount on various other non-Eduard products. Fixed, permanent, forever!Unique valuable Club kits and accessories – you will gain access to unique and nowhere else to be soldproducts, specially made for BFC members.Even better prices at Eduard events stand – do you know that Eduard usually has huge discounts ontheir products at fairs and events all over the world? BFC members will have even higher discount atthese events.Club T-shirt – you will receive fancy BFC T-shirt with unique design and special barcode(used for event discounts). This exclusive T-shirt will be only availableto the members of BFC.Free entry fee on E-day – you will not have to pay a penny to visit Eduard's E-day.That means lot of fun at E-day for two days and entry kit, absolutely free!* E-day - INTERNATIONAL SCALE KIT EXHIBITION - IPMS Czech Republic ChampionshipBOX CONTENT:Plastic parts, Marking options 6, Decal Set, PE parts, Maska, Brassinparts (two different types of wheels, landing flaps, dust filter witheyelid, intake ring and RP-3 60lb rockets), 3D decals for main and si-dewalk instrument and control panels with photo-etched details andseat belts.BOX CONTENT:Plastic parts, Marking options 4, Decal Set, PE parts, Maska, Brassinparts (undercarriage wheels, cockpit, exhaust nozzle, FOD).How to become a member of BFC?How to become a member of BFC?Simply by purchasing the Activation product. You will be given 15% discount on (almost) every Eduardproduct in your shopping cart. To apply this discount, the Activation product has to be in your shoppingcart. Activation product is excluded from this calculation.Activation products:Activation products:Tempest Mk. V + T-shirt 1/48MiG-21MF + T-shirt 1/72Page 93
BRASSINCollection of 4 sets for FM-2 in 1/48 scale.Recommended kit: Eduard- cockpit- exhausts- undercarriage legs BRONZE- undercarriage wheelsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30%.SIN48113FM-2 ESSENTIAL1/48 EduardProduct pageINFO Eduard93November 2023Page 94
BRASSINCollection of 4 sets for Bf 109Fin 1/48 scale. Recommended kit: Eduard- cockpit- engine & fuselage guns- undercarriage wheels- undercarriage legs BRONZEAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648114Bf 109F1/48 EduardProduct pageINFO Eduard94November 2023Page 95
BRASSINCollection of 5 sets for Su-25 in 1/48 scale.Recommended kit: Zvezda- Rocket launcher B-8M1- R-60 / AA-8 Aphid- OFAB-250 Soviet bombs- S-24 rocket- UB-32 rocket launchersAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.SIN648116Su-25 armament1/48 Eduard / ZvezdaProduct pageINFO Eduard95November 2023Page 96
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FOTOLEPTYHow 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-ETCHEDHow to Work with Photo-EtchedAccessoriesPart I: BasicsOverview of Essential Tools and Chemistry for Workingwith Photo-Etch. In this segment, I'll provide anoverview of the basic tools and chemical substancesessential for working with photo-etched components.For demonstration purposes, I've selected Eduard setsdesigned for the Sd.Kfz.164 Nashorn 1/35 kit by BorderModel.In this series, I aim to guide you throughthe tools, equipment, and techniques I'veacquired over my approximately10 years of experience with photo-etchedaccessories. Although some modelers mayhave reservations about using photo-etch,it remains a preferred method for addingprecise details to various parts of a model.In this first part, I intend to demonstratethe fundamental techniques, tools, andchemical processes I employ, especiallyfor those new to modeling.Jakub NademlejnskýItaleri's etch scissors are an excellent choice for swiftlyand easily cutting photo-etched parts from the sprue.Alternatively, a sharp scalpel can be used to removeparts.INFO Eduard104November 2023Page 105
How to Work with Photo-EtchedAccessoriesPHOTO-ETCHEDVarious types of tweezers are indispensable, particularly pointed and flat-tippedtweezers. Pointed tweezers are ideal for handling and placing small parts, whileflat tweezers are suitable for bending smaller components.Here, you can see a close-up of the needle after modification. I use the remainingeye of the needle to scoop instant glue from the Eduard mask's base paper. Theglossy surface of this paper ensures that the glue remains active for an extendedperiod.Overview of Both Used Sets (Cat.No. 36506 and 36507).Set 36506 includes a 3D decal radio face created with EduardSPACE technology.Photo-etched parts benders are available in various sizes and are invaluable forworking with larger etched parts, such as aircraft landing flaps, and for bending smalledges that are challenging to grip with tweezers.I recommend using superglue to adhere photo-etched parts. The choice of superglue canvary, and their characteristics are well-detailed in Info 04/2023. My personal preferenceis for extra-thin glue. To apply the glue precisely, I use a steel wire, which I've drilled intoan old brush holder, and a half-flake needle, similarly drilled into a brush holder.INFO Eduard105November 2023Page 106
Use etching scissors to make roughcuts of the photo-etched parts fromthe sprue.After rough cutting, you'll have parts that still contain someconnecting points.Carefully clean the photo-etched parts using the scissorsIf necessary, you can use a coarse file to removeany remaining burrs from the etched handles.PHOTO-ETCHEDINFO Eduard106November 2023Page 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 etcheddetail 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 slipout of them.PHOTO-ETCHEDINFO Eduard107November 2023Page 108
Drip thin glue onto the glossy paper from the mask. Use a tool created from a modified needle to scoopup 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 isespecially useful for precise applications.The wire tool can also reach less accessible places.Any glue residue can be easily removed from the toolsusing a lighter.I highly recommend using these two solutions - Debonder and activator - when working with photo-etch.PHOTO-ETCHEDINFO Eduard108November 2023Page 109
The activator accelerates the drying of superglue. When sprayed with it, the glueinstantly dries.Here's the finished photo-etchedpart after folding and gluing.For effective use of Debonder, apply it directly to the glue-affected area usinga brush or cotton sticker and spread it gently with slight pressure.Debonder is essential for removing superglue residues and can also helpin disassembling previously glued parts.(to be continued)PHOTO-ETCHEDINFO Eduard109November 2023Page 110
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Vybrané stavebnice z říjnové nabídkyje možné zakoupit samostatně nebo vevariantách zvýhodněného balíčku BUNDLE.Zvýhodněná BUNDLE nabídka je časověomezená a platí do 15. října 2023 nebo dovyprodání zásob.3DL48145 Sea King HAS.5 SPACE 1/48 Airfix3DL48146Sea King HU.5 SPACE 1/48 AirfixSPACEProduct pageProduct pagePage 114
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BIG EDAll sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG33156 A-20G 1/32 HKMBIG49384F-16D Block 30 1/48 Kinetic321012 A-20G 1/3232484 A-20G bomb bay 1/3232485 A-20G main wheel wells 1/3233356 A-20G seatbelts STEEL 1/32JX315 A-20G 1/32481113 Hurricane Mk.I landing flaps481114 Hurricane Mk.I gun bays491364 Hurricane Mk.IFE1365 Hurricane Mk.I seatbelts STEELProduct pageProduct pageINFO Eduard116November 2023Page 117
All sets included in this BIG ED are available separately,but with every BIG ED set you save up to 30%.BIG EDBIG49385 F-16D Block 40 1/48 KineticBIG49386F-16D Block 50 1/48 KineticBIG49387A-10C 1/48 Academy481118 F-16 reinforcement straps STEEL 1/4849103 Remove Before Flight STEEL 1/48491370 F-16D Block 40 1/48FE1372 F-16D Block 30/40/50 seatbelts STEEL 1/48EX966 F-16D Block 30/40/50 1/48481118 F-16 reinforcement straps STEEL 1/4849103 Remove Before Flight STEEL 1/48491371 F-16D Block 50 1/48FE1372 F-16D Block 30/40/50 seatbelts STEEL 1/48EX966 F-16D Block 30/40/50 1/48481120 A-10C formation lights 1/4849103 Remove Before Flight STEEL 1/48491373 A-10C 1/48FE1374 A-10C seatbelts STEEL 1/48Product pageProduct pageProduct pageINFO Eduard117November 2023Page 118
MASKSJX317 TBD-1 TFace1/32 TrumpeterJX318 MC.2021/32 ItaleriJX319 MC.202 TFace1/32 ItaleriEX988 F-14B windshield TFace1/48 Great Wall HobbyEX989 Sea King1/48 AirfixEX990 Sea King TFace1/48 AirfixCX654 F-35A RAM panels early1/72 TamiyaCX655 F-35A RAM panels late1/72 TamiyaJX318 MC.202JX318 MC.202JX319 MC.202 TFace JX319 MC.202 TFaceJX319 MC.202 TFaceJX319 MC.202 TFaceJX317 TBD-1 TFaceJX317 TBD-1 TFaceJX317 TBD-1 TFaceJX317 TBD-1 TFaceIT FITS!INFO Eduard118November 2023Page 119
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RELEASESNOVEMBER 2023KITSPE-SETSZOOMSMASKSDECALS82138 Fw 190A-7 1/48 ProfiPACK2143 WNM pt. 2 Dual Combo 1/72 Limited84194 F6F-3 Hellcat 1/48 Weekend84195 Tempest Mk.V Series 1 1/48 Weekend7039 Fokker Dr.I Re-release 1/72 ProfiPACK82163 Bf 109G-6/AS Re-release 1/48 ProfiPACK53299 USS Nimitz CVN-68 part 5 1/350 Trumpeter32486 TBD-1 exterior 1/32 Trumpeter32487 TBD-1 landing flaps 1/32 Trumpeter32488 MC.202 landing flaps 1/32 Italeri321013 TBD-1 1/32 Trumpeter321014 MC.202 1/32 Italeri36510 WWII British Army 30-CWT 4x2 Truck 1/35 Airfix491392 F-14B 1/48 Great Wall Hobby491394 Sea King HAS.1 1/48 Airfix491395 Sea King HAS.5 1/48 Airfix491396 Sea King HU.5 1/48 Airfix491397 Sea King HU.5 cargo seatbelts STEEL 1/48 Airfix72734 AC-130J exterior 1/72 Zvezda73812 AC-130J cargo seatbelts 1/72 Zvezda73813 AC-130J cargo floor 1/72 Zvezda73814 AC-130J cargo interior 1/72 Zvezda33357 TBD-1 1/32 Trumpeter33358 TBD-1 seatbelts STEEL 1/32 Trumpeter33359 MC.202 1/32 Italeri33360 MC.202 seatbelts STEEL 1/32 ItaleriFE1392 F-14B 1/48 Great Wall HobbyFE1393 F-14B seatbelts STEEL 1/48 Great Wall HobbyFE1394 Sea King HAS.1 1/48 AirfixFE1395 Sea King HAS.5 1/48 AirfixFE1396 Sea King HU.5 1/48 AirfixFE1397 Sea King seatbelts STEEL 1/48 AirfixFE1398 Tempest Mk.V Weekend 1/48 EduardJX317 TBD-1 TFace 1/32 TrumpeterJX318 MC.202 1/32 ItaleriJX319 MC.202 TFace 1/32 ItaleriEX988 F-14B windshield TFace 1/48Great Wall HobbyEX989 Sea King 1/48 AirfixEX990 Sea King TFace 1/48 AirfixCX654 F-35A RAM panels early 1/72 TamiyaCX655 F-35A RAM panels late 1/72 TamiyaD48113 Bf 109K-4 stencils 1/48 EduardEDDIE THE RIVETERER32003 Triple riveting rows 1/32ER48008 Triple riveting rows 1/48ER72003 Triple riveting rows 1/72INFO Eduard120November 2023Page 121
BIG-EDBIG-EDRELEASESBRASSINLöökPLUSBIG SINSPACE634043 TBD-1 Devastator LööK 1/32 Trumpeter634044 MC.202 LööK 1/32 Italeri644229 F-16D Block 40 LööK 1/48 Kinetic632198 MC.202 wheels 1/32 Italeri648885 A-1J ejection seat PRINT 1/48 Tamiya648904 Bf 109K-4 cockpit PRINT 1/48 Eduard648905 Bf 109K-4 undercarriage legs BRONZE 1/48 Eduard648927 Mi-4 wheels 1/48 Trumpeter648929 Hurricane Mk.II cockpit door PRINT 1/48Arma Hobby648930 Sea King wheels 1/48 Airfix648931 F/A-18E ejection seat 1/48 Hasegawa648932 F/A-18E/F wheels 1/48 Hasegawa648935 Bf 109G-4 cockpit PRINT 1/48 Eduard648937 UB-32 rocket launchers 1/48672333 F-35A wheels 1/72 Tamiya672334 F-35A exhaust nozzle PRINT 1/72 Tamiya672335 F-35A cockpit PRINT 1/72 Tamiya672336 F-35A ejection seat PRINT 1/72 Tamiya672338 Bf 109G undercarriage legs BRONZE 1/72 Eduard672339 Bf 109G-2/G-4 gun barrels PRINT 1/72 Eduard672340 Bf 109G-2/G-4wheels for plain wings PRINT 1/72 Eduard644234 A-10C LööKplus 1/48 Academy644235 Hurricane Mk.II LööKplus 1/48Arma HobbySIN648113 FM-2 ESSENTIAL 1/48 EduardSIN648114 Bf 109F 1/48 EduardSIN648116 Su-25 armament 1/48Eduard/Zvezda3DL32020 TBD-1 SPACE 1/32 Trumpeter3DL48140 Hunter FGA.9 SPACE 1/48 Airfix3DL48141 Hunter FR.10 SPACE 1/48 Airfix3DL48142 Hunter GA.11 SPACE 1/48 Airfix3DL48143 F-14B SPACE 1/48Great Wall Hobby3DL48144 Sea King HAS.1 SPACE 1/48 Airfix3DL48145 Sea King HAS.5 SPACE 1/48 Airfix3DL48146 Sea King HU.5 SPACE 1/48 Airfix3DL53013 US Navy ensign & union jack flag SPACE 1/200NOVEMBER 2023BIG EDBIG33156 A-20G 1/32 HKMBIG49384 F-16D Block 30 1/48 KineticBIG49385 F-16D Block 40 1/48 KineticBIG49386 F-16D Block 50 1/48 KineticBIG49387 A-10C 1/48 AcademyINFO Eduard121November 2023Page 122
BUILTbuilt by Robert SzwarcWellington Mk.Ic1/72AirfixAccessories 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 Eduard122November 2023Page 123
BUILTINFO Eduard123November 2023Page 124
built by Paolo Portuesi#11142MARKING LTales of IwojimaVery Long Range:1/48BUILTAccessories 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 Eduard124November 2023Page 125
BUILTP-51D-20, 44-72587, flown by 2nd Lt. William G. Ebersole / 2nd Lt. James R. Bercaw, 462nd FS,506th FG, 20th AF, Iwojima, July 1945This Mustang was shared with 2nd LieutenantsBill Ebersole and James Bercaw. Bill Ebersole,the youngest pilot of the 462nd FS, arrived toIwojima east side No.3 Airfield already on May1945, in times of latest night attacks of the restof Japanese soldiers. He flew his first combatsortie over Chichijima on May 15th, 1945. He flewthe first VLR Mission among his total 10 on June7th, 1945, which was a 8 hours long escort sortieover Osaka. He was credited by Zero destroyed onground during attack of Hyakurigahara airfield onJune 26th, 1945. He is also credited by destroyedsmall transport ship „Sugar Dog“ type on earlyAugust. His final strafing mission was flownagainst Tachikawa on August 5th, 1945, only daybefore dropping the atomic bomb on Hiroshima.INFO Eduard125November 2023Page 126
ON APPROACHDECEMBER 2023644230F-16D Block 50 LööK1/48 Kinetic644240Fw 190A-7 LööK1/48 Eduard644241FM-1 LööK1/48 EduardBIG49388 Yak-9T 1/48 ZvezdaBIG49389 F-4G 1/48 MengBIG72176 PBY-5A 1/72 Hobby 2000/AcademyBIG5369 USS Nimitz CVN-68 PART I 1/350 Trumpeter644230 F-16D Block 50 LööK 1/48 Kinetic644240 Fw 190A-7 LööK 1/48 Eduard644241 FM-1 LööK 1/48 Eduard648906 Bf 109K external fuel tanks 1/48 Eduard648938 Hurricane Mk.II gun bays PRINT 1/48 Arma Hobby648940 Fw 190A-7 cockpit PRINT 1/48 Eduard648941 Fw 190A-7 engine & fuselage guns 1/48 Eduard648942 Fw 190A-7 undercarriage legs BRONZE 1/48 Eduard648943 FM-1 undercarriage legs BRONZE 1/48 Eduard648944 FM-1 wheels 1/48 Eduard648945 FM-1 folding wings PRINT 1/48 Eduard648946 FM-1 exhaust PRINT 1/48 Eduard648947 FM-1 engine PRINT 1/48 Eduard648948 FM-1 wheel bay PRINT 1/48 Eduard648949 FM-1 seat PRINT 1/48 Eduard648950 FM-1 gun barrels PRINT 1/48 Eduard672341 Bf 109G-2/G-4 wheels for bulged wings PRINT 1/72 Eduard672342 Bf 109G-2 cockpit PRINT 1/72 Eduard672343 Bf 109G-4 cockpit PRINT 1/72 Eduard672344 Bf 109G radio compartment PRINT 1/72 Eduard672345 F6F wheel bays PRINT 1/72 Eduard672346 Bf 109G propeller PRINT 1/72 Eduard634045 MC.202 LööKplus 1/32 Italeri644236 MiG-17F LööKplus 1/48 AMMO644237 F-16D Block 30 LööKplus 1/48 KineticSIN648115 FM-2 w/ armoured headrest ESSENTIAL 1/48 EduardSIN648117 F6F undercarriage 1/48 EduardBIG ED (December)BRASSIN (December)LöökPlus (December)BIGSIN (December)LööK set - Brassin pre-painted dashboardsand STEEL seatbelts for F-16D in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: KineticSet contains:- resin: 6 parts- decals: no- photo-etched details: yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for Fw 190A-7 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 2 parts- decals: no- photo-etched details:yes, pre-painted- painting mask: noLööK set - Brassin pre-painted dashboardsand STEEL seatbelts for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 1 part- 3D print: 1 part- decals: no- photo-etched details:yes, pre-painted- painting mask: noPRELIMINARY IMAGESPRELIMINARY IMAGESPRELIMINARY IMAGESINFO Eduard126November 2023Page 127
648906Bf 109K external fuel tanks1/48 EduardON APPROACHBrassin set - external fuel tanks (3 types) with racksfor Bf 109K in 1/48 scale. Easy to assemble, replacesplastic parts. Recommended kit: EduardSet contains:- resin: 3 parts- 3D print: 3 parts- decals: yes- photo-etched details: no- painting mask: no648938Hurricane Mk.II gun bays PRINT1/48 Arma Hobby648940Fw 190A-7 cockpit PRINT1/48 EduardBrassin 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 HobbySet contains:- 3D print: 22 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - cockpit for Fw 190A-7in 1/48 scale. Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 19 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noINFO Eduard127November 2023Page 128
ON APPROACHDECEMBER 2023648941Fw 190A-7 engine & fuselage guns1/48 Eduard648942Fw 190A-7 undercarriage legs BRONZE1/48 Eduard648943FM-1 undercarriage legs BRONZE1/48 EduardBrassin set - the engine and fuselageguns instalation for Fw 190A-7 in 1/48 scale.Recommended kit: EduardSet contains:- resin: 31 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - the undercarriage legs for Fw 190A-7in 1/48 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- resin: 2 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - the undercarriage legs for FM-1in 1/48 scale. The legs are made of bronze.Recommended kit: EduardSet contains:- 3D print: 4 parts- bronze: 2 parts- decals: no- photo-etched details: no- painting mask: noINFO Eduard128November 2023Page 129
ON APPROACHDECEMBER 2023648944FM-1 wheels1/48 Eduard648945FM-1 folding wings PRINT1/48 Eduard648946FM-1 exhaust PRINT1/48 EduardBrassin set - the undercarriage wheels for FM-1 in1/48 scale. The set consists of the main wheels anda tail wheel. Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 5 parts- 3D print: 2 parts- decals: no- photo-etched details: yes- painting mask: yesBrassin set - folding wings for FM-1 in 1/48 scale.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 10 parts- spare plastic wings: 1 set- decals: no- photo-etched details: yes- painting mask: noBrassin set - exhaust pipes for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 2 parts- decals: no- photo-etched details: no- painting mask: noINFO Eduard129November 2023Page 130
ON APPROACH648947FM-1 engine PRINT1/48 Eduard648948FM-1 wheel bay PRINT1/48 Eduard648949FM-1 seat PRINT1/48 EduardBrassin set - engine for FM-1 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 35 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - wheel bay for FM-1 in 1/48 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 10 parts- decals: no- photo-etched details: no- painting mask: noBrassin set - pilot seat for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 1 part- decals: no- photo-etched details: yes, pre-painted- painting mask: noDECEMBER 2023INFO Eduard130November 2023Page 131
672341Bf 109G-2/G-4 wheels for bulged wings PRINT1/72 Eduard648950FM-1 gun barrels PRINT1/48 EduardBrassin set - the undercarriage wheels forBf 109G-2 & G-4 in 1/72 scale. The set consistsof the main wheels and a tail wheel.Easy to assemble, replaces plastic parts.Recommended kit: EduardSet contains:- resin: 3 parts- decals: no- photo-etched details: no- painting mask: yesON APPROACHBrassin set - gun barrels for FM-1 in 1/48 scale.Easy to assemble, replaces plastic parts.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: no672342Bf 109G-2 cockpit PRINT1/72 EduardBrassin set - cockpit for Bf 109G-2 in 1/72 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 9 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noDECEMBER 2023INFO Eduard131November 2023Page 132
ON APPROACH672343Bf 109G-4 cockpit PRINT1/72 Eduard672344Bf 109G radio compartment PRINT1/72 Eduard672345F6F wheel bays PRINT1/72 EduardBrassin set - cockpit for Bf 109G-4 in 1/72 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 9 parts- decals: yes- photo-etched details:yes, pre-painted- painting mask: noBrassin set - radio compartment for Bf 109G in 1/72 scale.Made by direct 3D printing. Recommended kit: EduardSet contains:- 3D print: 5 parts- decals: no- photo-etched details: yes- painting mask: noBrassin set - wheel bays for F6F in 1/72 scale.Made by direct 3D printing.Recommended kit: EduardSet contains:- 3D print: 4 parts- decals: no- photo-etched details: no- painting mask: noDECEMBER 2023INFO Eduard132November 2023Page 133
ON APPROACHCollection of 3 sets for MC.202 in 1/32 scale.Recommended kit: Italeri- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheels634045MC.202 LööKplus1/32 Italeri672346Bf 109G propeller PRINT1/72EduardBrassin 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: EduardSet contains:- 3D print: 2 parts- resin: 4 parts- decals: no- photo-etched details: no- painting mask: noDECEMBER 2023INFO Eduard133November 2023Page 134
ON APPROACH644236MiG-17F LööKplus1/48 AMMOCollection of 3 sets for MIG-17F in 1/48 scale.Recommended kit: AMMO- LööK set (pre-painted Brassin dashboard & Steelbelts)- TFace painting mask- undercarriage wheelsDECEMBER 2023INFO Eduard134November 2023Page 135
ON APPROACHCollection 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 seats644237F-16D Block 30 LööKplus1/48 KineticDECEMBER 2023INFO Eduard135November 2023Page 136
SIN648115FM-2 w/ armoured headrest ESSENTIAL1/48 EduardCollection of 4 sets for FM-2 in 1/48 scale.Recommended kit: Eduard- cockpit- exhausts- undercarriage legs BRONZE- undercarriage wheelsAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30%.ON APPROACHDECEMBER 2023INFO Eduard136November 2023Page 137
SIN648117F6F undercarriage1/48 EduardCollection of 3 sets for F6F-3 and F6F-5 in 1/48 scale.Recommended kit: Eduard- undercarriage bays- undercarriage wheels- undercarriage legs BRONZEAll sets included in this BIG SIN are available separately,but with every BIG SIN set you save up to 30 %.BRASSIN 02/2022BRASSIN 02/2022ON APPROACHDECEMBER 2023INFO Eduard137November 2023Page 138
PE-SETS53300 USS Nimitz CVN-68 part 6 1/350 Trumpeter53301 USS Nimitz CVN-68 part 7 1/350 Trumpeter36511 WC-52 1/35 Zvezda36512 BMP-3 1/35 Zvezda321015 AH-1G early 1/35 ICM481125 FM-1 landing flaps 1/48 Eduard481126 Mi-17 cargo seats 1/48 Trumpeter481127 Seafire F.XVII exterior 1/48 Airfix491399 Seafire F.XVII 1/48 Airfix491401 Mi-17 1/48 Trumpeter491402 Mi-17 cargo seatbelts STEEL 1/48 Trumpeter491404 Sea King HAS.1 cargo interior 1/48 Airfix491405 Sea King HAS.5 cargo interior 1/48 Airfix491406 Sea King HU.5 cargo interior 1/48 AirfixZOOMS33361 AH-1G early 1/35 ICM33362 AH-1G early seatbelts STEEL 1/35 ICMFE1399 Seafire F.XVII 1/48 AirfixFE1400 Seafire F.XVII seatbelts STEEL 1/48 AirfixFE1401 Mi-17 1/48 TrumpeterFE1402 Mi-17 seatbelts STEEL 1/48 TrumpeterFE1403 Bf 109E-4 Weekend 1/48 EduardSS815 S-199 Erla canopy Weekend 1/72 EduardMASKSJX320 AH-1G 1/35 ICMJX321 AH-1G TFace 1/35 ICMEX991 Seafire F.XVII 1/48 AirfixEX992 Seafire F.XVII TFace 1/48 AirfixEX993 Mi-17 1/48 TrumpeterEX994 Mi-17 TFace 1/48 TrumpeterEX995 Bf 109E-4 TFace 1/48 EduardEX996 F6F-3 US national insignia 1/48 EduardCX656 S-199 Erla canopy Weekend 1/72 EduardSPACE3DL32021 AH-1G early SPACE 1/35 ICM3DL48147 Seafire F.XVII SPACE 1/48 Airfix3DL48148 Mi-17 SPACE 1/48 Trumpeter3DL48149 FM-1 SPACE 1/48 Eduard3DL48150 P-39N SPACE 1/48 Eduard3DL48151 X-1 SPACE 1/48 EduardDECAL SETSD48114 F-35A stencils 1/48 TamiyaD72046 F-35A stencils 1/72 TamiyaON APPROACHDECEMBER 2023INFO Eduard138November 2023Page 139
ON APPROACHFM-1 Wildcat #82204 1/48VC-1, USS Block Island (CVE-21), Autumn 1943VC-33, USS Nassau (CVE-16), September 1943No. 846 Naval Air Squadron, HMS Tracker, June 1944BuNo. 15334, VC-33, USS Coral Sea (CVE-57), November 1943BuNo. 46776, VC-13, USS Guadalcanal (CVE-60), spring 1944JV377, No. 882 Naval Air Squadron, HMS Searcher, August 1944DECEMBER 2023INFO Eduard139November 2023Page 140
ON APPROACHTEST BUILD#82204FM-1 Wildcat 1/48built by Jakub NademlejnskýDECEMBER 2023INFO Eduard140November 2023Page 141
ON APPROACHDECEMBER 2023INFO Eduard141November 2023Page 142
ON APPROACHP-39N Airacobra 1/48#8067P-39N-1, 42-9385, Lt. Kirby F. Smith, 346th FS, 350th FG,Reghaia, Algeria, September 1943P-39N-5, 42-18815, Lt. Walter A. Hymovitch, 41st FS,35th FG, New Guinea, Nadzab, fall 1943P-39N, 42-8747, Guard Capt. Grigoryi Andreevich Rechkalov, 16GIAP, the Soviet Union, August 1944P-39N-1, 42-18378, 10° Gruppo,4° Stormo, ACI, Lecce-Galatina,Italy, 1944P-39N-5, 42-18810, 40th FS,35th FG, Nazdab, New Guinea,fall 1943P-39N-1, 42-18354, Maj. Charles F. Hoover, 345th FS, 350 FG,Ghisonaccia, Corsica, December 1943DECEMBER 2023INFO Eduard142November 2023Page 143
P-39N-1, 42-18378, 10° Gruppo,4° Stormo, ACI, Lecce-Galatina,Italy, 1944ON APPROACHBf 109E-4 #84196 1/48Oblt. Gerhard Schöpfel, III. /JG 26, Caffiers,France, August 1940WNr. 5375, Hptm. Wilhelm Meyerweissflog, Stab/JG 53,Etaples, France, September 1940WNr. 1433, Hptm. Hans von Hahn, CO of I./JG 3,Grandvillers, France, September 1940WNr. 2060, Lt. Hans Guse, 2.(J)/LG 2,USSR (today´s Republic of Moldova), July 1941DECEMBER 2023INFO Eduard143November 2023Page 144
ON APPROACHAvia S-199 ERLA canopy 1/72#7472D-121, 101 Squadron (tayeset), Chel Ha Avir, Qastina, Israel, September 1948D-115, 101 Squadron (tayeset), Chel Ha Avir, Herzliya field base, Israel, July 1948S-199.310, 3rd Squadron, Air Regiment 7, 3 Air Division, Brno-Černovice, Czechoslovakia, spring 1949S-199.99, 1st Squadron, Air Regiment 8, 3 Air Division,Brno-Černovice, Czechoslovakia, 1950/51DECEMBER 2023INFO Eduard144November 2023Page 145
ON APPROACH46-062, Charles Yeager,Muroc Dry Lake Base,October 194746-063, Robert Champine,Edwards AFB, June 194946-063, Chalmers Goodlin,Muroc Dry Lake Base,April 194646-062, Jack Ridley, Edwards AFB, May 1950Re-releaseX-1 Mach Buster 1/48#8079DECEMBER 2023INFO Eduard145November 2023Page 146
Bf 109G-41/48#82117Re-releaseON APPROACHBf 109G-4/R6, WNr. 14997, Lt. Erich Hartmann,7./JG 52, Taman, the Soviet Union, May 1943Bf 109G-4/trop, WNr. 15013 Lt. Ulrich Seiffert,8./JG 53, Tindja, Tunisia, April 1943Bf 109G-4/R6, WNr. 14946, Maj. Wolfgang Ewald,Stab III./JG 3, Kertch, the Soviet Union, April 1943Bf 109G-4/R6, WNr. 19566, ten. Giuseppe Gianelli,365aSquadriglia, 150oGruppo Autonomo, Sciacca,Sicily, July 1943Bf 109G-4, Lt. Av. Petre Protopopescu, Escadrila 57,Grupul 7 Vânătoare, Kirovograd (Kropyvnytskyi/ Ukraine now),the Soviet Union, June 1943DECEMBER 2023INFO Eduard146November 2023Page 147
Re-releaseON APPROACHAlbatros D.V#74061/72Albatros D.V 1154/17, Lt. Max Ritter von Müller,Jasta 28, Varsenare, Belgium,September 1917Albatros D.V 4629/17, Lt. Hans-Joachimvon Hippel, Jasta 5, Boistrancourt,France, February 1918Albatros D.V, 2030/17, Lt. Alfred Lenz,Jasta 22, Ercheu, France, April 1918Albatros D.V 2299/17, Lt. Xaver Dannhuber,Jasta 26, Abeele, Belgium, 1917DECEMBER 2023INFO Eduard147November 2023Shows
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.
SHOWSText: Jakub NademlejnskýThis autumn is one of the most traveled periodsof our of exhibition and show team. In less thanone month, we visited four exhibitions: E-Day inMilovice, Picchitatelli Trophy in Bergamo, NitraModel in Slovakia and Scale Model Challengein Eindhoven, and this represents a record.The last two mentioned exhibitions were evenheld on the same date. I don't think we've everbeen to two big full-scale events at the sametime. Because of this situation, we had to createan additional show team and train them with thesystems that we employ at events like these.Then, there is the fact that somehow, we neededto get everything together for two simultaneousshows. Since this whole event coincided withone of the biggest Afterparty internet events,the one after E-Day, there was such a buzzin our sales department and warehouse thateventually, other colleagues from differentdepartments joined the whole preparatioryoperation in addition to the warehouse staff.In the end, we managed everything with allour might and successfully participated ineverything that was scheduled to happen.If you haven't read the special edition E-Daynewsletter section and are interested in whatit was like on E-Day, it's definitely wortha read. I personally first attended the PicchiatelliTrophy exhibition in the suburb of Bergamo inthe town of Scanzorosciante, where we came atthe invitation of friends from Italy. We broughtwith us the October group of new releases anda small stand. Participation in the competitionwas the icing on the cake of our trip to Italy,which we combined with a tour of severalmuseums. We also measured and 3D scannedthe what we needed to get into other projects.The trip was spectacular and we traveled acrosshalf of Italy in a week. We got as far as Rome,from where we drove to Scanzorosciante. I haveto highlight the competition itself. Although theevent was not one of the biggest in Europe interms of space or number of vendors, I wasreally impressed by the quality of the modelsas well as the international cast on the judgingcommittee full of big names in the field.The following week, we made the trek to theScale Model Challenge in Eindhoven. This eventwas announced in advance by the organizersas one of the biggest model exhibitions inEurope, filling us with anticipation. Our teamparticipated in the event for the first time thisyear and I must admit that our expectations wereeasily satisfied. The level of organization andits professionalism, the wonderful venue withEduard vendor table at Nitra.Nitra sports hall filled to capacity.A little something for the jubilee customer at NitraINFO Eduard148November 2023Page 149
secure accommodations in the adjacent hotel,but especially the breathtakingly well arrangedshow, with the models being directly lit byseveral hundred lamps, which really enchantedus. Thanks to the participation, we could seea lot of modellers not only from the Netherlands,Belgium, France, Great Britain and Germany, butalso from different parts of the world. Again,after a long time, we could see representativesof other modeling companies, which we did notsee this year at the fair in Nuremberg. We droveto Italy and the Netherlands in our companyvehicle, which is painted up in the markingsof Meyer's Petie 2nd P-51D Mustang. If youcaught up with us anywhere along the way andmanaged to take a picture of our chariot, pleaseshare the photo with me. Send it to me at jakub.nademlejnsky@eduard.cz, we would like toshare the best photos on our channels.The second exhibition team from Nitraalso arrived with very good impressions. Theorganizers of the Nitra show have raised thebar a bit higher compared to last year, andlast year’s show was a great one in and ofitself. Once again, they filled the sports hallwith interesting vendors, lots of visitors, andespecially beautiful models on display. Mostlikely, they have permanently found a place inour calendar of events that we simply must notmiss each year.Eduard vendor table at Scale Model Challenge in EindhovenA view of the display tables at Picchiatelli Trophy from the Eduard table.Eduard vendor table at Picchiatelli TrophyStanislav Archman, Vladimír Šulc, Jakub Nademlejnskýand their Italian friends at a dinner during Picchiatelli TrophyINFO Eduard149November 2023Editorial
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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Editorial
Dear Friends, I just returned from Nuremberg. I left there in a rather gloomy mood, knowing that it was most likely my last time. I have always defended the Nuremberg Fair as a useful and beneficial event. But alas, its significance to our industry has steadily declined over the years, while the costs associated with participation in it have continuously done the opposite. Still, it has always brought us some benefit, despite of the expense involved.
Úvodník
Vážení přátelé, právě jsem se vrátil z Norimberku. Odjížděl jsem tam v ponuré náladě s tím, že tam s vysokou pravděpodobností jedu naposledy. Vždy jsem Norimberský veletrh hájil jako užitečnou a přínosnou akci. Byť jeho význam a vliv na náš obor v průběhu let spíše klesal, než rostl, zatímco náklady spojené s účastí na veletrhu kontinuálně rostly, vždy nám nějaký užitek přinesl. Pravda, poměrně draze zaplacený, ale užitek tu byl. Nové obchody to moc nebyly, ale potkali jsme se s našimi distributory, s novináři i s kolegy z ostatních firem. A ano, občas to nějaký obchod přineslo, kupříkladu značnou část nákupů výlisků do Limitek jsme domlouvali právě v Norimberku. Šlo to tak rok, co rok, pětadvacet let, až do roku 2019. Pak vše změnil covid, který veletrh na dva roky zastavil. To, že první pocovidový ročník nestál za nic, bylo celkem pochopitelné, to, že druhý mu byl velmi podobný, už bylo poněkud alarmující, a to, že ani třetí zlepšení nepřinesl, je frustrující. Ne, že by se organizátoři nesnažili, ale vypadá to, že účastníci změnili názor na nezbytnost účasti na veletrhu. A tak nejezdí. Nejezdí ani Američané, ani Japonci, a bohužel ani řada Evropanů včetně Němců. Můžeme spekulovat proč. Celkem pravděpodobné je, že dva roky bez veletrhu celkem hezky ukázaly, že obchod se dá dělat i bez něj. Po covidu vzrostly náklady na kdeco a Norimberský veletrh si poměrně dlouho koledoval o to, aby se dostal na seznam škrtnutých nákladů. Na tom našem je momentálně stále velmi vysoko a přinejmenším aspiruje na medailové pozice.
P-40E Warhawk
Řada letounů Curtiss P-40 vynikala mezi americkými stíhacími typy tím, že se udržela v prvoliniové službě od léta 1941, tedy ještě před vstupem USA do druhé světové války, až do konce konfliktu o čtyři roky později. Takovému výkonu se vyrovnal pouze námořní F4F Wildcat společnosti Grumman.
P-40E Warhawk
The Curtiss P-40 line of fighter aircraft stood out among American fighter types for having remained in front-line operations from the summer of 1941, before the U.S. entered World War II, through the end of the conflict four years later. Only Grumman’s versatile F4F Wildcat naval fighter could match that record.
Nahrazení GM-1 systémem MW 50
Toto technické pojednání navazuje na článek Zařízení GM-1 v Messerschmittech Bf 109 z Infa 11/2024. Již před druhou světovou válkou Dr. Otto Lutz (1906-1974) přišel na myšlenku vstřikovat do motoru za účelem zvýšení výkonu oxid dusný. K tématu později vydal (až v roce 1942) vědeckou práci "Über Leistungssteigerung von Flugmotoren durch Zugabe von Sauerstoffträgern", tedy zhruba česky řečeno "O zvýšení výkonu leteckých motorů díky přídavku sloučenin kyslíku."
The MW 50 System as an Alternative to the GM-1
This technical discussion supplements the article describing the GM-1 system in the Messerschmitt Bf 109 in the November, 2024 newsletter. Even before World War II, Dr. Otto Lutz (1906-1974) came up with the idea of injecting nitrous oxide into an engine to increase performance. He later published (as late as 1942) a scientific paper on the subject "Über Leistungssteigerung von Flugmotoren durch Zugabe von Sauerstoffträgern", or roughly translated, ‘On increasing the performance of aircraft engines through the addition of oxygen compounds’.
Letecká vojna na Ukrajine - Ruská raketa zostrelila civilné lietadlo. Opäť...
V bojoch nad Ukrajinou dochádza nezriedka k streľbe do vlastných radov. Ruská protivzdušná obrana už zničila celý rad ruských lietadiel a vrtuľníkov. K zásahom vlastných strojov došlo aj na ukrajinskej strane. V Rusku bolo zasiahnutých aj niekoľko civilných strojov, no bez fatálnych následkov. Až doteraz.
Aerial War in Ukraine - A Russian missile shot down a civilian aircraft. Again...
The battles over Ukraine often involve friendly fire incidents. Russian air defense has already destroyed numerous Russian aircraft and helicopters. Similar incidents have occurred on the Ukrainian side. Several civilian aircraft have also been hit in Russia, though without fatal consequences—until now.
HIGHLIGHTY P-40E 1/48
A je to tady! Nová P-40 je na světě a v uplynulých týdnech již plnila kitníky modelářů. Pokud jste ji nestihli zakoupit v naší předobjednávkové akci a zatím ji tudíž nevlastníte, doporučuji vám si projít následující stránky, na kterých ukazuji různé vychytávky, které stavebnice nabízí. A pokud po ní následně zatoužíte, bude k zakoupení u našich distributorů. A ti z vás, kteří stavebnici tohoto nového modelu již vlastníte, si ostatně tento článek přečtěte také. Ve vaší stavebnici objevíte věci, kterých jste si možná ještě nevšimli.
HIGHLIGHTS P-40E 1/48
Here we go! The new P-40 is ON and in the past weeks it has already filled the kit shelves of many modelers. If you didn't manage to buy it in our pre-order promotion and therefore don't own it yet, I recommend you to browse the following pages, where I show different features the kit offers. And if you later decide to own the kit, it will be available for purchase from our worldwide distributors. And for those of you who already own this new kit, please read this article as well. You will discover things in your kit that you may not have noticed before.
Tail End Charlie
Nuremberg Toy Fair 2025 Knowing that it would fall to me to prepare the Tail End Charlie for this issue, I suggested to my colleagues that I write it at the very last minute, on Sunday morning, immediately after returning from Nuremberg at midnight on Saturday, as it would surely be of interest to readers. So I am writing my feelings in the heat of the moment. While we were in a very positive mood on the way home, I've decided to split this Tail End Charlie into two parts, positive and negative, with the positive part being the one I'd like to start with, as it's definitely the one that's prevailing in me.
Tail End Charlie
Norimberský veletrh hraček 2025 Jelikož jsem věděl, že v tomto čísle Infa budu psát Tail End Charlie já, domluvil jsem se s kolegy, že ho napíšu na úplně poslední chvíli, v neděli ráno, hned po sobotním půlnočním návratu z Norimberku, jelikož to čtenáře jistě bude zajímat. Pocity Vám tedy píšu pěkně za tepla. A jelikož jsme během cesty domů byli velmi pozitivně naladěni, rozhodl jsem se Tail End Charlie rozdělit na dvě části, pozitivní a negativní, přičemž tou pozitivní chci rozhodně začít a rozhodně ve mně převahuje.
The NR-30 Aircraft Mounted Weapon
The NR-30 aircraft cannon was designed by Soviet designers A. E. Nudelman and A. A. Richter in the mid-1950s. The name of the weapon was derived from the initials of their surnames (Nudelman, Richter) and the number ‘30’ refers to the weapon’s caliber. This period was characterized by a great boom in the design and production of new types of jet aircraft in the Soviet Union and, by extension, their internal gun armament. This specific cannon was gradually installed in the Mikoyan-Gurevich MiG-19S fighter (three in the nose of the aircraft, all equipped with a muzzle brake at the end of the barrel), the supersonic MiG-21F (on the right side of the fuselage, below the cockpit), the Sukhoi Su-7BM, BKL fighter-bombers (one in each wing root, just behind the cockpit, without muzzle brakes) and later the Su-17 M3, M4, UM-3 (the latter two-seat version with only one cannon in the right wing) and its export variants Su-22M3, M4, UM-3K, with a like number of cannons as the Su-7. Due to the political division of the world at that time and the existence of a military grouping of countries in the socialist camp, called the Warsaw Pact, the above-mentioned types gradually entered the inventory of the air force of the former ČSLA (Czechoslovak People's Army). The ammunition was initially produced in and imported from the Soviet Union, but later it began to be produced in Czechoslovakia, initially under license, but later as an evolution under its own development program. The weapon was designed to deal with aerial as well as ground targets effectively.
Letecký kanon NR-30
Letecký kanon NR – 30 zkonstruovala dvojice sovětských konstruktérů A. E. Nudelman a A. A. Richtěr v polovině 50. let minulého století. Z iniciálů jejich příjmení je odvozen i název zbraně (Nudelman, Richtěr), číslovka 30 znamená ráži zbraně v milimetrech. Toto období se vyznačovalo velkým rozmachem výroby nových typů proudových letadel v bývalém Světském svazu a tím pádem i k jejich základní hlavňové výzbroje. Postupně byl tento kanon zaveden do stíhacích letounů Mikojan – Gurjevič MiG – 19S (3 ks v přídi letounu, všechny vybavené úsťovou brzdou na konci hlavně),
P-51D engine PRINT 1/72 - CLICK-CLACK
Gone are the days when assembling a resin engine was a nightmare for less experienced modelers. It used to be a discipline for the skilled modelers; something, that only the real experts, the masters in the field, are able to use - all those advanced techniques of cutting and thinning plastic, or the difficult cutting of resin from castings and their grinding, which also creates a lot of dust. Now it's the age of 3D printing! Long live simple, easy to assemble kits. It rang the bell for many unpopular, especially very small etched parts. Let's take a look at building one such kit accessory.
P-51D engine PRINT 1/72 - CLICK-CLACK
Pryč jsou ty časy, kdy stavba resinového motoru byla pro méně zkušenější část modelářů noční můrou. Bývala to disciplína pro zkušené, něco, co v modelu mohou mít pouze opravdoví experti, mistři v oboru, kteří zvládají všechny ty pokročilé techniky vyřezávání a ztenčování plastů, nebo náročné odřezávání resinů z nálitků a jejich broušení, při kterém navíc vzniká spoustu prachu. Nastala doba 3D tisková! Nechť žijí jednoduché, snadno složitelné sady. Odzvonilo mnoha neoblíbeným, především malým leptaným dílkům. Pojďme se na sestavení jedné takové sady podívat.
Ace in a Single Dogfight
During World War II, legendary Spitfire fighter planes were flown by pilots of many nationalities. Many of them fought and achieved victories, some became flying aces during the war, a few even earned this status in a single day. However, only one pilot flying a Spitfire managed to shoot down five aircraft in a single dogfight. That pilot was Canadian F/Lt Richard Joseph "Dick" Audet.
Esem během jediného souboje
S legendárními stíhacími letouny Spitfire v průběhu 2. světové války bojovali a vítězili letci mnoha národností. Řada z nich se během válečných let stala leteckými esy, někteří z nich tohoto statusu docílilo během jednoho dne. Avšak na letounech Spitfire jen jeden pilot dokázal sestřelit pět letadel během jednoho souboje. Byl jím kanadský pilot F/Lt Richard Joseph „Dick“ Audet.
02/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
02/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
01/2025
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
01/2025
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
12/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
12/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
11/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
11/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
10/2024
10/2024
10/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
10/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
09_Special E-Day/2024
Vážení přátelé, modeláři, hosté a návštěvníci E-daye, V dnešním krátkém mimořádném vydání Infa vás seznámíme s plánovaným programem letošního E-daye, který se koná v sobotu 28. září 2024 v hale muzea na Tankodromu Milovice. Výstava je jednodenní, ale jako obvykle bude výstavní hala otevřena, nejen pro vystavující modeláře, již v pátek od 17:00. Na pátek máme připravený malý program pro všechny časné příchozí. Tento podvečerní program má dva body. Prvním bude představení novinek Eduardu na rok 2025, které se bude opakovat i v sobotu. Druhým bodem bude beseda s Jiřím Šilhánkem, zakladatelem a majitelem firmy Special Hobby. Jiří je velká osobnost našeho oboru, který své podnikání rozjížděl dávno před všemi ostatními českými firmami, hluboko v osmdesátých letech. Jeho historky z dějin plastikového modelářství jsou neuvěřitelné a všem doporučuji si je poslechnout. Věřte mi, že to stojí za páteční cestu do Milovic!
09/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
09/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
08/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
08/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
07/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
07/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
06/2024 - Special
Vážení přátelé, dnešní mimořádné číslo Infa je věnováno mimořádné stavebnici, The Bloody Hundredth 1943/ B-17F 1:48. Tato stavebnice vydávaná v řadě LIMITED patří mezi položky, jejichž základem jsou výlisky nakoupené u spolupracujících firem. V tomto případě jde o výlisky firmy Hong Kong Models, HKM. Tentokrát jde ovšem spolupráce mezi našimi firmami dál, než je v podobných případech dodávek výlisků zvykem. Speciálně k této stavebnici jsme zkonstruovali konverzní rámeček s čirými díly, obsahující další verze přídí B-17F, než které obsahuje původní sestava dílů stavebnice HKM. Tento rámeček jsme zkonstruovali v Eduardu, pochopitelně s využitím konstrukce HKM, na kterou nové díly navazují. Forma na něj byla vyrobena firmou HKM v jejich čínské nástrojárně, výlisky byly vyrobeny tamtéž.
06/2024 Special EN
Dear Friends, Today's special issue of the newsletter is dedicated to an extraordinary kit, ‘The Bloody Hundredth 1943 / B-17F’ in 1:48th scale. This kit, released in the LIMITED edition line, falls under the group of items based on moldings purchased from partner companies. In this case, the plastic is supplied by Hong Kong Models, HKM. This time, however, the cooperation between our companies goes further than is customary in similar endeavors. Specifically for this kit, we have designed an additional set of clear parts that cover variations used on the B-17F nose that were not a part of the original HKM release. We designed the new parts to fit the HKM kit specifically. The mold for it was cut at HKM in their Chinese tool shop, and the parts are produced by them.
06/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
06/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
05/2024
INFO Eduard je modelářsko-historický měsíčník, který od roku 2010 v českém a anglickém jazyce publikuje společnost Eduard Model Accessories. Magazín je dostupný zdarma na platformě Triobo a je možné jej stáhnout také v PDF verzi. Společnost Eduard je výrobcem plastikových modelů a doplňků s více než 30letou tradicí. Během svého působení v oboru plastikového modelářství se společnost Eduard zařadila mezi jeho světové lídry. Další podrobnosti o společnosti a jejím sortimentu najdete na www.eduard.com. Zde se můžete mimo jiné zdarma přihlásit k odebírání magazínu INFO a produktových informací: https://www.eduard.com/cs/info-eduard/
05/2024
INFO Eduard is a monthly scale model-historical magazine published in Czech and English by Eduard Model Accessories since 2010. The magazine is available for free on the Triobo platform and can be downloaded in PDF format. Eduard is a manufacturer of plastic models and accessories with over 30 years of tradition. Throughout its history in the plastic modeling industry, Eduard has become one of the world's leaders. Further details about the company and its product range can be found at www.eduard.com. You can subscribe to the INFO magazine and receive product information for free at: https://www.eduard.com/cs/info-eduard/
04/2024
Dobrý večer, vážení přátelé! Máme za sebou hektický březen. Chápu, že vám to asi tak nepřijde, ale ona každá hospoda vypadá jinak z jídelny a jinak z kuchyně. Aby byl pohled z jídelny, tedy od vás zákazníků, pozitivní, nezbývá personálu v kuchyni, tedy nám, aby se pořádně oháněl.
04/2024
Good evening, dear Friends, We've had a hectic March. I understand that it might not seem that way to you, but every bar looks different from the dining room than it does from the kitchen. In order for the view from the dining room, in other words, from you, the customers, to be positive, the staff in the kitchen (us), has little choice but to be very busy. So, hectic is good.
03/2024
Určitě nejsem sám, komu se pravidelně stává, že se jeho předpoklady a představy o průběhu nějaké události nenaplní a výsledek je zcela opačný, než jaká byla očekávání s onou událostí spojená. Mě se to naposledy stalo před měsícem v Norimberku. Co jsem od veletrhu čekal, si jistě pamatujete z minulého úvodníku. Z mé skeptické předpovědi nevyšlo prakticky nic. Ne že by se už veletrh vrátil tam, kde byl za starých časů před covidovými lockdowny, ale byl výrazně živější, zajímavější a ve svém výsledku zábavnější a užitečnější, než bych si troufl očekávat. Troufnu si dokonce tipnout, že podobný názor má víc vystavovatelů. Mimo jiné se opakovala situace z loňska, že rozhovory a setkání byla daleko vřelejší, přátelštější a otevřenější, než kdykoli v minulosti. Možná je to jen můj pocit, ale přijde mi, že jsme se navzájem zase rádi viděli, v mnoha případech i po několika letech. V takových případech si uvědomíte, jak vám ti lidé, které jste vídal tak nějak samozřejmě a nepřišlo vám na tom nic zvláštního, přirostli k srdci a jak vám chyběli. Pak se tak hovory víc otevřou, a to je fajn.
03/2024
I know I’m not alone, when a concept and its associated assumptions turn out exactly opposite to what the expected outcome was. The last time it happened to me was a month ago in Nuremberg.
Jak na plasty II
Mnoho méně zkušených modelářů má velkou fobii z řezání do plastů nebo z většího ztenčování plastových dílů pro zástavbu doplňkových sad. V tomto díle bych chtěl čtenářům představit, že tyto pokročilejší modelářské činnosti nejsou nic těžkého a s využitím vhodných nástrojů a pomůcek se dá snadno dobrat k potřebným úpravám. Prakticky všechny větší brassinové sady po modeláři vyžadují, aby podobné úpravy při jejich zástavbách provedl. Pokud se někteří modeláři obávají doplňkové sady kupovat právě kvůli zmíněným úpravám, chtěl bych jim ukázat, že to s trochou praxe zvládnou i oni. V článku demonstruji přípravu křídla P-51B/C 1/48 pro zástavbu brassinové sady zbraňových šachet. Představím dvě metody – za pomocí pouze základních modelářských nástrojů a poté s pomocí jemné vrtačky a frézky od firmy Proxxon.
How work with Plastic II
Many less experienced modelers often feel apprehensive about cutting into plastic or thinning parts to accommodate additional detailing or conversion sets. In this section, I want to reassure readers that these more advanced modeling techniques are not difficult and that, with the right tools, achieving the necessary modifications is quite manageable. Most larger Brassin sets require modelers to make similar adjustments to their builds. For those hesitant to purchase aftermarket sets due to this process, I aim to show that, with a bit of practice, anyone can master it. In this article, I will demonstrate how to prepare a 1/48 P-51B/C wing for the Brassin gun bay set. I will present two methods: one using only basic modeling tools, and the other employing a motorized Proxxon tool.
Jak na plasty
V tomto článku o pracovních postupech bych se chtěl věnovat těm nejzákladnějším modelářským postupům a technikám a demonstrovat nářadí, které mi pomáhá při rutinních činnostech, které by měl každý modelář zvládat. K této demonstraci jsem si vybral nový model P-51B/C 1/48, který má spoustu vychytávek pro jednoduché lepení modelu, například spodní vtoky u dílů, což především začátečníkům velmi usnadní práci. Pro zkušené modeláře se bude na první pohled nejspíš jednat o zbytečnou spotřebu digitálního papíru, ovšem přečtení doporučuji i jim. Opakování je totiž matka moudrosti!
How to Work with Plastic?
In this workflow article, I will cover the most basic modeling procedures and techniques, presenting the tools that help with usual activities every modeler should master. For this demonstration, I've chosen the new P-51B/C 1/48 scale kit, which includes several features for easy assembly, such as the parts being connected to the sprues from the bottom, making it especially beginner-friendly.
Step by Step P-51B 1/48
Stavební postup k P-51B 1/48.
Step by Step P-51B 1/48
Step by Step for P-51B 1/48.
Jak na 3D tisky
Poslední roky se v modelářství stále více rozmáhá využití 3D tisku, a to převážně pro výrobu doplňků. I v Eduardu jsme se před několika lety rozhodli pustit do této technologie, která z velké části vytlačila klasickou výrobu Brassinů, tedy metodu odlévání. Dnes přímým tiskem vyrábíme již okolo 80 % produkce Brassinů.
How to Work with 3D Prints in Modeling
In recent years, 3D printing has gained widespread popularity in the modeling industry, particularly for accessory production. A few years ago Eduard, too, embraced this technology, gradually replacing traditional casting methods with direct printing, constituting approximately 80% of our Brassin production.
Jak na obtisky Eduard
How to apply Eduard decals
Jak na Space ?
Exploring Space
Nové masky od Eduard
New masks by Eduard
Práce s Eddie the Riveter
Work with Eddie the Riveter
Práce s fotolepty část I
How to Work with PE-Set part I
Práce s fotolepty část II
How to Work with PE-Set part II
Jak sestavit tištěné klapy
How to build printed landing flaps
Step by Step Kurfürst
Step by Step Kurfürst
Step by Step motor F4F-4
Step by Step engine F4F-4
02/2024
Dobrý den, vážení přátelé! Dnešní úvodník píši zase po roce v Norimberku. Letošní Spielenwarenmesse začal v úterý, dnes jsme přesně v polovině, veletrh končí v sobotu. Pořadatelé se s německou houževnatostí drží pěti dnů trvání akce, čímž jdou většině účastníků pěkně na nervy. Je to sice lepší než šest dnů, které na nás zkoušeli dříve, ale stále je to nejméně o den víc, než tu chceme a potřebujeme být. Z hlediska účasti firem je veletrh letos určitě lepší než loni, ale pokud jde o návštěvníky, obchodníky a žurnalisty, tak je situace víceméně stále bídná. Panuje tu klid. Klid je někdy fajn, ale na veletrhu je klid asi tak to poslední, co na něm chce vystavovatel zažít. Možná se to zítra a pozítří změní a veletrh ožije, ale žádné indicie k tomu nemáme. Tak začínáme uvažovat o odboji. Jak to dopadlo vám napíšu v příštím úvodníku.
02/2024
Good day, Dear Friends After a year, I am writing today's editorial once again from Nuremberg. This year's Spielenwarenmesse started on Tuesday, and today, we are exactly at the halfway point, as the fair ends on Saturday. With German tenacity, the organizers are sticking with the five-day duration of the event, which gets on the nerves of most participants.
01/2024
Vítejte v novém roce, vážení přátelé, vítejte u tříkrálového Infa! Lednové novinky jsou již bezmála tři týdny v prodeji, předpokládám tedy, že jste s nimi již zevrubně seznámeni a mnozí je již máte doma. Přesto musím zmínit, že z mého pohledu začínáme letošní rok pěkně zostra. Při prvním pohledu na čtvrtkového Albatrosa D.III to tak možná nevypadá, ale i on byl svého času vrcholovým predátorem válečného nebe a stavebnice přináší vrcholný mix příběhů a osudů jeho pilotů i jejich soupeřů tak, jak je u nás dobrým zvykem. Měli jsme také více než dobrý důvod si toto téma oživit, jak se za chvíli dočtete.
01/2024
Welcome to the New Year! January’s new releases have been on sale for almost three weeks now, so I assume that you are already thoroughly familiar with them and many of you already have them in your posession. Nevertheless, I have to mention that, from my point of view, we are starting this year off with a bit of a bang. A first glance at the 48th scale Albatros D.III may not indicate this, but it too was once the top predator in a sky dominated by war clouds, and this kit offers a superb mix of stories and fates of its pilots and their opponents, as is our custom to uncover over the course of a kit’s development. We also had more than good reason to revive this topic, as you are about to find out.
12/2023
Dobrý den, vážení přátelé! Po tříleté přestávce jsme se letos opět vypravili do Telfordu, a je dobře, že jsme se odhodlali tam jet. Přeci jen je Británie kolébkou našeho byznysu, výstava v Telfordu je největší výstavou v našem oboru a chybět na ní by byla chyba. V příštím roce budeme na výstavy vyrážet dál. Na přelomu ledna a února začneme tradičně v Norimberku. Pevně doufám, že tam letos potkáme víc kolegů z jiných firem i víc obchodníků a novinářů než loni. Přiznám se, že jsem trochu napjatý. Podle účasti firem v Norimberku můžeme posuzovat nakolik se svět vrací do normálu a všichni bychom byli určitě rádi za zjištění, že tomu tak je a svět se do normálu opravdu vrací.
12/2023
Good day, Dear Friends, After a three-year break, we made a return to Telford, and it was a triumphant return at that! After all, Britain is the cradle of our business, and the Telford event is the biggest exhibition in our field and it would be a mistake to miss it. Our plan is to continue attending such events, beginning with Nuremberg in January/February.
11/2023
Dobrý den, vážení přátelé! S listopadovými novinkami jsme na tom stejně jako s říjnovými, také už jsou druhý týden v prodeji, a tak už je přinejmenším velká část čtenářů Infa zná, pokud už je rovnou nemá doma. Někteří už je dokonce lepí, a ano, jsou i tací, kteří už je mají dokonce postavené. To ovšem není v případě Bf 109 G-2 nebo G-4, obsahu té nej nej nej dvaasedmdesátinové novinky, nic složitého.
11/2023
Good Day, Dear Friends We find ourselves in the same situation with November’s new releases as we did with the October ones, in that they also have been available for purchase a couple of weeks ahead of the newsletter announcement, meaning that they will already be known to a large percentage of readers and perhaps even in their possession.
10/2023
Dobrý den, vážení přátelé, vítám vás u zvláštního vydání Infa, věnovaného 21. ročníku E-Daye, konanému 23. září letošního roku na Tankodromu Milovice. Po necelém měsíci ji vy, kdo jste v Milovicích byli, máte ještě v živé paměti, ale věříme, že si ji díky dnešnímu Speciálu Infa znovu rádi připomenete. A ti, kdo tam s námi nebyli, se mohou inspirovat k návštěvě E-Daye příští rok. Bude se konat opět v Milovicích 28. září 2024.
10/2023
Good day, Dear Friends Welcome to our special edition of the newsletter dedicated to the 21st installment of E-Day, held on September 23rd of this year at the Milovice Tankodrom museum. After less than a month, those of you who were in Milovice still remember it vividly, but I believe that thanks to today's newsletter special, you won’t mind being reminded. And those who were not there with us can be inspired to visit E-day next year. It will be held again in Milovice on September 28, 2024.
10/2023
Jak se vám líbilo na E-dayi? Nebojte se, nehodlám dnes důkladně popisovat tamní dění, tomu se bude věnovat Speciál Infa, připravovaný na druhý týden v říjnu. V dnešním čísle ovšem najdete alespoň základní fotogalerii. Letošní druhý ročník E-Daye v Milovicích potvrdil potenciál areálu Tankodromu pro akci tohoto typu. Můžeme tedy ladit a vymýšlet další body programu, hodící se do našeho konceptu modelářské výstavy.
10/2023
How did you like E-Day? Don’t worry, I’m not going to take up precious real estate thoroughly describing the event today, since that will be covered in a Special Edition of our newsletter, slated to come out the second week of October. However, in today’s issue you will find a basic photo gallery of what was there. This year, the second to be held in Milovice, confirmed the potential of the Tankodrom for an event of this type. With that, we can continue to evolve and develop the program to satisfy the concept that goes hand in hand with the venue.
09/2023
Informace o výstavě E-Day 2023 a soutěži Czech Model Masters – program, instrukce pro dopravu, seznam prodejců a mnoho dalšího
09/2023
Vážení přátelé, Jsme zpět z Texasu, v pilné práci na dalších projektech. Jak jsem zmiňoval v minulém úvodníku, jedním z účelů naší cesty, kromě obvyklé reprezentace na dnes již opět pravidelné IPMS USA National Convention, byl i průzkum a dokumentace zachovalých exemplářů P-40 Warhawk.
09/2023
Dear Friends, We’re back from Texas, hard at work on upcoming projects. As I mentioned in the last editorial, one of the purposes of our trip, in addition to our usual participation at the IPMS USA National convention, was to have a good, close up look at several P-40 examples.
08/2023
Vážení přátelé, vítám vás u srpnového Infa a zdravím z texaského Corpus Christi, kudy s kolegy projíždíme na cestě do San Marcos na tradiční letní IPMS USA Nats. Budeme v Texasu dva týdny, po Nats se přesuneme na sever do Dallasu, kde je naším hlavním plánem studium tří exemplářů P-40 Warhawk. Chceme si ověřit nějaké detaily a průběhy křivek a případně si nějaké pasáže naskenovat.
08/2023
Dear Friends Welcome to the August edition of our newsletter and greetings from Corpus Christi, Texas, where my colleagues and I are passing through on our way to San Marcos for the traditional summer IPMS USA Nats. We will be in Texas for two weeks, after the Nats we will move north to Dallas where our main goal is to study three P-40 Warhawks.
07/2023
Dobrý den, vážení přátelé! Ještě před koncem první poloviny letošního roku jsme stihli přestěhovat do nového areálu v Sedleci balení modelů. To nám významně zjednodušilo logistiku, protože dosud jsme výlisky vozili z Obrnic do Mostu, kde jsme stavebnice zabalili a odvezli je do skladu obchodního oddělení v Sedleci. Ta místa od sebe nejsou daleko, je to v řádu jednotek kilometrů, ale i tak jsme se dost najezdili. Teď dělí balení modelů a sklad obchodního oddělení jedna stěna a dvoje dveře, sklad výlisků je přes dvůr.
07/2023
Hello, dear friends! Even before the end of the first half of this year, we managed to move our model packaging operation to our new facility in Sedlec. This significantly simplifies our logistics, because until now, we would typically move the plastic pressings from Obrnice to Most, where they would be packed into kits, and then transported them to our warehouse and sales department in Sedlec.
06/2023
Dobrý den, vážení přátelé, mezi 84 novinkami připravenými pro červen vyčnívá dvaasedmdesátinová limitka s názvem Wunderschöne neue Maschinen. Těmi báječnými novými stroji jsou Messerschmitty Bf 109 F, které při svém zavedení do výzbroje německé Luftwaffe na začátku roku 1941 přinesly nárůst výkonů a kvality německého stíhacího letectva.
06/2023
Good day, Dear Friends Among the 84 new items being released for June, the 72nd Limited Edition kit dubbed “Wunderschöne neue Maschinen” stands out. This “Wonderful New Machines” kit centres around the Messerschmitt Bf 109F, which, when introduced into the arsenal of the Luftwaffe at the beginning of 1941, brought an increase in the performance and quality of German fighters committed to aerial combat.
05/2023
Dobrý den, vážení přátelé! Na začátku května se soutěžní sezóna pěkně rozjíždí. Máme za sebou tradiční Mošoň, v sobotu se koná Kit show v Kopřivnici, a tak je čas říci si také něco o letošním E-dayi. E-day 2023 se koná v sobotu 23. září na Tankodromu v Milovicích. Pojedeme podle stejného schématu jako vloni, tedy se začátkem pro vystavující modeláře v pátek odpoledne, a to včetně podvečerního programu.
05/2023
Good Day, Dear Friends We are at the beginning of May, and so the competition season is revving up nicely. We have just had the traditional Moson event and the Kit Show takes place in Kopřivnice on Saturday, so it´s a good time to talk about this year´s E-day. E-day 2023 takes place on Saturday, September 23 at the Tankodrom in Milovice and we will be following the same scheme as last year, meaning that exhibiting modelers begin on Friday afternoon and will include the early evening program.
04/2023
Dobrý večer, vážení přátelé! Máme přestěhované obchodní oddělení. K včerejšímu dni jsme tak definitivně ukončili naši činnost v areálu Rico, kde obchodní oddělení a také oddělení kompletace stavebnic sídlilo od června roku 2019. A kde také v prosinci 2020 vyhořel sklad výlisků pro stavebnice. Přiznám se, že jsem po požáru doufal v rychlejší přestěhování do nějakých nových prostor. Hned na jaře a v létě 2020 jsme začali připravovat stavbu nové haly, ale turbulentní situace na stavebním trhu v roce 2021 nám tento záměr zhatila. Na podzim 2021 jsme začali jednat o koupi staršího areálu v Sedleci, sousední vesnici vzdálené asi pět kilometrů od Obrnic.
04/2023
Good evening, Dear Friends We have completed our retail department move. As of yesterday, we have vacated the facility in Most that since June, 2019, has served as our main retail headquarters as well as the facility that served as final kit packaging. It’s also the facility in which we lost a lot of the plastic for our kits when a fire broke out in December 2020. I admit to having hoped for an earlier move to a new facility after that fire. Immediately in the spring and summer of 2020, we prepared for a new-build facility, but that was ultimately quelled by the turbulent supply issues in the construction industry.
03/2023
Dobrý den, dámy a pánové! Máme zavřeno. Dnes představované březnové novinky si sice můžete prohlédnout a prostudovat jak na následujících stránkách, tak na našem e-shopu, ale nekoupíte je tam. Chápu, zní to šíleně. Nejde ale o žádný rafinovaný marketingový tah, prostě se stěhujeme. Přesně řečeno, stěhujeme obchodní oddělení. To je také důvod, proč v následujících sedmi dnech nebude možné objednávat na e-shopu. Jak jste ale jistě zaznamenali, bylo na druhou stranu možné tyto novinky nakoupit již od minulého pátku, rovněž tak jsou již k dispozici u našich obchodních partnerů.
03/2023
Good day, Ladies and Gentlemen, We’re closed. Although you are certainly able to view and study our March release listing within these pages or at our e-shop, any purchases will have to be postponed. I understand that this sounds a little nuts, but it is not the result of some underhanded marketing ploy. It is a function of the fact that we are moving our entire retail department. It is also the reason why no sales will be going through our e-shop for the next seven days. As you will have probably already noted, the new items were available for early purchase from last Friday, and they will be available from our retail partners as well.
02/2023
Vážení přátelé, vítejte u únorového Infa! Dnes začíná Norimberský veletrh hraček (Nuremberg Toy Fair). Po dvouleté přestávce se vracíme do Norimberku a, nebudete tomu věřit, vůbec netušíme, co nás tam čeká.
02/2023
Dear Friends, Welcome to the February Newsletter! The Nuremberg Toy Fair started yesterday. After a two year hiatus, we are coming back to Nuremberg, and as hard as it may be to believe, we have no idea of what to expect
01/2023
Vážení přátelé, milí modeláři, vítejte u prvního Infa roku 2023. V lednovém čísle vás tradičně seznamuji s projekty připravenými na aktuální rok. Ani letos tomu nebude jinak, takže se do toho seznamování pustíme rovnou bez zbytečných řečí kolem. Začneme lednem, jehož novinky jsou v prodeji na našem e-shopu již od minulého týdne.
01/2023
Dear Friends and Fellow Modellers, Welcome to the first newsletter of 2023. The January issue traditionally introduces our planned projects for the year. This year will be no different, so we’ll waste no time and get right down to the nitty gritty. We’ll start off with January, new releases for which are already available from our e-shop and have been since last week.
12/2022
Easy reading
12/2022
Easy reading
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Content
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WUNDERSCHÖNE NEUE MASCHINEN
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“The Story” - Somewhere in England, August 10, 1944
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221st Tactical Flight. Fighting With the Albatros...
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Air War over Ukraine - Defeat of the Black Sea Fleet
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How to Work with Photo-Etched Accessories
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Shows
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