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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 Eduard